FORM NO.

SENR7591
FOR USE IN SERVICE MANUALS:
D4 TRACTOR, REG00632
D4E TRACTOR, SENR7624
D4 TRACTOR, SPECIAL APPLICATION,
REG00784
D4E TRACTOR, SPECIAL APPLICATION,
SENR7636
NO. 112F MOTOR GRADER, REG00885
120G MOTOR GRADER, REG01654
130G & 140G MOTOR GRADERS,
REG01652
225 EXCAVATOR, REG01578
518 SKIDDER, REG00971
920 8< 930 WHEEL LOADERS, REG00514
941 TRACK-TYPE LOADER, REG00527
950 WHEEL LOADER, REG00548
951 TRACK-TYPE LOADER, REG00783
955 TRACK-TYPE LOADER, REG00634
955L TRACK-TYPE LOADER, SENR7364
955L TRACK-TYPE LOADER, SENR7672

SYSTEMS OPERATION
TESTING AND ADJUSTING

3304 VEHICULAR ENGINE

ENGINE SERIAL NUMBERS
43V
46V
48V
78P

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 INTRODUCTION

This publication has instructions and procedures for the subject on the front
cover. The information, specifications, and illustrations in this publication
are on the basis of information that was current at the time this issue was
written.

Correct operation, maintenance, test and repair procedures will give this
product a long service life. Before starting a test, repair or rebuild job, the
serviceman must read the respective sections of the Service Manual, and
know all the components he will work on.

Your safety, and the safety of others, is at all times very important. When
you see this symbol © or this symbol A in the manual, you must
know that caution is needed for the procedure next to it. The symbols are
warnings. To work safely, you must understand the job you do. Read all
instructions to know what is safe and what is not safe.

It is very important to know the weight of parts. Do not lift heavy parts by
hand. Use a hoist. Make sure heavy parts have a good stability on the ground.
A sudden fall can cause an accident. When lifting part of a machine, make
sure the machine has blocks at front and rear. Never let the machine hang on
a hoist, put blocks or stands under the weight.

When using a hoist, follow the recommendation in the manual. Use correct
lift tools as shown in illustrations to get the correct balance of the
component you lift. This makes your work safer at all times.

40400X3

SPECIFICATIONS

NOTE: For Specifications with illustrations, make reference to SPECIFICA­

TIONS for 3304 VEHICULAR ENGINES, Form No. SENR7590. If the
Specifications in Form SENR7590 are not the same as in the Systems
Operation and the Testing and Adjusting, look at the printing date on the
back cover of each book. Use the Specifications given in the book with the
latest date.

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 3304 & 3306 VEHICLE ENGINES INDEX

SYSTEMS OPERATION
Air Inlet and Exhaust System............................................................24 Sleeve Metering Fuel System..........................................
Engines With Turbochargers........................................................24 Fuel Flow Using the Priming Pump and Bleed Valve
Engines Without Turbochargers...................................................25 Fuel Flow With Engine Running ............................................ 5-12
Timing Gears ............................................................................... 26 Fuel Injection Pump Operation .................................................. 14
Turbocharger.................................................................................25 Fuel Injection Valve.................................................................... 1g
Valves and Valve Mechanisms.................................................... 25 Fuel Priming Pump...................................................................... 13
Fuel Ratio Control....................................................................... 15
Basic Block........................................................................................32 Fuel System Operation................................................................ 15
Fuel System Timing....................................................................... 4
Cooling System................................................................................. 30 Fuel Transfer Pump .................................................................... 13
Coolant for Air Compressor......................................................... 31 Glow Plugs................................................................................... ifr
Cooling System Components.......................................................31 Governor ...................................................................................... jg
Governor, Dashpot....................................................................... 19
Electrical System .............................................................................. 33 Introduction.................................................................................... 4
Charging System Components .................................................... 33 Sleeve Position............................................................................ 15
Other Components........................................................................36 Siphon Break................................................................................ 13
Starting System Components....................................................... 35 Water Separator............................................................................. 4

Scroll Fuel System ........................................................................... 21 Lubrication System............................................................................27

Fuel Injection Pump.....................................................................21 Oil Flow in the Engine................................................................. 28
Fuel Injection Valve..................................................................... 23 Oil Flow Through the Oil Filter and Oil Cooler..........................28
Glow Plugs....................................................................................23
Governor Operation......................................................................22

TESTING AND ADJUSTING

Air Inlet and Exhaust System............................................................ 79 Oil Pressure is Low...................................................................... 84
Checking Inlet Manifold Pressure at Torque Too Much Bearing Wear..............................................................85
Converter Stall Speed ............................................................. 79 Too Much Oil Consumption.........................................................84
Crankcase (Crankshaft Compartment) Pressure ......................... 80
Cylinder Condition...................................................................... 80 Scroll Fuel System .......................................................................... 67
Cylinder Head ............................................................................ 81 Accessory Drive Shaft Timing ....................................................75
Measurement of Camshaft Lobes.................................................83 Check Fuel Injection Pump Lifter Washer
Measurement of Exhaust Temperatures ..................................... 80 and Pump Plunger................................................................... 67
Measurement of Pressure in Inlet Manifold................................. 79 Checking Fuel Injection Pump Timing; On Engine....................71
Precombustion Chamber Position................................................ 82 Checking Fuel Injection Valve ....................................................67
Restriction of Air Inlet and Exhaust ............................................ 79 Fuel Bypass Valve ...................................................................... 70
Valve Clearance Setting .............................................................. 82 Fuel Injection Lines.................................................................... 68
Fuel Injection Pump....................................................................68
Basic Block........................................................................................92
Fuel Injection Pump Installation ............................................... 68
Connecting Rods and Main Bearings...........................................92
Fuel Injection Pump TimingDimension
Connecting Rods and Pistons....................................................... 92
Setting; Off Engine ................................................................ 74
Cylinder Block.............................................................................. 93
Fuel Injection Service................................................................. 68
Cylinder Liner Projection.............................................................92
Fuel Injection Valve................................................................... 68
Engine Mounting Bolts................................................................. 93
Fuel Rack Setting......................................................................... 76
Flywheel and Flywheel Housing........................................... 93-96
Fuel System Adjustments............................................................ 71
Piston Ring Groove Gauge ..........................................................92
Governor Adjustments................................................................ 77
Oil Pump Installation.................................................................... 98
Locating Top Center Position for No, 1 Cylinder....................... 70
Vibration Damper ........................................................................92
Testing Fuel Injection Equipment ...............................................67
Cooling System.................................................................................. 86 Visual Inspection.......................................................................... 67
Checking Coolant Temperatures.................................................. 86
Checking Fan Speed.................................................................... 88 Sleeve Metering Fuel System........................................................... 51
Checking Pressure Cap or Relief Valve.......................................89 Checking Fuel Injection Valve ....................................................52
Checking Radiator Air Flow........................................................ 88 Checking Balance Point (Full Load Speed).................................58
Gauge for Water Temperature .....................................................90 Checking Timing by Fuel Flow Method......................................55
Testing the Cooling System ........................................................ 86 Checking Timing by Timing Pin Method ................................... 53
Visual Inspection of the Cooling System .................................... 86 Finding Top Center Compression Position
Water Temperature Regulator ..................................................... 91 for No. 1 Piston........................................................................52
Fuel Injection Lines..................................................................... 51
Electrical System ..............................................................................98 Fuel Pump Calibration................................................................. 62
Alternator Regulator ........................................................... 99-101 Fuel Ratio Control Setting............................................................ 66
Battery...........................................................................................98 Fuel System Adjustments.............................................................53
Charging System.......................................................................... 98 Fuel System Inspection ............................................................... 51
Starting System ........................................................................ 101 Fuel System Setting......................................................................59
Governor Adjustments................................................................. 57
Flexible Drive Coupling ................................................................... 97
Injection Pumps............................................................................51
Checking Flexible Drive Coupling Alignment............................97
Testing Fuel Injection Equipment ...............................................51
Lubrication System........................................................................... 84
Oil Pressure is High.................................................... ,................ 85 Troubleshooting.......................................................................... 37-50

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

SLEEVE METERING FUEL SYSTEM

INTRODUCTION The water separator can remove 95% ot the

water in a fuel flow of up to 33 gph (125 litre/hr)
The Sleeve Metering Fuel System is a pressure if the concentration of the water in the fuel is 10%
type fuel system. The name for the system is from or less. It is important to check the water level in
the method used to control the amount of fuel in the water separator frequently. The maximum
the fuel injectioncharge. This system has an amount of water which the water separator can
injection pump and an injection valve for each hold is 0.8 pt. (0.4 litre). At this point the water
cylinder. The injection pumps are in the fuel fills the glass to 3/4 full. Do not let the water
injection pump housing on the right side of the separator have this much water before draining the
engine. The injection valves are in the precombus­ water. After the water level is at 3/4 full, the water
tion chambers in the cylinder head. separator loses its efficiency and the water in the
fuel can go through the separator and cause
The drive gear for the fuel transfer pump is on damage to the fuel injection pump.
the front of the camshaft for the injection pumps.
The carrier for the governor weights is bolted to Drain the water from the water separator every
the rear of the camshaft for the injection pumps. day or when the water level gets to 1 /2 full. This
The injection pump housing has a bearing at each gives the system protection from water in the fuel.
end to support the camshaft. The camshaft for the If the fuel has a high concentration of water, or if
sleeve metering fuel system is driven by the timing the flow rate of fuel through the water separator is
gears at the front of the engine. high, the water separator fills with water taster and
must be drained more often.
The injection pumps, lifters and rollers, and the
camshaft are all inside of the pump housing. The To drain the water separator, open the valve in
pump housing and the governor housing are full of the drain line and the valve at the top of the water
fuel at transfer pump pressure (fuel system pres­ separator. Let the water drain until it is all out of
sure). the water separator. Close both valves.

CAUTION: Diesel fuel is the only lubrication for

the moving parts in the transfer pump, injection
pump housing, and the governor. The injection
pump housing must be full of fuel before turning
the camshaft.

FUEL SYSTEM TIMING

Injection timing before TC (top center) for fuel

pumps with serial numbers up to 44,899 is 12° 30’
± 1° .

Injection timing before TC (top center) for fuej

pumps with serial numbers 44,900 and up is 13°
30’± 1°.

WATER SEPARATOR WATER SEPARATOR

Some engines have a water separator. The water

separator is installed between the fuel tank and the
rest of the fuel system. For efficiency in the action
of the water separator, the fuel How must come
directly from the fuel tank and through the water
separator. This is because the action ol going
through a pump or valves before the water separa­
tor lowers the efficiency of the water separator.

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

FUEL FLOW WITH ENGINE RUNNING

System With Siphon Break

1. Governor housing. 2. Fuel injection pump. 3. Fuel injection pump housing. 4. Bypass valve. 5. Bleed valve. 6. Fuel tank.
7. Check valve. 8. Fuel supply line. 9. Water separator (if so equipped). 10. Drain valve. 11. Vent valve. 12. Fuel filter. 13.
Check valve. 14. Priming pump. 15. Check valve. 16. Fuel transfer pump. A. Siphon break orifice.

FUEL SYSTEM INSTALLED

2. Fuel injection pump. 5. Bleed valve. 8. Fuel supply

line. 12. Fuel filter. 14. Priming pump.

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

From channel (17) the fuel goes through prim­

ing pump (14) into passage (D) to the fuel transfer
pump (16).

1. Governor housing. 3. Fuel injection pump housing. 16.

Fuel transfer pump.

When the engine is running fuel transfer pump

FUEL INJECTION PUMP HOUSING
(16) pulls fuel from fuel tank (6) through fuel
supply line (8). The fuel goes through water 4. Bypass valve. 7. Check valve. D. Passage to fuel transfer
pump.
separator (9) (if so equipped), fuel filter (12) and
into channel (17) behind cover (18).

From fuel transfer pump (16) fuel underpres­

sure fills fuel injection pump housing (3). Pressure
of the fuel in housing (3) is controlled by bypass
valve (4). Pressure of the fuel at full load is 30 ± 5
psi (205 ± 35 kPa). If the pressure of the fuel in
housing (3) gets too high, bypass valve (4) will
move (open) to let some of the fuel return to the
transfer pump (16).

Fuel injection pumps (2) send fuel, under high

pressure, out of housing (3) into the fuel injection
lines during injection. The fuel goes through the
FUEL INJECTION PUMP HOUSING COVER lines to the fuel injection valves in the precombus­
14. Priming pump. 17. Channel. 18. Cover. tion chambers.

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

System With Constant Bleed

SCHEMATIC OF FUEL SYSTEM

1. Governor housing. 2. Fuel injection pump. 3. Fuel injection pump housing. 4. Bypass valve. 5. Bleed valve. 6. Fuel tank.
7. Check valve. 8. Fuel supply line. 9. Water separator (if so equipped). 10. Drain valve. 11. Vent valve. 12. Fuel filter. 13.
Check valve. 14. Priming pump. 15. Check valve. 16. Fuel transfer pump. B. Fuel return line. C. Constant bleed valve.

8. Fuel supply line. 12. Fuel filter. 14. Priming pump. 19.
Plug in hole for constant bleed valve (C).

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

GOVERNOR AND FUEL INJECTION PUMP FUEL INJECTION PUMP HOUSING

16. Fuel transfer pump. C. Constant bleed valve. 4. Bypass valve. 7. Check valve. D. Passage to fuel transfer
pump.

When the engine is running fuel transfer pump

(16) pulls fuel from fuel tank (6) through fuel
supply line (8). The fuel goes through water
separator (9) (if so equipped), fuel filter (12) and Fuel injection pumps (2) send fuel, under high
priming pump (14). From priming pump (14) the pressure, out of housing (3) into the fuel injection
fuel goes through line (8) to connection (X) on the lines during injection. The fuel goes through the
governor housing. The fuel goes through passages lines to the fuel injection valves in the precombus­
(Y) and (Z) to passage (D). tion chambers.

The constant bleed valve (C) lets approximately

9 gal./hr. (34.1 1/hr) of fuel go back to the tank
through return line (B) when the pressure in the
housing is 25 to 32 psi (170 to 220 kPa). This flow
takes air and heat away from the housing.

FUEL FLOWTHROUGH HOUSINGS

X. Connection for fuel supply line (8). Y. Passage. Z.

Passage.

The fuel goes through passage (D) to fuel

transfer pump (16). From fuel transfer pump (16)
fuel under pressure fills fuel injection pump hous­
ing (3). Pressure of the fuel in housing (3) is
controlled by bypass valve (4). Pressure of the fuel
at full load is 30 ± 5 psi (205 ± 35 kPa). If the
pressure of the fuel in housing (3) gets too high,
bypass valve (4) will move (open) to let some of
the fuel return to the transfer pump (16).

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

System Without Siphon Break

Or Constant Bleed

1. Governor housing. 2. Fuel injection pump. 3. Fuel injection pump housing. 4. Bypass valve. 5. Bleed valve. 6. Fuel tank.
7. Check valve. 8. Fuel supply line. 9. Water separator (if so equipped). 10. Drain valve. 11. Vent valve. 12. Fuel filter. 13.
Check valve. 14. Priming pump. 15. Check valve. 16. Fuel transfer pump.

FUEL SYSTEM INSTALLED

1. Governor housing. 2. Fuel injection pump housing. 5.

Bleed valve. 8. Fuel supply line. 12. Fuel filter. 14.
Priming pump. X. Connection for fuel supply line.

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

The fuel goes through passage (D) to fuel

transfer pump (16). From fuel transfer pump (16)
fuel under pressure fills the fuel injection pump
housing (3). Pressure of the fuel in housing (3) is
controlled by bypass valve (4). Pressure of the fuel
at full load is 30 ± 5 psi (205 ± 35 kPa). If the
pressure of the fuel in housing (3) gets too high,
bypass valve (4) will move (open) to let some of
the fuel return to the transfer pump (16).

GOVERNOR AND FUEL INJECTION PUMP

16. Fuel transfer pump. X. Connection for fuel supply line.

When the engine is running fuel transfer pump

(16) pulls fuel from fuel tank (6) through fuel
supply line (8). The fuel goes through water
separator (9) (if so equipped), fuel filter (12) and
priming pump (14). From priming pump (14) the
fuel goes through fuel supply line (8) to connec­
tion (X) on the governor housing. The fuel goes
through passages (Y) and (Z) to passage (D).
FUEL INJECTION PUMP HOUSING

4. Bypass valve. 7. Check valve. D. Passage to fuel transfer

pump.

Fuel injection pumps (2) send fuel, under high

pressure, out of housing (3) into the fuel injection
lines during injection. The fuel goes through the
lines to the fuel injection valves in the precombus­
tion chambers.

FUEL FLOW THROUGH HOUSINGS

X. Connection for fuel supply line (8). Y. Passage. Z.

Passage.

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

System With Siphon Break

and Constant Bleed

1. Governor housing. 2. Fuel injection pump. 3. Fuel injection pump housing. 4. Bypass valve. 5. Bleed valve. 6. Fuel tank.
7. Check valve. 8. Fuel supply line. 9. Water separator (if so equipped). 10. Drain valve. 11. Vent valve. 12. Fuel filter. 13.
Check valve. 14. Priming pump. 15. Check valve. 16. Fuel transfer pump. A. Siphon break orifice. B. Fuel return line. C.
Constant bleed valve.

FUEL SYSTEM INSTALLED

(Fuel filter and priming pump fastened
to the injection pump housing.)

2. Fuel injection pump. 14. Priming pump. 19. Plug in hole

for constant bleed valve (C).

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

From fuel transfer pump (16) fuel underpres­

sure fills fuel injection pump housing (3). Pressure
of the fuel in housing (3) is controlled by bypass
valve (4). Pressure of the fuel at full load is 30 ± 5
psi (205 ± 35 kPa). If the pressure of the fuel in
housing (3) gets too high, bypass valve (4) will
move (open) to let some of the fuel return to the
transfer pump (16).

Fuel injection pumps (2) send fuel, under high

pressure, out of housing (3) into the fuel injection
lines during injection. The fuel goes through the
lines to the fuel injection valves in the precombus­
GOVERNOR AND FUEL INJECTION PUMP tion chambers.
(Fuel filter and priming pump fastened separately)

16. Fuel transfer pump. C. Constant bleed valve. E. Fuel The constant bleed valve (C) lets approximately
pressure connection. F. Cover. X. Connection for fuel
supply line (8).
9 gal./hr. (34.1 1/hr) of fuel go back to the tank
through return line (B) when the pressure in the
When the engine is running fuel transfer pump housing is 25 to 32 psi (170 to 220 kPa). This flow
(16) pulls fuel from fuel tank (6) through fuel takes air and heat away from the housing.
supply line (8). The fuel goes through water
separator (9) (if so equipped), fuel filter (12) and
into channel (17) behind cover (18).

14. Priming pump. 17. Channel. 18. Cover.

From channel (17) the fuel goes through prim­
ing pump (14) or cover (F) into passage (D) to the
fuel transfer pump (16).

FUEL INJECTION PUMP HOUSING

4. Bypass valve. 7. Check valve. D. Passage to fuel transfer

pump.

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

FUEL FLOW USING THE PRIMING PUMP

AND BLEED VALVE

When the handle of priming pump (13) is pulled

out, negative air pressure in priming pump (13)
opens check valve (11) and pulls fuel from fuel
tank (6). Pushing the handle in closes check valve
(11) and opens check valve (14). This pushes air
and/or fuel into housing (3) through the fuel
passages and check valve (16). More operation of
priming pump (13) will pull fuel from fuel tank (6)
until the fuel lines, fuel filter (11) and housing (3)
are full of fuel. Do this until the flow of fuel from
manual bleed valve (5) is free of air bubbles.

SIPHON BREAK

The function of the siphon break is to prevent

fuel in the injection pump housing from draining
back to the tank. When the engine is running the
pressure in the pump housing holds air in the fuel. 1. Seal. 2. Driven gear. 3. Drive gear. 4. Camshaft for the
When the engine stops the air comes out of the fuel fuel injection pump. 5. Drive sleeve. 6. Lip-type seals.
and goes to the top of the housing. The air goes
from the top of the housing to the siphon break
(A) [scratch in fuel filter base (1) under disc (2)]. pump drain (7). The drain has two functions. One
From the siphon break the air goes to the top of function is to be an outlet for fuel or lubrication
the fuel filter. The air pocket formed in the top of oil leakage. The other function is to give a visual
the filter prevents fuel from going back to the tank indication of seal or bearing failure before the
through the supply line. failure can be a cause for any other failures.

SIPHON BREAK FUEL FILTER BASE

FUEL TRANSFER PUMP BODY
1. Fuel filter base. 2. Disc. A. Siphon Break.
7. Transfer pump drain.

FUEL TRANSFER PUMP

The fuel transfer pump is on the front end of

housing for the fuel injection pumps. The output
of the pump is more than the engine needs for
combustion. Camshaft (4) for the fuel injection
pump turns drive gear (3) in the transfer pump.
Two lip-type seals (6) on the camshaft keep the
fuel in the transfer pump apart from the engine oil
in the compartment for the timing gears. The area
between the two seals is connected to transfer

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

FUEL INJECTION PUMP OPERATION The plunger, barrel, and sleeve are a fitted set
and they must be kept together. Lifter (11) and
plunger (7) are lifted through a full stroke by each
revolution of the camshaft (12). The force of
spring (4) on plunger (7) through retainer (6) holds
the lifter against the camshaft through the full
stroke cycle.

74266-2X2

FUEL INJECTION PUMP OPERATION

2. Chamber. 3. Barrel. 5. Fuel inlet (fill port). 7. Plung­
er. 8. Sleeve. 9. Fuel outlet (spill port). 11. Lifter. 12.
FUEL INJECTION PUMP OPERATION Camshaft. A. Before injection. B. Start of injection. C.
End of injection.
1. Reverse flow check valve. 2. Chamber. 3. Barrel. 4.
Spring. 5. Fuel inlet (fill port). 6. Retainer. 7. Plung­
er. 8. Sleeve. 9. Fuel outlet (spill port). 10. Sleeve control
lever. 11. Lifter. 12. Camshaft.

Before Injection
The main components of a fuel injection pump Before the engine can start or run correctly, the
in the sleeve metering fuel system are: plunger (7), housing and fuel injection lines must be full of fuel
barrel (3), and sleeve (8). The plunger moves up and the sleeve (8) must be high enough on the
and down inside the barrel and sleeve. The barrel is plunger to close the fuel outlet (9) (spill port) dur­
stationary while the sleeve is moved up and down ing part of the stroke cycle. Chamber (2) fills with
around the plunger to make a change in the fuel through the fuel inlet (5) (fill port) which is
amount of fuel for injection. under the level of the fuel in the housing.

14

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

Injection FUEL RATIO CONTROL

Injection starts after the rotation of the cam­ The fuel ratio control will limit the amount of
shaft lifts plunger (7) far enough into barrel (3) to fuel for injection during an increase in engine speed
close fuel inlet (5). At this time, both the fuel inlet (acceleration). The purpose is to keep the amount
and fuel outlet are closed. As more rotation of the of smoke in the exhaust gas at a minimum.
camshaft lifts the plunger farther into the chamber
of the barrel, the fuel in the chamber is put under
more and more pressure. This pressure is felt by
reverse flow check valve (1) and the fuel injection
valve. When the pressure is high enough to open
the fuel injection valve, injection starts. Injection
stops when the rotation of the camshaft has lifted
the plunger far enough to open fuel outlet (9). This
puts the fuel outlet above the top of sleeve (8).

When the fuel outlet opens, it lets pressure off

of the fuel in the chamber. The pressure of the fuel
in the line closes the reverse flow check valve (1).
With no more flow of fuel, injection valve at the
other end of the line closes. This makes the
injection complete. The volume of fuel in the
injection charge is equal to the volume of the
plunger which is lifted into the barrel between the
start of injection and the end of injection.
1. Chamber. 2. Spring. 3. Spring. 4. Bolt.

After Injection

After injection has stopped, the camshaft lifts

the plunger the rest of the way to the top of the When the engine is running, air pressure from
stroke. The plunger is pushed out of the chamber the inlet manifold is in the chamber (1) of the
by spring (4). The fuel in the housing fills the space control. The combination of the force from the air
in the chamber through the fuel outlet (9) until the pressure and spring (2) makes a balance with spring
sleeve closes it on the down stroke. More rotation (3) . The balance controls the position of bolt (4).
of the camshaft lets the spring push the plunger
When the governor control is moved to make an
down farther which opens fuel inlet (5). Fuel fills
increase in engine speed, movement of the fuel
the rest of the chamber through the fuel inlet (5).
control shaft is limited through linkage by bolt (4).
Then the stroke cycle starts again.
As engine speed increases the inlet manifold
pressure increases. This increase in pressure is felt
in chamber (1). The increase in pressure will cause
SLEEVE POSITION
bolt (4) to move out of the fuel ratio control. Bolt
(4) moving out allows the fuel control shaft to turn
The position of the sleeve on the plunger
farther putting more fuel into each injection.
controls the amount of fuel for injection. When the
position of the sleeve on the plunger is low enough
When the adjustment of the fuel ratio control is
that it does not cover the fuel outlet during any correct there will be enough increase in the fuel for
part of the stroke, the pump can not make pressure injection to make the engine accelerate rapidly. If
for injection. This is the “fuel off” position for the the adjustment is correct, there will not be too
sleeve. much smoke in the exhaust when the engine
accelerates.
If the sleeve is in a higher position on the
plunger, the pump can make pressure for injection.
This is the “fuel on” position. As the sleeve
position is made higher, more fuel is put into the
injection charge.

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

GLOW PLUGS

Glow plugs are an aid for cold weather starting.

During cold weather starting, the pressure in the
cylinders made by the compression stroke is not
enough to start combustion of the fuel injection
charge. Activating the glow plugs for the correct
length of time heats the precombustion chambers
to the temperature which is necessary for com­
bustion when the engine is turned for starting.
After combustion starts and the starting motor is
no longer necessary to keep the engine running,
more operation of the glow plugs heats the pre­
combustion chambers until the engine is running
4. Bolt. smoothly.

FUEL INJECTION VALVE FUEL SYSTEM OPERATION

Engine Running

When the engine is running, any movement of

the governor control shaft (1) makes a change in
the speed of the engine. Counterclockwise move­
ment (A) causes an increase in engine speed until
the movement is held by the high idle stop (2).
Clockwise movement (B) makes a decrease in
engine speed until the movement is held by the low
idle stop (3). More clockwise movement (B) moves
the linkage beyond the detent (4) in the control.
Still more clockwise movement (B) causes the
pumps to stop injection and, because no fuel goes
to the cylinders, the engine stops.

CROSS SECTION OF THE PRECOMBUSTION

CHAMBER AND FUEL INJECTION VALVE
1. Fuel injection line. 2. Nut. 3. Glow plug. 4. Body. 5.
Nozzle assembly. 6. Precombustion chamber.

Fuel, under high pressure from the injection

pumps, is sent through the fuel lines to the fuel
injection valves. When the fuel under high pressure
goes into the nozzle assembly, the check valve in­
side the nozzle opens and the fuel goes into the AOO180X2

precombustion chamber. The injection valve FUEL SYSTEM OPERATION

changes the fuel to many very small drops of fuel. 1. Governor control shaft. 2. High idle stop. 3. Low idle
This gives the fuel the correct characteristics for stop. 4. Detent. A. Counterclockwise movement. B.
good combustion. Clockwise movement.

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

AOOI 79X2

GOVERNOR CONTROL SHAFT FUEL SYSTEM OPERATION

1. Governor control shaft. 5. Groove. 6. Tooth. 7. 18. Lever. 19. Hole. 20. Pin.
Lever. 8. Edge of lever (7). 9. Lever.
More counterclockwise movement (A) pushes
Governor control shaft (1) has a groove (5) lever (9) against seat (10), washer (11), governor
which fits a tooth (6) in lever (7). Any movement spring (12), seat (13), and riser (14). The move­
of shaft (1) moves lever (7) in the same direction. ment of seat (13) pushes against lever (17) which
If the shaft and lever have counterclockwise works like a bellcrank and pushes load stop pin
movement (A), an edge (8) of lever (7) comes into (16) up. The load stop pin (16) can be pushed up
contact with lever (9). until it is in contact with the load stop (15). This is
the limit for the movement toward maximum fuel
for injection. At the same time the lower end of
lever (18) is in the groove in riser (14). As the riser
moves lever (18) works like a bellcrank and moves
pin (20) which is in the top end of the lever. The
outer end of pin (20) has the shape of a ball. It fits
in a hole (19) in the bottom part of lever (23). The
turning of lever (23) makes lever (24) turn the fuel
control shaft (21) through spring (22). This makes
an increase in the fuel for injection to the cylinder.

10. Seat. 11. Wave washer. 12. Governor spring. 13.

Seat. 14. Riser.

A07899X1

FUEL CONTROL SHAFT

19. Hole. 21. Fuel control shaft. 22. Spring. 23.
Lever. 24. Lever. 25. Pin.

Starting the Engine

When starting the engine, the governor control

shaft is in the middle position. The linkages in the
housing work in almost the same manner as when
FUEL SYSTEM OPERATION the engine is running. The only difference is in the
13. Seat. 15. Load stop. 16. Load stop pin. 17. function of a spring (C) which is between seat (13)
Lever. 18. Lever. and riser (14). When the engine is running, the

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

force from the weights in the governor is enough to Lever (24) is tight on the fuel control shaft (21)
cause compression of spring (C) until the seat (13) and more movement in that direction causes the
and riser (14) are in contact. For starting, the force pumps to stop injection and, because no fuel goes
of spring (C) is enough to push the riser to the full to the cylinders, the engine stops.
fuel position. This lets the engine have the maxi­
mum amount of fuel for injection for starting.

FUEL SYSTEM OPERATION

1. Governor control shaft. 9. Lever. 12. Governor
FUEL SYSTEM OPERATION
spring. 26. Lever. 27. Pin. 28. Lever. 29. Shaft. B.
10. Seat. 11. Washer. 12. Governor spring. 13. Seat. 14. Clockwise movement.
Riser. C. Spring.

Before the speed of the engine is up to low idle Pushing the governor control lever past the
speed, the governor weights make enough force to detent manually stops the engine.
push spring (C) together and riser (14) and seat
(13) come into contact. From this time on, the GOVERNOR
governor works to control engine speed.

Stopping the Engine Manually

Maximum clockwise movement (B) of the gover­

nor control shaft stops the engine. If the governor
control shaft (1) is not at the low idle position,
clockwise movement (B) lets lever (9) move back
away from the governor spring (12). Less compres­
sion in governor spring (12) lets riser (14) and seat
(13) move away from the weight end of the shaft.
The lower end of lever (18) is in the groove in riser
(14) . As the riser moves, lever (18) works like a
bellcrank and moves pin (20) which is in the top
end of the lever. The outer end of pin (20) has the
shape of a ball. It fits in a hole (19) in the bottom
part of lever (23). The turning of lever (18) makes
lever (23) push against lever (24) which turns the
fuel control shaft (21).
This makes a decrease in the amount of fuel for
injection to the cylinder.
When the governor control shaft (1) is in the low
idle position, more clockwise movement (B) makes
pin (27) in the end of lever (28) move against lever LATER STYLE GOVERNOR
(26). Lever (26) works as a bellcrank. As it turns (Later style governors have a flat washer on either side of the
wave washer.)
from the pressure of pin (27) the other end of the
lever (26) moves against the pin (25) in lever (24). 1. Seat. 2. Wave washer. 3. Governor spring. 4. Seat. 5.
Riser. 6. Tachometer drive shaft. 7. Race. 8. Bearing. 9.
Race.

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

The governor for the Sleeve Metering Fuel

System is of the mechanical type. It works to keep
the speed of the engine from changing when there
is an increase or decrease in load when the engine is
running with governor control shaft stationary.

4. Seat. 15. Load stop. 16. Load stop pin. 17. Lever. 18.
Lever.

bearing. The thrust bearing pushes riser (5) which

puts more compression on governor spring (3). At
76039-t X2
the same time the lower end of lever (1 8) is in the
groove in riser (5).
GOVERNOR WEIGHTS

6. Tachometer drive shaft. 10. Weight. 11. Pin. 12. The movement of riser (5) moves lever (18) to
Carrier. 13. Slot. 14. Pin. make a decrease in the amount of fuel tor
injection. With less fuel, the engine has a decrease
in speed. The governor has this action again and
Carrier (12) for weights (10) is held on one end again until the governor is in balance. When the
of the camshaft by bolts. Tachometer drive shaft governor is in balance the engine speed will be the
(6) is through the center of the governor parts. The same as it was before there was a decrease in load.
shaft has a radial hole through the driven end. A
pin (14) is through this hole and fits into slot (13) If there is an increase in the load on the engine,
in the carrier on both sides of the shaft. the engine starts to make a decrease in speed. The
weights in the governor turn slower. The thrust
Weights (10) are connected to carrier (12) by from the weights against the riser will be less, so
pins (11). Weights (10) and pins (11) work like the spring pushes the riser to the right.
bellcranks and pivots. When the camshaft and
carrier (12) turn, the outer parts of weights (10) The movement of riser (5) makes lever (18)
move out from the center. The inner parts push move the fuel control shaft to make an increase in
against race (9). bearing (8), and race (7) (thrust the amount of fuel for injection. With more fuel,
bearing). The thrust bearing removes the turning the engine runs faster. The governor has this action
movement but puts the thrust against the shoulder again and again until the governor is in balance.
of riser (5). Riser (5) is against seat (4) which is When the governor is in balance, the engine speed
against governor spring (3). is the same as it was before the engine had an
increase in load.
Governor spring (3) and washer (2) are in
compression between seat (1) and seat (4). Seat (1)
is held in position by the lever on the governor
control shaft. There is a balance between the forces "NON-ADJUSTABLE DASHPOT" GOVERNOR
from weights (10) and governor spring (3) as long
as the load on the engine does not change. The “non-adjustable dashpot” governor gets its
name from the function of some of the parts in the
When there is a decrease in the load on the governor. These parts work together like a “dash-
engine the engine starts to make an increase in pot” or shock absorber to make the rpm of the
speed. The weights in the governor turn faster engine steady. Governor piston (6) moves in
causing the outer parts of the weights to move out cylinder (3) which is filled with fuel. The move­
farther. This puts more force against the thrust ment of piston (6) in cylinder (3) either pulls fuel

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SLEEVE METERING FUEL SYSTEM SYSTEMS OPERATION

1X1 \

NON-ADJUSTABLE DASHPOT
GOVERNOR CYLINDER
1. Orifice. 2. Hole in bottom of cylinder. 3. Cylinder. 4.
Governor spring. 5. Weights. 6. Piston. 7. Dashpot 2. Hole in bottom of cylinder. 3. Cylinder.
spring. 8. Seat. 9. Riser.
goes out of cylinder (3), piston (6) moves into the
into cylinder (3) or pushes it out. In either space from the fuel. This lets compression off of
direction the flow of fuel is through hole (2) in the dashpot spring (7) gradually.
bottom of cylinder (3) and through orifice (1) to
the inside of the housing. The restriction to the
flow of the fuel by orifice (1) gives the governor its When governor spring (4) and dashpot spring (7)
“dashpot” function. The fixed size of orifice (1) are both in compression, their forces work together
makes the “dashpot” function non-adjustable. against the force of the governor weights. This
gives the effect of having a governor spring with a
high spring rate. A governor spring with a high
spring rate keeps the engine rpm from having
oscillations during load changes. When the engine
rpm and the engine load are both steady, governor
spring (4) works alone to keep the engine rpm
steady. This gives the engine more sensitive rpm
control under steady load conditions.

When the engine has an increase in load, the

engine starts to run slower. The governor weights
push against riser (9) and seat (8) for governor
spring (4) with less force. Governor spring (4)
A06674X3 starts to push seat (8) and riser (9) to give the
engine more fuel for injection. Seat (8) is connect­
DASHPOT GOVERNOR PISTON
ed to piston (6) through dashpot spring (7). When
6. Piston. 7. Dashpot spring. 8. Seat. seat (8) and riser (9) start to move, the action puts
dashpot spring (7) in tension. Piston (6) has to pull
fuel into cylinder (3) from the governor housing to
take its space so that it can move. This makes the
When the engine has a decrease in load, the movement of seat (8) for the governor spring (4)
engine starts to run faster. The governor weights and riser (9) more gradual.
push against riser (9). Riser (9) pushes against
governor spring (4) with more force. The addition­ During this condition, dashpot spring (7) is
al force starts to move riser (9). This puts more pulling against governor spring (4). This gives the
compression on governor spring (4) and starts to effect of a governor spring with a high spring rate.
put dashpot spring (7) in compression. A governor spring with a high spring rate keeps the
engine speed from having oscillations during load
Dashpot spring (7) is in compression because the changes. It lets the engine have just enough fuel for
fuel in cylinder (3) behind piston (6) can only go injection to keep the engine speed steady.
out through hole (2) in the bottom of cylinder (3).
The rate of flow through hole (2) and orifice (1) The functions of the other parts in the governor
controls how fast piston (6) moves. As the fuel housing are the same as in the standard governor.

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SCROLL FUEL SYSTEM SYSTEMS OPERATION

SCROLL FUEL SYSTEM

SCROLL FUEL SYSTEM SCHEMATIC

1. Fuel priming pump. 2. Fuel transfer pump bypass valve. 3. Fuel filter. 4. Fuel injection pump. 5. Precombustion
chamber. 6. Fuel supply line. 7. Primary fuel filter. 8. Fuel transfer pump. 9. Fuel injection pump housing fuel manifold.

The scroll fuel system is a pressure type system. FUEL INJECTION PUMP
There is one injection pump and injection valve for
each cylinder. The injection pumps are in the
pump housing. The injection valves are in the
precombustion chambers.

The transfer pump (8) pulls fuel from the fuel Injection pump plungers (5) and lifters (8) are
tank through primary filter (7). It sends the fuel lifted by cams on camshaft (9) and always make a
through the priming pump (1), main filter (3), and full stroke. The force of springs (6) hold the lifters
to manifold (9) of the injection pump housing. The (8) against the cams of camshaft (9).
fuel in manifold (9) of the injection pump housing
goes to the injection pumps. The injection pumps Fuel from fuel manifold (1) goes through inlet
are in time with the engine and send fuel to the passage (2) in the barrel and then into the chamber
injection valves under high pressure. above plunger (5). During injection, the camshaft
cam moves plunger (5) up in the barrel. This
Priming pump (1) is used to fill the system with movement will close inlet passage (2) and push the
fuel and to remove air from the fuel filter, fuel fuel through the fuel lines to the injection valves.
lines, and components.
The amount of fuel sent to the injection valves is
The transfer pump has a bypass valve. The controlled by turning plungers (5) in the barrels.
bypass valve controls the maximum pressure of the When the governor moves fuel rack (7), the fuel
fuel. The extra fuel goes back to the inlet of the rack moves gears (4) that are fastened to the
pump. bottom of plungers (5).

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 SCROLL FUEL SYSTEM
SYSTEMS OPERATION

HYDRAULIC GOVERNOR
(Later Governor Shown)

1. Collar. 2. Lever assembly. 3. Seat. 4. Governor spring.

5. Thrust bearing. 6. Oil passage. 7. Drive gear (weight
assembly). 8. Cylinder. 9. Bolt. 10. Spring seat. 11.
Weight. 12. Valve. 13. Piston. 14. Sleeve. 15. Oil
passage. The governor valve is shown in the position when the
force of the weights and the force of the spring are balanced.
1. Fuel manifold. 2. Inlet port. 3. Check valve. 4. Gear
segment. 5. Pump plunger. 6. Spring. 7. Fuel rack. 8.
Lifter. 9. Camshaft.

When engine load decreases, engine rpm in­

GOVERNOR OPERATION creases. The speed of rotation of weights ( l l )
increases. Weights (l l) move apart and make more
The accelerator pedal is connected to the con­ force against governor spring (4). Valve (12) moves
trol lever on the engine governor. The governor backwards and sends the oil behind piston (13)
controls the amount of fuel needed to keep the through a drain passage, opened at the rear of
desired engine rpm. piston (13). The pressure oil in the chamber
between sleeve (14) and piston (13) pushes piston
The governor has governor weights (11) driven (13) and the rack backwards. This decreases the
by the engine through drive gear (7). When the amount of fuel to the engine. Engine rpm decreases
engine is running, the rotation of weights (11) until the force from the rotation of weights (11)
makes a force. The difference in the force of makes a balance with the force of governor spring
weights (11) and spring (4) controls the movement (4).
of valve (12). Valve (12) sends engine oil to either
side of piston (13). Piston (13) will move the rack On earlier engines, when the engine is started,
to increase or decrease fuel to the engine. the speed limiter plunger restricts the movement of
the governor control linkage. When operating oil
When engine load increases, engine rpm de­ pressure is reached, the plunger in the speed limiter
creases. The speed of rotation of weights (11) retracts and the governor control can be moved to
becomes less. Weights (11) move toward each other the HIGH IDLE position.
and make less force. Governor spring (4) can move
valve (12) forward. As valve (12) moves forward, When engine rpm is at LOW IDLE, a spring-
oil passage (6) around valve (12) opens to pressure loaded plunger in lever assembly (2) comes in
oil. Oil is sent through passage (6) and fills the contact with a shoulder on the adjustment screw
chamber behind piston (13). The pressure oil for low idle. To stop the engine, pull back on the
pushes piston (13) and the rack forward. This governor control. This will let the spring-loaded
increases the amount of fuel to the engine. Engine plunger move over the shoulder on the low idle
rpm increases until the force from the rotation of adjusting screw and move the fuel rack to the fuel
weights (11) makes a balance with the force of OFF position. With no fuel to the engine cylinders,
governor spring (4). the engine will stop.

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SCROLL FUEL SYSTEM SYSTEMS OPERATION

Oil from the engine lubrication system gives After combustion starts and the starting motor is
lubrication to the governor weight bearing. The no longer necessary to keep the engine running,
other parts of the governor get lubrication from more operation of the glow plugs heats the pre­
“splash-lubrication” (oil thrown by other parts). combustion chambers until the engine is running
Oil from the governor runs down into the housing smoothly.
for the fuel injection pumps.

FUEL INJECTION VALVE

Fuel, under high pressure from the injection

pumps, is sent through the fuel lines to the fuel
injection valves. When the fuel under high pressure
goes into the nozzle assembly, the check valve in­
side the nozzle opens and the fuel goes into the
precombustion chamber. The injection valve
changes the fuel to many very small drops of fuel.
This gives the fuel the correct characteristics for
good combustion.

CROSS SECTION OF THE PRECOMBUSTION

CHAMBER AND FUEL INJECTION VALVE
1. Fuel injection line. 2. Nut. 3. Glow plug. 4. Body. 5.
Nozzle assembly. 6. Precombustion chamber.

GLOW PLUGS
Glow plugs are an aid for cold weather starting.
During cold weather starting, the pressure in the
cylinders made by the compression stroke is not
enough to start combustion of the fuel injection
charge. Activating the glow plugs for the correct
length of time heats the precombustion chambers
to the temperature which is necessary for com­
bustion when the engine is turned for starting.

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 AIR INLET AND EXHAUST SYSTEM
SYSTEMS OPERATION

AIR INLET AND EXHAUST SYSTEM

ENGINES WITH TURBOCHARGERS

46992-1X1

AIR INLET AND EXHAUST SYSTEM

1. Exhaust manifold. 2. Inlet manifold. 3. Engine cylinder. 4. Turbocharger compressor wheel. 5. Turbocharger turbine wheel. 6.
Air inlet. 7. Exhaust outlet.

The air inlet and exhaust system components

are: air cleaner, inlet manifold, cylinder head,
valves and valve system components, exhaust mani­
fold, and turbocharger.

Clean inlet air from the air cleaner is pulled

through the air inlet (6) of the turbocharger by the
turning compressor wheel (4). The compressor
wheel causes a compression of the air. The air then
goes to the inlet manifold (2) of the engine. When
the intake valves open, the air goes into the engine
cylinder (3) and is mixed with the fuel for com­
bustion. When the exhaust valves open, the exhaust
gases go out of the engine cylinder and into the
exhaust manifold ( l ) . From the exhaust manifold,
the exhaust gases go through the blades of the tur­ AIR INLET AND EXHAUST SYSTEM
bine wheel (5). This causes the turbine wheel and 1. Exhaust manifold. 2. Inlet manifold. 8. Turbocharger.
compressor wheel to turn. The exhaust gases then
go out the exhaust outlet (7) of the turbocharger.

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AIR INLET AND EXHAUST SYSTEM SYSTEMS OPERATION

TURBOCHARGER center section and goes back to the engine lubri­

cating system.
The turbocharger is installed on the exhaust
manifold. All the exhaust gases from the engine go The fuel system adjustment is done at the fac­
through the turbocharger. tory for a specific engine application. The governor
The exhaust gases go through the blades of the housing and turbocharger are sealed to prevent
turbine wheel. This causes the turbine wheel and changes in the adjustment of the rack and the high
compressor wheel to turn which causes a com­ idle speed setting.
pression of the inlet air.

ENGINES WITHOUT TURBOCHARGERS

The air inlet and exhaust system components

are: air cleaner, inlet manifold, cylinder head,
valves and valve system components and exhaust
manifold.
When the engine is running, each time a piston
moves through the intake stroke, it pulls air into
the cylinder. The air flow is through the air filter,
inlet manifold, passages in the cylinder head and
past the open inlet valve into the cylinder. Too
much restriction in the inlet air system makes the
efficiency of the engine less.
When the engine is running, each time a piston
TURBOCHARGER
moves through the exhaust stroke, it pushes hot
(Typical Illustration) exhaust gases from the cylinder. The exhaust gas
1. Air inlet. 2. Compressor housing. 3. Nut. 4. Compres­ flow is out of the cylinder between the open ex­
sor wheel. 5. Thrust plate. 6. Center housing. 7. Lubrica­ haust valve and the exhaust valve seat. Then it goes
tion inlet port. 8. Shroud. 9. Turbine wheel and shaft. 10.
Turbine housing. 11. Exhaust outlet. 12. Spacer. 13.
through passages in the cylinder head, through the
Ring. 14. Seal. 15. Collar. 16. Lubrication outlet exhaust manifold and out through the exhaust
port. 17. Ring. 18. Bearing. 19. Ring. pipe. Too much restriction in the exhaust system
makes the efficiency of the engine less.
When the load on the engine goes up more fuel
is put into the engine. This makes more exhaust
gases and will cause the turbine and compressor
wheels of the turbocharger to turn faster. As the
turbocharger turns faster, it gives more inlet air and VALVES AND VALVE MECHANISM
makes it possible for the engine to burn more fuel The valves and valve mechanism control the flow
and will give the engine more power. of air and exhaust gases in the cylinder during en­
Maximum rpm of the turbocharger is controlled gine operation.
by the rack setting, the high idle speed setting and
the height above sea level at which the engine is The intake and exhaust valves are opened and
operated. closed by movement of these components; crank­
shaft, camshaft, valve lifters (cam followers), push
WARNING: If the high idle rpm or the fuel rods, rocker arms, and valve springs. Rotation of
A system setting is higher than given in the
RACK SETTING INFORMATION (for the
the crankshaft causes rotation of the camshaft. The
camshaft gear is driven by, and timed to, a gear on
height above sea level at which the engine is the front of the crankshaft. When the camshaft
operated), there can be damage to engine or turns, the cams on the camshaft also turn and
turbocharger parts. cause the valve lifters (cam followers) to go up and
down. This movement makes the push rods move
The bearings for the turbocharger use engine oil the rocker arms. The movement of the rocker arms
under pressure for lubrication. The oil comes in will make the intake and exhaust valves in the cyl­
through the oil inlet port and goes through pas­ inder head open according to the firing order (in­
sages in the center section for lubrication of the jection sequence) of the engine. A valve spring for
bearings. Oil from the turbocharger goes out each valve pushes the valve back to the closed
through the oil outlet port in the bottom of the position.

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AIR INLET AND EXHAUST SYSTEM SYSTEMS OPERATION

Valve rotators cause the valves to have rotation

while the engine is running. This rotation of the
valves keeps the deposit of carbon on the valves to
a minimum and gives the valves longer service life.

TIMING GEARS

The timing gears are at the front of the cylinder

block. Their cover is the housing for the timing
gears. The timing gears keep the rotation of the
crankshaft, camshaft, and fuel injection pump in
the correct relation to each other. The timing gears
are driven by the crankshaft gear.

1. Drive gear for fuel injection pump. 2. Idler gear for fuel
injection pump. 3. Camshaft gear. 4. Crankshaft gear. 5.
Balancer shafts. 6. Idler gear for oil pump. 7. Drive gear for
oil pump.

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 LUBRICATION SYSTEM
SYSTEMS OPERATION

LUBRICATION SYSTEM

to °ocPkreerSSarLCOnnfieCnT' * PiSt°n C°°lin9- 3' °H SUPP'V f°r tUrb°char9er- 4. Oil passage through rocker shaft
'„ ™ I 5' 0" pre1ssure connection. 6. Camshaft bores. 7. Oil manifold. 8. Filter bypass 9
0.......-

The lubrication system has the following compo­ NOTE: Engines without turbochargers do not have
nents: oil pan, oil pump, oil cooler, oil filter, oil an oil cooler.
passages in the cylinder block, and lines to engine
components and attachments.

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LUBRICATION SYSTEM SYSTEMS OPERATION

OIL FLOW THROUGH THE OIL FILTER These bypass valves give immediate lubrication to
AND OIL COOLER all components when cold oil with high viscosity
causes a restriction to the oil flow through the oil
With the engine warm (normal operation), oil cooler (10) and oil filter (4). The oil pump then
comes from the oil pan (6) through the suction bell sends the cold oil through the bypass valve for the
(9) to the oil pump (7). The oil pump sends warm oil cooler (8) and through the bypass valve for the
oil to the oil cooler (10) and then to the oil filter oil filter (5) to the oil manifold (1) in the cylinder
(4). From the oil filter, oil is sent to the oil mani­ block.
fold (1) in the cylinder block.
When the oil gets warm, the pressure difference
in the bypass valves decrease and the bypass valves
close. Now there is a normal oil flow through the
oil cooler and oil filter.

OIL FLOW IN THE ENGINE

There is a bypass valve in the oil pump. This

bypass valve controls the pressure of the oil coming
from the oil pump. The oil pump can put more oil
into the system than is needed. When there is more
oil than needed, the oil pressure goes up and the
bypass valve opens. This lets the oil that is not
needed go back to the inlet oil passage of the oil
pump.
FLOW OF OIL (ENGINE WARM)
1. Oil manifold in cylinder block. 2. Oil supply line to tur­ NOTE: The later oil pumps have a different kind
bocharger. 3. Oil return line from turbocharger. 4. Oil fil­
ter. 5. Bypass valve for the oil filter. 6. Oil pan. 7. Oil of spring in the bypass valve in the oil pump. These
pump. 8. Bypass valve for the oil cooler. 9. Suction bypass valves are not adjustable.
bell. 10. Oil cooler.

With the engine cold (starting conditions), oil

comes from the oil pan (6) through the suction bell The output of the oil pump goes to the oil
(9) to the oil pump (7). When the oil is cold, an oil manifold in the cylinder block. Lubrication oil
pressure difference in the bypass valve (installed in under pressure flows from the oil manifold through
the oil filter housing) causes the valves to open. drilled passages to the main bearings, balancer shaft
bearings, camshaft bearings, fuel pump idler gear
bearing, oil pump idler gear bearing, rocker arm
bearings and piston cooling orifices (if the engine
has a turbocharger).

Some of the oil that goes to the main bearings

goes into passages drilled in the crankshaft. The oil
flows through these passages to the connecting rod
bearings.

The oil that goes to the fuel pump and oil pump
gear bearings then flows free out onto the timing
gears. Oil in the sump thrown by the oil pump
drive gear also helps lubricate the timing gears.
FLOW OF OIL (ENGINE COLD)
1. Oil manifold in cylinder block. 2. Oil supply line to tur­
bocharger. 3. Oil return line from turbocharger. 4. Oil fil­ The oil that goes to the rocker arm bearings then
ter. 5. Bypass valve for the oil filter. 6. Oil pan. 7. Oil
pump. 8. Bypass valve for the oil cooler. 9. Suction flows free onto the rocker arms, valve stems, push
bell. 10. Oil cooler. rods, lifters and the lobes on the camshaft.

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LUBRICATION SYSTEM SYSTEMS OPERATION

On engines with turbochargers oil goes out

through piston cooling orifices in the block. These
orifices are between cylinders 1 and 2 and between
cylinders 3 and 4, near the main bearings. This oil
cools the pistons and helps lubricate the pistons,
piston pins, cylinder walls and piston rings. On
engines without a turbocharger oil thrown by other
parts lubricates the pistons, piston pins, cylinder
walls and piston rings.

Oil goes to the components and attachments

outside of the engine such as the turbocharger and
air compressor through supply lines which connect
to the oil manifold.

After the lubrication oil has done its work, it

goes back to the engine oil pan.

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COOLING SYSTEM SYSTEMS OPERATION

COOLING SYSTEM

1. Radiator. 2. Pressure cap. 3. Inlet line for radiator. 4. Cylinder head. 5. Supply line for water pump. 6. Water pump. 7.
Internal bypass (shunt) line. 8. Engine oil cooler. 9. Bonnet. 10. Cylinder block.

Water pump (6) is on the left front side of the closed. The only way for the coolant to get out of
engine. It is gear driven by the timing gears. cylinder head (4) is through internal bypass (shunt)
Coolant from the bottom of radiator (1) goes to line (7). The coolant from this line goes into water
the water pump inlet. The rotation of the impeller pump (6) which pushes it through the cooling
in water pump (6) pushes the coolant through the system again. The coolant from internal bypass
system. (shunt) line (7) also works to prevent cavitation
(air bubbles) in the coolant. When the coolant gets
All of the coolant flow from water pump (6) to the correct temperature, the water temperature
goes through engine oil cooler (8). Bonnet (9) on regulator opens and coolant flow is divided. Most
the outlet side of engine oil cooler (8) connects to of the coolant goes through the radiator (1) for
the side of cylinder block (10). cooling. The remainder goes through internal by­
pass (shunt) line (7) to the water pump (6). The
Inside cylinder block (10) the coolant goes proportion of the two flows is controlled by the
around the cylinder liners and up through the water temperature regulator.
water directors into cylinder head (4). The water
directors send the flow of coolant around the
valves and the passages for exhaust gases in CAUTION: DO NOT RUN THE ENGINE WITH­
cylinder head (4). The coolant goes to the front of OUT A WATER TEMPERATURE REGULATOR.
cylinder head (4). Here the water temperature Overheating (engine gets too hot) will result
regulator controls the direction of the flow. If the because not enough coolant goes through the
coolant temperature is less than normal for engine radiator when the water temperature regulator is
operation, the water temperature regulator is removed.

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 COOLING SYSTEM SYSTEMS OPERATION

The internal bypass (shunt) line (7) has another

function when the cooling system is being filled. It
lets the coolant go into cylinder head (4) and
cylinder block (10) without going through water
pump (6).

Radiator (1) has a pressure cap (2) or a relief

valve. This cap or relief valve controls pressure in
the cooling system.

COOLING SYSTEM COMPONENTS

Water Pump

The centrifugal-type water pump has two seals,

one prevents leakage of water and the other
prevents leakage of lubricant.

An opening in the bottom of the pump housing

allows any leakage at the water seal or the rear
bearing oil seal to escape.

Fan

The fan is driven by two V-belts, from a pulley

on the crankshaft. Belt tension is adjusted by
moving the clamp assembly which includes the fan
mounting and pulley.

COOLANT FOR AIR COMPRESSOR

COOLANT FLOW IN AIR COMPRESSOR

(Typical Example)

1. Outlet hose. 2. Air compressor. 3. Inlet hose.

The coolant for the air compressor (2) comes

from the cylinder block through hose (3) and into
the air compressor. The coolant goes from the air
compressor through hose (1) back into the front of
the cylinder head.

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BASIC BLOCK SYSTEMS OPERATION

BASIC BLOCK
The twisting of the crankshaft, due to the reg­
ular power impacts along its length, is called twist­
ing (torsional) vibration. The vibration damper is
installed on the front end of the crankshaft. It is
used for reduction of torsional vibrations and stops
the vibration from building up to amounts that
cause damage.
The damper is made of a flywheel ring (1) con­
nected to an inner hub (3) by a rubber ring (2).
The rubber makes a flexible coupling between the
flywheel ring and the inner hub.

CROSS SECTION OF A VIBRATION DAMPER

(Typical Example)

1. Flywheel ring. 2. Rubber ring. 3. Inner hub.

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ELECTRICAL SYSTEM SYSTEMS OPERATION

ELECTRICAL SYSTEM
The electrical system can have three separate cir­
cuits: the charging circuit, the starting circuit and
the low amperage circuit. Some of the electrical
system components are used in more than one cir­
cuit. The battery (batteries), circuit breaker, am­
meter, cables and wires from the battery are all
common in each of the circuits.
The charging circuit is in operation when the
engine is running. An alternator makes electricity
for the charging circuit. A voltage regulator in the
circuit controls the electrical output to keep the
battery at full charge.
The starting circuit is in operation only when
the start switch is activated.
The starting circuit can have a glow plug for
each cylinder of the diesel engine. Glow plugs are
small heating units in the precombustion chambers.
Glow plugs make ignition of the fuel easier when
the engine is started in cold temperature.
1. Brush assembly. 2. Stator. 3. Rotor. 4. Roller bearing.
The low amperage circuit and the charging cir­ 5. Slip rings. 6. Ball bearing.
cuit are both connected to the same side of the
ammeter. The starting circuit connects to the
opposite side of the ammeter.

Alternator Regulator (Prestolite)

CHARGING SYSTEM COMPONENTS The voltage regulator is a solid state (transistor,

no moving parts) electronic switch. It feels the
Alternator (Prestolite) voltage in the system and gives the necessary field
current (current to the field windings of the
The alternator is driven by two V-type belts alternator) for the alternator to make the needed
from the fan pulley. It is a 24 volt, 19 ampere unit voltage. The voltage regulator controls the field
with a regulator which has no moving parts (solid current to the alternator by switching on and off
state) installed on the side opposite the pulley. The many times a second. There is a voltage adjustment
alternator is made up of a head assembly on the screw on the back of the regulator. This voltage
drive end, rotor assembly, stator assembly, rectifier adjustment screw is used to meet different operat­
and heat removal assemblies, brush and holder ing needs at different times of the year. An
assembly, head assembly on the ring end, and increase or decrease by 0.5 volts from the normal
regulator. (N) setting is made by removing the regulator and
changing the position of the adjustment screw. An
The rotor assembly has the field windings (wires increase to the voltage will be made by moving the
around an iron core) which make magnet like lines screw to the “H” position.
of force when direct current (DC) flows through
them. As the rotor turns, the magnet like lines of
force are broken by the stator. This makes an
alternating current (AC) in the stator. The rectifier
has diodes which change the alternating current
(AC) from the stator to direct current (DC). Most Alternator (Motorola)
of the direct current (DC) goes to charge the
battery and make a supply of direct current (DC)
for the low amperage circuit. The remainder of the The alternator is a three phase, self rectifying
direct current (DC) is sent to the field windings charging unit. The alternator is driven from an
through the brushes. auxiliary drive by two V type belts.

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ELECTRICAL SYSTEM SYSTEMS OPERATION

Alternator (Delco-Remy)

The alternator is a three phase, self rectifying

charging unit. The regulator for the alternator is
part of the alternator. The alternator is driven from
an auxiliary drive by two V type belts.

ALTERNATOR
5S9088 ALTERNATOR
1. Slip rings. 2. Fan. 3. Stator. 4. Rotor. 5. Brush
assembly. 1. Regulator. 2. Fan. 3. Roller bearing. 4. Rotor. 5. Sta­
tor windings. 6. Ball bearing.

The alternator has three main parts: a “rotating”

(turning, radial motion) rotor (4) which makes The only part in the alternator which has move­
magnetic lines of force; a stationary stator (3) in ment is the rotor. The rotor is held in position by a
which alternating current (AC) is made; and sta­ ball bearing at the drive end and a roller bearing at
tionary rectifying diodes that change alternating the rectifier end.
current (AC) to direct current (DC).
The compartment for the regulator is sealed.
The regulator controls the alternator output
The alternator field current goes through the according to the needs of the battery and the other
brushes. The field current is 2 to 3 amperes. The components in the electrical system.
rectifying diodes will send current from the alter­
nator to the battery or load, but will not send
current from the battery to the alternator. Generator

The generator is belt driven by the diesel engine.

The generator keeps the battery charged and
supplies current to operate the electrical com­
Regulator (Motorola) ponents.

The voltage regulator is a transistorized elec­

tronic switch. It feels the voltag6 in the system at
the switch for oil pressure and gives the necessary
field current to keep the needed system voltage.
The voltage regulator has two basic circuits, the
load circuit and the control circuit.

The load circuit has a positive potential from the

input lead of the regulator to the rotor (field)
winding. The control circuit makes the load circuit
CUTAWAY VIEW OF A GENERATOR
go off and on at a rate that will give the needed
charging voltage. 1. Brush assembly. 2. Field. 3. Commutator. 4. Armature.

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 ELECTRICAL SYSTEM SYSTEMS OPERATION

Generator Regulator points and generator current is again high. The

opening and closing of the current regulator points,
The generator regulator controls the output of limits the current produced by the generator. The
the generator. The regulator incorporates three points can open and close as often as 200 times per
controls: the cutout relay, the voltage regulator second.
and the current regulator. Each control has contact
points which are operated by electromagnets.

Springs hold the cutout relay points open and

the voltage regulator and current regulator contact
points closed. The spring tension for each unit is a
force opposing the force of the electromagnets.

The cutout relay prevents the battery from

motorizing a generator that is not producing
enough voltage. Generator voltage approximately
equal to battery voltage will close the cutout relay
points. This closes the circuit between the gener­
ator and the battery. The generator can now
REGULATOR WIRING SCHEMATIC
supply the battery and the components of the (Typical “A" Circuit illustrated)
electrical system with power.
1. Battery. 2. Cutout relay. 3. Current regulator. 4.
Voltage regulator. 5. Generator. 6. Ammeter. 7. Battery
The voltage regulator prevents the generator terminal. 8. Generator terminal. 9. Field terminal.
from producing damaging high voltage. Generator
voltage slightly higher than battery voltage opens
the regulator points causing the generator output When generator electric loads are low and the
voltage to lower. Low generator voltage allows the battery requires very little charging, the VOLT­
spring to close the regulator points and generator AGE REGULATOR contact points are operating.
voltage is again high. The action of the voltage When electric loads are high, the CURRENT
REGULATOR contact points are operating. The
contact points of the two units, will never open at
the same time.

STARTING SYSTEM COMPONENTS

Starting Motor

The starting motor is used to turn the engine

flywheel fast enough to get the engine running.

1. Cutout relay. 2. Current regulator. 3. Voltage regu­

lator. 4. Battery terminal. 5. Generator terminal. 6. Field
terminal.

regulator points, opening and closing, controls the

output voltage of the generator. The points can
open and close as often as 200 times per second. STARTING MOTOR
1. Field. 2. Solenoid. 3. Clutch. 4. Pinion. 5. Com­
The current regulator limits the current pro­ mutator. 6. Brush assembly. 7. Armature.
duced by the generator to allow the generator to
continue producing voltage equal to battery volt­ The starting motor has a solenoid. When the
age. When the generator produces current equal to start switch is activated, electricity from the elec­
the current regulator setting, the regulator contact trical system will cause the solenoid to move the
points open. Open points lower the generator starter pinion to engage with the ring gear on the
current. Low current allows the spring to close the flywheel of the engine. The starter pinion will en­

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ELECTRICAL SYSTEM SYSTEMS OPERATION

gage with the ring gear before the electric contacts OTHER COMPONENTS
in the solenoid close the circuit between the bat­
tery and the starting motor. When the start switch Circuit Breaker
is released, the starter pinion will move away from
the ring gear of the flywheel. The circuit breaker is a safety switch that opens
the battery circuit if the current in the electrical
system goes higher than the rating of the circuit
Solenoid
breaker.

A heat activated metal disc with a contact point

completes the electric circuit through the circuit
breaker. If the current in the electrical system gets
too high, it causes the metal disc to get hot. This
heat causes a distortion of the metal disc which
opens the contacts and breaks the circuit. A circuit
breaker that is open can be reset after it cools.
Push the reset button to close the contacts and
reset the circuit breaker.

SCHEMATIC OF A SOLENOID
1. Coil. 2. Switch terminal. 3. Battery terminal. 4. Con­
tacts. 5. Spring. 6. Core. 7. Component terminal.

A solenoid is a magnetic switch that uses low

current to close a high current circuit. The solenoid
has an electromagnet with a core (6) which moves.

There are contacts (4) on^the end of core (6).

The contacts are held in the open position by CIRCUIT BREAKER SCHEMATIC

spring (5) that pushes core (6) from the magnetic 1. Reset button. 2. Disc in open position. 3. Contacts. 4.
Disc. 5. Battery circuit terminals.
center of coil (1). Low current will energize coil
(1) and make a magnetic field. The magnetic field
pulls core (6) to the center of coil (1) and the
contacts close.

Magnetic Switch

A magnetic switch (relay) is used sometimes for

the starter solenoid or glow plug circuit. Its oper­
ation electrically, is the same as the solenoid. Its
function is to reduce the low current load on the
start switch and control low current to the starter
solenoid or high current to the glow plugs.

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 TESTING AND ADJUSTING
TROUBLESHOOTING

TROUBLESHOOTING

Troubleshooting can be difficult. On the following pages there is a list of

possible problems. To make a repair to a problem, make reference to the
cause and correction.

This list of problems, causes, and corrections, will only give an indication of
where a possible problem can be, and what repairs are needed. Normally,
more or other repair work is needed beyond the recommendations in the list.
Remember that a problem is not normally caused only by one part, but by
the relation of one part with other parts. This list can not give all possible
problems and corrections. The serviceman must find the problem and its
source, then make the necessary repairs.

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TROUBLESHOOTING TESTING AND ADJUSTING

Item Problem Item Problem

1. Engine Will Not Turn When Start Switch is 15. Little Movement of Rocker Arm and Too
On. Much Valve Clearance.
2. Engine Will Not Start. 16. Valve Rotocoil or Spring Lock is Free.
3. Misfiring or Running Rough. 17. Oil at the Exhaust.
4. Stall at Low rpm. 18. Little or No Valve Clearance.
5. Sudden Changes In Engine rpm. 19. Engine Has Early Wear.
6. Not Enough Power. 20. Coolant In Lubrication Oil.
7. Governor Control Does Not Hold In The High 21. Too Much Black or Gray Smoke.
Idle Position. 22. Too Much White or Blue Smoke.
8. Too Much Vibration. 23. Engine Has Low Oil Pressure.
9. Loud Combustion Noise. 24. Engine Uses Too Much Lubrication Oil.
10. Loud Noise (Clicking) From Valve Compart­ 25. Engine Coolant Is Too Hot.
ment. 26. Starting Motor Does Not Turn.
11. Oil In Cooling System. 27. Alternator Gives No Charge.
12. Mechanical Noise (Knock) In Engine. 28. Alternator Charge Rate Is Low or Not Regu­
13. Fuel Consumption Too High. lar.
14. Loud Noise From Valves or Valve Operating 29. Alternator Charge Too High.
Components. 30. Alternator Has Noise.
31. Exhaust Temperature Too High.

1. ENGINE CRANKSHAFT WILL NOT TURN WHEN START SWITCH IS ON

Cause Correction

Battery Has Low Output Make Reference to Item 27

Wiring or Switches Have Make Reference to Item 27

Defect

Starting Motor Solenoid Has A Make Reference to Item 26

Defect

Starting Motor Has A Defect Make Reference to Item 26.

Inside Problem Prevents If the crankshaft can not be turned after disconnecting the driven
Engine Crankshaft From equipment, remove the fuel nozzles and check for fluid in the
Turning cylinders while turning the crankshaft. If fluid in the cylinders is
not the problem, the engine must be disassembled to check for
other inside problems. Some of these inside problems are bearing
seizure, piston seizure, or wrong pistons installed in the engine.

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TROUBLESHOOTING TESTING AND ADJUSTING

2. ENGINE WILL NOT START

Cause Correction

Slow Cranking Speed Make Reference to Item 27.

No Fuel In The Housing For Fill the housing for the fuel injection pumps with fuel with the
The Fuel Injection Pumps priming pump. Remove the air with the bleed valve.

Dirty Fuel Filter Install new fuel filter.

Dirty or Broken Fuel Tines Clean or install new fuel lines as necessary.

Fuel Pressure Is Low At starting rpm. the minimum fuel pressure from fuel transfer
(Sleeve Metering Fuel System) pump must be 2 psi (14 kPa). It fuel pressure is less than 2 psi (14
kPa), change the fuel filter element. Look for air in the fuel
system. If fuel pressure is still low, inspect the pressure rebel valve.
Install a new fuel transfer pump.

Fuel Pressure Is Low Check fuel supply line for leaks or kinks, air in fuel system,
(Scroll Fuel System) sticking, binding, or defective fuel bypass valve. Replace fuel filter.
Check fuel pressure. Fuel transfer pump should supply fuel to
engine at the following pressures:
Full Load: minimum of 25 psi (170 kPa)
High Idle: minimum of 30 psi (205 kPa)

No Fuel To Cylinders Put fuel in fuel tank. “Prime” (remove the air and/or low quality
fuel from the fuel system).

Bad Quality Fuel Remove the fuel from the fuel tank. Install a new fuel tilter
element. Put a good grade of clean fuel in the fuel tank.

Fuel Has “Cloud Point” Drain the fuel tank lines, and fuel injection pump housing. Change
Higher Than Atmospheric the fuel filter. Fill the tank with fuel which has the correct “cloud
Temperature (“Cloud Point” = point” and remove the air from the system with the priming pump
Temperature Which Makes and bleed valve.
Wax Form In Fuel.)

Wrong Fuel Injection Timing Make adjustment to timing.

Over Fuel Spring Not Installed Install over fuel spring.

(Sleeve Metering Fuel System
Only)

Slipping Fuel Injection Pump The fuel injection pump is driven by the accessory drive gear
Drive (Scroll Fuel System through a tapered sleeve. If this sleeve is not tightened properly
Only) the accessory drive shaft will not rotate. Check this by removing
the fuel transfer pump, cranking the engine, and observing through
the fuel transfer pump mounting opening to see it the shatt
rotates. If the shaft fails to rotate, remove the small cover from
the front of the timing gear cover and tighten the accessory drive
gear retaining nut. If tightening eliminates the slipping, retime the
fuel injection pump to the engine before starting.

If the accessory drive shaft rotates during above step, it is possible

that the tapered sleeve has slipped. Reset the accessory drive shaft
timing.

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TROUBLESHOOTING TESTING AND ADJUSTING

3. MISFIRING OR RUNNING ROUGH

Cause Correction

Air In The Fuel System Find the air leak in the fuel system and correct it. Loosen each
fuel line nut at the injection pumps and open the manual bleed
valve. (On sleeve metering fuel systems, also loosen the bolt in the
hole for the timing pin. This will let out any air that is in the
governor housing.) Work the priming pump or turn the engine
with the starting motor until there are no more air bubbles in the
fuel coming from these places. Tighten the timing pin bolt and
fuel line nuts according to the SPECIFICATIONS. Close manual
bleed valve.
Constant Bleed Valve Install a new orifice check valve.
Fitting Stays Open, Too
Much Fuel By-passed, Not
Enough Fuel Pressure
For Starting
(Sleeve Metering Fuel System)
Fuel System Not Timed Make adjustment to timing if necessary.
Correctly to Engine

Fuel Pressure is Low Make sure there is fuel in the fuel tank. Look for leaks or bad
(Sleeve Metering Fuel System) bends -in the fuel line between fuel tank and fuel transfer pump.
Look for air in the fuel system. Check fuel pressure. The outlet
pressure of the fuel transfer pump must be as follows:
High Idle 30 ± 5 psi (205 ± 35 kPa)
Low Idle 18 ± 5 psi (125 ± 35 kPa)
Cranking 2 psi (14 kPa) minimum
If fuel pressure at high idle is lower than 20 psi (140 kPa), install a
new filter element. If fuel pressure is still low, install a new fuel
transfer pump.

Check if pressure relief valve is working correctly.

Fuel Pressure is Low Check fuel supply line for leaks or kinks, air in fuel system,
(Scroll Fuel System) sticking, binding, or defective fuel bypass valve. Replace fuel filter.
Check fuel pressure. Fuel transfer pump should supply fuel to
engine at the following pressures:
Full Load: minimum of 25 psi (170 kPa)
High Idle: minimum of 30 psi (205 kPa)
Leak or Break in Fuel Line Install a new fuel line.
Between Injection Pump and
Injection Valve
Defect in Fuel Injection Run engine at rpm that gives maximum misfiring or rough
Valve(s) or Injection Pump(s) running. Then loosen a fuel line nut on the injection valve for each
cylinder, one at a time. Find the cylinder where loosening the fuel
line nut does not change the way the engine runs. Test the
injection pump and injection valve for that cylinder. Install new
parts where needed.

Wrong Valve Clearance Make adjustment according to Specifications.

Bent or Broken Push Rod Replacement of push rod is necessary.

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TROUBLESHOOTING TESTING AND ADJUSTING

4. STALL AT LOW RPM

Cause Correction

Fuel Pressure is Low Make sure there is fuel in the fuel tank. Look for leaks or bad
(Sleeve Metering Fuel System) bends in the fuel line between fuel tank and fuel transfer pump.
Look for air in the fuel system. Check fuel pressure. The outlet
pressure of the fuel transfer pump must be as follows:
High Idle 30 ± 5 psi (205 ± 35 kPa)
Low Idle 18 ± 5 psi (125 ± 35 kPa)
Cranking 2 psi (14 kPa) minimum

If fuel pressure at high idle is lower than 20 psi (140 kPa), install a
new fuel filter element. If fuel pressure is still low, install a new
fuel transfer pump.

Fuel Pressure is Low Check fuel supply line for leaks or kinks, air in fuel system,
(Scroll Fuel System) sticking, binding, or defective fuel bypass valve. Replace fuel filter.
Check fuel pressure. Fuel transfer pump should supply fuel to
engine at the following pressures:
Full Load: minimum of 25 psi (170 kPa)
High Idle: minimum of 30 psi (205 kPa)

Idle rpm Too Low Make adjustment to governor so idle rpm is the same as given in
the RACK SETTING INFORMATION.

Defect in Fuel Injection Install a new fuel injection valve.

Valve(s)

Defect in Fuel Injection Install new parts if needed.

Pump(s)

5. SUDDEN CHANGES IN ENGINE SPEED

Cause Correction

Air In The Fuel System Find the air leak in the fuel system and correct it. Loosen each
fuel line nut at the injection pumps and open the manual bleed
valve. (On sleeve metering fuel systems, also loosen the bolt in the
hole for the timing pin. This will let out any air that is in the
governor housing.) Work the priming pump or turn the engine
with the starting motor until there are no more air bubbles in the
fuel coming from these places. Tighten the timing pin bolt and
fuel line nuts according to the SPECIFICATIONS. Close manual
bleed valve.

Broken Torsion Spring on Install new parts as needed.

Sleeve Control Shaft
(Sleeve Metering Fuel System
Only)

Linkage In Governor Does Not Clean all linkage and inside of governor housing. Install new parts
Move Freely for those parts that have damage.

Governor Springs Not Fully Put springs fully on spring seat.

On Spring Seat

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TROUBLESHOOTING TESTING AND ADJUSTING

6. NOT ENOUGH POWER

Cause Correction

Air In The Fuel System Find the air leak in the fuel system and correct it. Loosen each
fuel line nut at the injection pumps and open the manual bleed
valve. (On sleeve metering fuel systems, also loosen the bolt in the
hole for the timing pin. This will let out any air that is in the
governor housing.) Work the priming pump or turn the engine
with the starting motor until there are no more air bubbles in the
fuel coming from these places. Tighten the timing pin bolt and
fuel line nuts according to the SPECIFICATIONS. Close manual
bleed valve.
Bad Quality Fuel Remove the fuel from the fuel tank. Install a new fuel filter
element. Put a good grade of clean fuel in the fuel tank.
Constant Bleed Valve Install new parts if needed.
Stays Open or Closed
(Sleeve Metering Fuel System)
Fuel Pressure is Low Make sure there is fuel in the fuel tank. Look for leaks, or bad
(Sleeve Metering Fuel bends, in the fuel line between fuel tank and fuel transfer pump.
System) Look for air in the fuel system. Check fuel pressure. The outlet
pressure of the fuel transfer pump must be as follows:
High Idle 30 ± 5 psi (205 ± 35 kPa)
Low Idle 18 ± 5 psi (125 ± 35 kPa)
Cranking 2 psi (14 kPa) minimum
If fuel pressure at high idle is lower than 20 psi (140 kPa), install a
new fuel filter element. If fuel pressure is still low, install a new
fuel transfer pump.
Fuel Pressure is Low Check fuel supply line for leaks or kinks, air in fuel system,
(Scroll Fuel System) sticking, binding or defective fuel bypass valve. Replace fuel filter.
Check fuel pressure. Fuel transfer pump should supply fuel to
engine at the following pressures:
Full Load: minimum of 25 psi (170 kPa)
High Idle: minimum of 30 psi (205 kPa)
Leaks in Air Inlet System Check the pressure in the air intake manifold. Look for restric­
tions in the air cleaner.
Governor Linkage Make adjustment to get full travel of linkage. Install new parts for
those that have damage or defects.

Wrong Valve Clearance Make adjustment according to Specifications.

Defect in Fuel Injection Run engine at rpm that gives maximum misfiring or rough
Valve(s) or Fuel Injection running. Then loosen a fuel line nut on the injection pump for
Pump(s) each cylinder, one at a time. Find the cylinder where loosening the
fuel line nut does not change the way the engine runs. Test the
injection pump and injection valve for that cylinder. Install new
parts where needed.

Wrong Fuel Injection Timing Make adjustment to timing.

Fuel or Rack Setting Too Low Make reference to the RACK SETTING INFORMATION.

Turbocharger Has Carbon Make inspection and repair of turbocharger as necessary.

Deposits or Other Causes of
Friction

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TROUBLESHOOTING TESTING AND ADJUSTING

7. GOVERNOR CONTROL DOES NOT HOLD IN THE HIGH IDLE POSITION

Cause Correction

The Force of the Terminal Shaft Install a new terminal shaft spring.
Spring is Too Low (Sleeve Metering
Fuel System Only)

8. TOO MUCH VIBRATION

Cause Correction
Loose Bolt or Nut Holding Tighten bolt or nut.
Pulley or Damper

Pulley or Damper Has A Install a new pulley or damper.

Defect

Fan Blade Not in Balance Loosen or remove fan belts and operate engine for a short time at
the rpm that the vibration was present. If vibration is not still
present, make a replacement of the fan assembly.

Engine Supports Are Loose, Tighten all mounting bolts. Install new components if necessary.
Worn, or Have a Defect

Misfiring or Running Rough Make Reference to Item 3.

Balancer Shafts Not Put the balancer shafts in correct timing.
Correctly Timed
9. LOUD COMBUSTION NOISE (KNOCK)

Cause Correction
Bad Quality Fuel Remove the fuel from the fuel tank. Install a new fuel filter
element. Put a good grade of clean fuel in the fuel tank.

Defect in Fuel Injection Install a new fuel injection valve(s).

Valve(s)

Defect in Fuel Injection Install new fuel injection pump(s).

Pump(s)

Wrong Fuel Injection Timing Make adjustment to timing.

10. LOUD NOISE (CLICKING) FROM VALVE COMPARTMENT

Cause Correction
Damage to Valve Spring(s) or Install new parts where necessary. Locks with defects can cause
Locks the valve to slide into the cylinder. This will cause much damage.

Not Enough Lubrication Check lubrication in valve compartment. There must be a strong
flow of oil at engine high rpm, but only a small flow of oil at low
rpm. Oil passages must be clean, especially those sending oil to the
cylinder head.

Too Much Valve Clearance Make adjustment according to Specifications.

Damage to Valves Make a replacement of the valve(s) and make an adjustment as

necessary.

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TROUBLESHOOTING TESTING AND ADJUSTING

11. OIL IN COOLING SYSTEM

Cause Correction

Defect In Core of Oil Cooler Install a new core in the oil cooler.

Defect in Head Gasket Install a new head gasket.

12. MECHANICAL NOISE (KNOCK) IN ENGINE

Cause Correction

Failure of Bearing For Inspect the bearing for the connecting rod and the bearing surface
Connecting Rod on the crankshaft. Install new parts when necessary.

Damage to Timing Gears Install new parts where necessary.

Damage to Crankshaft Make replacement of the crankshaft.

Air Compressor Rod or Repair air compressor as necessary.
Piston Failure

13. FUEL CONSUMPTION TOO HIGH

Cause Correction

Fuel System Leaks Large changes in fuel consumption may be the result. Inspect the
fuel system for leaks and make repairs as necessary.

Fuel and Combustion Noise Small increases in fuel consumption may be the result of fuel
(Knock) nozzles with defects, rough running, or factors causing loss of
power. See Item 3 and Item 6.
Wrong Fuel Injection Timing Make an adjustment to fuel injection timing.

14. LOUD NOISE FROM VALVES OR VALVE DRIVE COMPONENTS

Cause Correction

Damage to Valve Spring(s) Make replacement of parts with damage.

Damage to Camshaft Make replacement of parts with damage. Clean engine thoroughly.
Damage to Valve Lifter Clean engine thoroughly. Make a replacement of the camshaft and
valve lifters. Look for valves that do not move freely. Make an
adjustment to valve clearance according to Specifications.

Damage to Valve(s) Make a replacement of the valve(s) and make an adjustment as

necessary.

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TROUBLESHOOTING TESTING AND ADJUSTING

15. LITTLE MOVEMENT OF ROCKER ARM AND TOO MUCH VALVE CLEARANCE

Cause Correction

Too Much Clearance Make adjustment according to Specifications.

Not Enough Lubrication Check lubrication in valve compartment. There must be a strong
flow of oil at engine high rpm, but only a small flow at low rpm.
Oil passages must be clean, especially those sending oil to the
cylinder head.

Rocker Arm Worn at Face If there is too much wear, install new rocker arms. Make
That Makes Contact With adjustment of valve clearance according to the Specifications.
Valve

End of Valve Stem Worn If there is too much wear, install new valves. Make adjustment of
valve clearance according to Specifications.

Worn Push Rods If there is too much wear, install new push rods. Make adjustment
of valve clearance according to the Specifications.

Valve Lifters Worn If there is too much wear, install new valve lifters. Make
adjustment of valve clearance according to the Specifications.

Damage to Valve Lifters Install new valve lifters. Check camshaft for wear. Check for free
movement of valves or bent valve stem. Clean engine thoroughly.
Make adjustment of valve clearance according to Specifications.

Worn Cams on Camshaft Check valve clearance. Check for free movement of valves or bent
valve stems. Check for valve lifter wear. Install a new camshaft.
Make adjustment of valve clearance according to the Specifica­
tions.

16. VALVE ROTOCOIL OR SPRING LOCK IS FREE

Cause Correction

Damage to Locks Locks with damage can cause the valve to fall into the cylinder.
This will cause much damage.

Damage to Valve Spring!s) Install new valve spring(s).

17. OIL AT THE EXHAUST

Cause Correction

Too Much Oil in the Valve Look at both ends of the rocker arm shaft. Be sure that there is a
Compartment plug in each end.

Worn Valve Guides Reconditioning of the cylinder head is needed.

Worn Piston Rings Inspect and install new parts as needed.

Running Engine Too Long At Don’t let the engine run for long periods of time at low idle
Low Idle

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TROUBLESHOOTING TESTING AND ADJUSTING

18. LITTLE OR NO VALVE CLEARANCE

Cause Correction

Worn Valve Seat or Face of Reconditioning of cylinder head is needed. Make adjustment of
Valve valve clearance according to the Specifications.

19. ENGINE HAS EARLY WEAR

Cause Correction

Dirt in Lubrication Oil Remove dirty lubrication oil. Install a new oil filter element. Put
clean oil in the engine.

Air Inlet Leaks Inspect all gaskets and connections. Make repairs if leaks are
present.

Fuel Leakage Into Lubrication This will cause high fuel consumption and low engine oil pressure.
Oil Make repairs if leaks are present. Install new parts where needed.

20. COOLANT IN LUBRICATION OIL

Cause Correction

Failure of Oil Cooler Core Install a new core for the oil cooler.

Failure of Cylinder Head Install a new cylinder head gasket. Tighten the bolts holding the
Gasket cylinder head, according to the Specifications.

Crack or Defect in Cylinder Install a new cylinder head.

Head

Crack or Defect in Cylinder Install a new cylinder block.

Block

Failure of Seals for Cylinder Make a replacement of the seals.

Liners

21. TOO MUCH BLACK OR GRAY SMOKE

Cause Correction

Not Enough Air For Check air cleaner for restrictions. Check inlet manifold pressure.
Combustion Inspect turbocharger for correct operation.

Bad Fuel Injection Valve(s) Install new fuel injection valve(s).

Wrong Fuel Injection Timing Make adjustment to timing.

Defect in Fuel Ratio Make adjustment to or install new control.
Control

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TROUBLESHOOTING TESTING AND ADJUSTING

22. TOO MUCH WHITE OR BLUE SMOKE

Cause Correction
Too Much Lubrication Oil in Remove extra oil. Find where extra oil comes from. Put correct
Engine amount of oil in engine. Do not put too much oil in engine.

Misfiring or Running Rough Make Reference to Item 3.

Wrong Fuel Injection Timing Make adjustment to timing.

Worn Valve Guides Reconditioning of cylinder head is needed.

Worn Piston Rings Install new piston rings.

Failure of Turbocharger Oil Check inlet manifold for oil and make repair to turbocharger if
Seal necessary.

23. ENGINE HAS LOW OIL PRESSURE

Cause Correction
Defect in Oil Pressure Gauge Install new gauge.

Dirty Oil Filter or Oil Cooler. Check the operation of bypass valve for the filter. Install new oil
filter elements if needed. Clean or install new oil cooler core.
Remove dirty oil from engine. Put clean oil in engine.

Diesel Fuel in Lubrication Oil Find the place where diesel fuel gets into the lubrication oil. Make
repairs as needed. Remove the lubrication oil that has diesel fuel in
it. Install a new oil filter element. Put clean oil in the engine.

Too Much Clearance Between Check lubrication in valve compartment. Install new parts as
Rocker Arm Shaft and Rocker necessary.
Arms

Oil Pump Suction Pipe Has A Replacement of pipe is needed.

Defect

Relief Valve for Oil Pump Clean valve and housing. Install new parts as necessary.
Does Not Operate Correctly

Oil Pump Has A Defect Make repair or replacement of oil pump if necessary.

Too Much Clearance Between Install new camshaft and camshaft bearings if necessary.
Camshaft and Camshaft
Bearings

Too Much Clearance Between Check the oil filter for correct operation. Install new parts if
Crankshaft and Crankshaft necessary.
Bearings

Too Much Bearing Clearance Inspect bearings and make replacement as necessary.
for Idler Gear

Orifices For Piston Cooling Install the correct parts.

Or Plugs Not Installed NOTE: Make a reference to Oil Lines in the parts book to find this
information.

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TROUBLESHOOTING TESTING AND ADJUSTING

24. ENGINE USES TOO MUCH LUBRICATION OIL

Cause Correction

Too Much Lubrication Oil in Remove extra oil. Find where extra oil comes from. Put correct
Engine amount of oil in engine. Do not put too much oil in engine.

Oil Leaks Find all oil leaks. Make repairs as needed.

Oil Temperature is Too High Check operation of oil cooler. Install new parts if necessary. Clean
the core of the oil cooler.

Too Much Oil In Valve Make Reference to Item 16.

Compartment

Worn Valve Guides Make Reference to Item 16.

Worn Piston Rings and Install new parts if necessary.

Cylinder Liners

Failure of Seal Rings in Check inlet manifold for oil and make repair to turbocharger if
Turbocharger necessary.

25. ENGINE COOLANT IS TOO HOT

Cause Correction

Restriction To Air Flow Remove all restrictions to flow.

Through Radiator or
Restriction To Flow Of
Coolant Through the Radiator
Not Enough Coolant in Add coolant to cooling system.
System
Pressure Cap Has A Defect Check operation of pressure cap. Install a new pressure cap if
necessary.
Combustion Gases in Coolant Find out where gases get into the cooling system. Make repairs as
needed.
Water Temperature Regulator Check water temperature regulator for correct operation. Check
(Thermostat) or Temperature temperature gauge operation. Install new parts as necessary.
Gauge Has A Defect

Water Pump Has A Defect Make repairs to the water pump as necessary.

Too Much Load On The Make a reduction in the load.

System

Wrong Fuel Injection Timing Make adjustment to timing.

Torque Converter or Make corrections for torque converter or transmission running too
Transmission Not Operating Correctly hot.
Causing an Increase in the
Coolant Temperature

Worn Piston Rings in Air Repair or replace air compressor as necessary.

Compressor

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 TROUBLESHOOTING TESTING AND ADJUSTING

26. STARTING MOTOR DOES NOT TURN

Cause Correction

Battery Has Low Output Check condition of battery. Charge battery or make replacement
as necessary.

Wiring or Switch Has Defect Make repairs or replacement as necessary.

Starting Motor Solenoid Has a Install a new solenoid.
Defect

Starting Motor Has A Defect Make repair or replacement of starting motor.

27. ALTERNATOR GIVES NO CHARGE

Cause Correction

Loose Drive Belt For Make an adjustment to put the correct tension on the drive belt.
Alternator

Charging or Ground Return Inspect all cables and connections. Clean and tighten all connee-
Circuit or Battery Connections tions. Make replacement of parts with defect.
Have A Defect

Brushes Have A Defect Install new brushes.

Rotor (Field Coil) Has A Install a new rotor.

Defect

28. ALTERNATOR CHARGE RATE IS LOW OR NOT REGULAR

Cause Correction

Loqse Drive Belt For Make an adjustment to put the correct tension on. the drive belt.
Alternator

Charging, Ground Return Inspect all cables and connections. Clean and tighten all connec-
Circuit or Battery Connections tions. Make replacement of parts with defects.
Have A Defect

Alternator Regulator Has A Make an adjustment or replacement of alternator regulator.

Defect

Alternator Brushes Have A Install new brushes,

defect

Rectifier Diodes Have A Make replacement of rectifier diode that has a defect.
Defect

Rotor (Field Coil) Has A Install a new rotor.

Defect

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TROUBLESHOOTING TESTING AND ADJUSTING

29. ALTERNATOR CHARGE TOO HIGH (AS SHOWN BY LIGHTS BURNING

OUT, BATTERY NEEDS TOO MUCH WATER)

Cause Correction

Alternator or Alternator Tighten all connections to alternator or alternator regulator.

Regulator Has Loose
Connections

Alternator Regulator Has A Make an adjustment or replacement of alternator regulator.

Defect

30. ALTERNATOR HAS NOISE

Cause Correction

Drive Belt For Alternator is Install a new drive belt for the alternator.
Worn or Has A Defect

Loose Alternator Drive Pulley Check groove in pulley for key that holds pulley in place. If
groove is worn, install a new pulley. Tighten pulley nut according
to Specifications.

Drive Belt and Drive Pulley Make an adjustment to put drive belt and drive pulley in correct
For Alternator Are Not in alignment.
Alignment

Worn Alternator Bearings Install new bearings in the alternator.

Armature or Rotor Shaft is Make a replacement of the component.

Bent

Rectifiers in the Alternator Make a replacement of the diode assembly.

Are Shorted

31. EXHAUST TEMPERATURE IS TOO HIGH

Cause Correction

Air Inlet System Has A Leak Check pressure in the air inlet manifold. Look for restrictions at
the air cleaner. Correct any leaks.

Exhaust System Has A Leak Find cause of exhaust leak. Make repairs as necessary.

Air Inlet or Exhaust System Remove restriction.

Has A Restriction

Wrong Fuel Injection Timing Make an adjustment to the timing.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

SLEEVE METERING FUEL SYSTEM

Either too much fuel or not enough fuel for Be sure to tighten each fuel line nut after the test
combustion can be the cause of a problem in the before the next fuel line nut is loosened. Check
fuel system. each cylinder by this method. When a cylinder is
found where the loosened fuel line nut does not
Many times work is done on the fuel system make a difference in engine running, test the injec­
when the problem is really with some other part of tion pump and injection valve for that cylinder.
the engine. Finding the source of the problem is
difficult, especially when smoke is coming from
the exhaust. Smoke coming from the exhaust can FUEL INJECTION LINES
be caused by a bad fuel injection valve, but it can
also be caused by the following: Fuel from the fuel injection pumps is sent
through the fuel injection lines to the fuel injection
a. Not enough air for good combustion. valves.
b. An overload at high altitude. Each fuel injection line of an engine has a special
c. Burning of too much oil. design and must be installed in a certain location.
d. Not enough compression. When fuel injection lines are removed from an en­
gine, put identification marks or tags on the fuel
lines as they are removed, so they can be put in the
FUEL SYSTEM INSPECTION
correct location when they are installed.
1. Look at the reading on the gauge for fuel pres­
sure. Not enough fuel pressure is an indication
of a problem with the components that send
fuel to the engine.
2. Check the fuel level in the fuel tank. Look at
the cap for the fuel tank to make sure the vent
is not filled with dirt.
3. Check the fuel lines for fuel leakage. Be sure
the fuel supply line does not have a restriction
or a bad bend.
4. Install a new fuel filter. Clean the primary fuel
filter if so equipped. TIGHTENING THE NUT OF A FUEL
INJECTION LINE
5. Remove any dirt that may be in the fuel (Typical Example)
system. 1.5P144 Fuel Line Socket.

6. Check fuel flow from orifice check valve. Flow

should be about 8 oz. in 25 seconds (250 ml in The nuts that hold a fuel injection line to an
22 seconds) with the pressure in the housing injection valve and injection pump must be kept
for the fuel injection pumps at 30 ± 5 psi (205 tight. Use a torque wrench and the 5P144 Fuel
± 35 kPa). Line Socket (1) to tighten the fuel line nuts to 30
± 5 lb. ft. (40 ± 7 N-m).

TESTING FUEL INJECTION INJECTION PUMPS

EQUIPMENT
When injection pumps, sleeves and lifters are re­
An easy check can be made to find the cylinder moved from the injection pump housing, keep the
that is misfiring, or running rough, and causing parts of each pump together so they can be in­
black smoke to come out of the exhaust pipe. stalled back in their original location.
Run the engine at the speed that gives misfiring. Be careful when disassembling injection pumps.
Loosen the fuel line nut at a fuel injection pump. Do not damage the surface on the plunger. The
This will stop the flow of fuel to that cylinder. Do plunger, sleeve and barrel for each pump are made
this for each cylinder until a loosened fuel line is as a set. Do not put the plunger of one pump in the
found that makes no difference in engine misfiring. barrel or sleeve of another pump. If one part is
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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

worn, install a complete new pump assembly. Be wrong and the engine operates in a not reg­
careful when putting the plunger in the bore of the ular way, put a steel plate over the air inlet
barrel or sleeve. opening as shown to stop the engine.
Be sure that all the sleeves are installed correctly
on the plungers. When an injection pump is CHECKING THE FUEL INJECTION VALVES
installed correctly, the plunger is through the
Check the fuel injection valves for:
sleeve and the adjustment lever is engaged with the
groove on the sleeve. The bushing that holds the 1. Too much carbon on the tip of the nozzle or
injection pump in the pump housing must be kept in the nozzle orifice.
tight. Tighten the bushing to 70 ± 5 lb. ft. (95 ± 7
N-m). Damage to the housing will result if the 2. Wear of the orifice.
bushing is too tight. If the bushing is not tight 3. Nozzle screen being dirty or broken.
enough, the pump will leak.
Use the Caterpillar Diesel Fuel Injection Test
WARNING: If the sleeves on one or more
A of the fuel injection pumps have been in­
stalled wrong, damage to the engine is pos­
Bench to test the nozzle.
Check the seat of the nozzle and the seat in the
sible if cautions are not taken at first starting. precombustion chamber before installing the fuel
When the fuel injection pumps have been removed injection valve. It is important to keep the correct
and installed with the fuel injection pump housing torque on the nut that holds the fuel nozzle in the
on engine, take the following cautions when first precombustion chamber. Tighten the nut to 105 ±
starting the engine. 5 lb. ft. (142 ± 7 N-m). There will be damage to
the nozzle if the nut is too tight. If the nut is not
a. Remove the air cleaner leaving the air inlet
tight enough the nozzle can leak.
pipe open as shown.

FINDING TOP CENTER COMPRESSION

POSITION FOR NO.1 PISTON

Tools Needed: 5P7305 Gear.

5P7306 Housing Assembly.
No. 1 piston at top center (TC) on the com­
pression stroke is the starting point for all timing
procedures.
NOTE: The engine is seen from the flywheel end
when direction of crankshaft rotation is given.
1. Remove starting motor.
AIR INLET PIPE
(Typical Example) 2. Install tools as shown.

STOPPING THE ENGINE

(Typical Example)
ENGINE TURNING TOOLS INSTALLED

b. If the sleeve on pump has been installed 1. 5P7306 Housing Assembly. 2. 5P7305 Gear.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

3. To find top center (TC) compression stroke

for No.l piston, first turn the flywheel clock­
wise (opposite the direction of engine rota­
tion) approximately 30 degrees. The reason
for making this step is to be sure the play is
removed from the timing gears when the
engine is put on top center.

4. Turn the flywheel counterclockwise until a

3/8”-16 NC bolt (3) can be installed in the
flywheel through the hole in the flywheel
housing. The No.l piston is on top center.
VALVE COVER REMOVED
NOTE: If the flywheel is turned beyond the point
4. Rocker arms.
where the 3/8”-16 NC bolt (3) can be installed in
the flywheel turn the flywheel back (clockwise) a 7. If No.l piston is not on the compression
minimum of 30° before turning counterclockwise stroke, remove the 3/8”-16 NC bolt (3) and
toward alignment again. turn the flywheel 360° counterclockwise. In­
stall the 3/8”-16 NC bolt (3) as before. The
No.l piston is now at top center on the
compression stroke (TCI).

FUEL SYSTEM ADJUSTMENTS

Checking Timing By Timing Pin Method
Tools Needed: 8S2264 Puller Group.
3/8"—24 NF bolts, 3 1/2" long.
3/8" Flat washer.
8B7560 Step Plate.

LOCATING TOP CENTER 1. Put No.l piston at TC 1 compression position.

3. Bolt. Make reference to FINDING TOP CENTER
COMPRESSION POSITION FOR NO.l PIS­
TON. Remove the 3/8”—16 NC bolt from the
flywheel and turn the flywheel approximately
30° clockwise as seen from the flywheel end.

2. Remove bolt (2).

3. Remove timing pin (1) from the cover of the

governor housing.

LOCATING TOP CENTER

3. Bolt.

5. Remove the valve cover.

6. To see if No.l piston is on the compression

stroke, look at the valves of No.l cylinder.
The valves will be closed if No.l cylinder is on
the compression stroke. You should be able to
move the rocker arms (4) up and down with
your hand.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

4. Put timing pin (1) in hole (3). Turn the

flywheel slowly in a counterclockwise direc­
tion, as seen from the flywheel end, until
timing pin (1) goes into the notch in the
camshaft.

CAUTION: The flywheel must be turned slowly so

that damage is not done to the fuel system when
the timing pin goes into the notch in the camshaft.

DRIVE GEAR FOR THE FUEL

INJECTION PUMP

5. Bolt.

8. Make the drive gear for the fuel injection

pump loose from the drive sleeve with 8S2264
Puller Group (6) as shown.

INSTALLING TIMING PIN

1. Timing pin. 3. Hole for timing pin.

5. Put a 3/8”—16 NC bolt in the timing hole in

the flywheel housing. If the bolt can be
installed in the hole in the flywheel, the timing
of the fuel injection pump is correct.

6. If the bolt does not go into the hole in the

flywheel, remove cover (4) from the front PULLER TOOLS INSTALLED

housing. 6. 8S2264 Puller Group. 7. 8B7560 Step Plate. 8. 3/8"-24

NF bolts, 3 112" long. 9. 3/8” I.D. Flat washer.

A44893X1 I
IT95442X2

COVER LOCATION OF TIMING BOLT HOLE

4. Cover. 10. Bolt.

9. Turn the flywheel clockwise at least 60°

7. Loosen bolt (5) holding the drive gear for the beyond the point where the 3/8”—16 bolt can
fuel injection pump. be installed.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

12. Turn the engine flywheel two complete revolu­

tions. If the 3/8”—16 bolt goes in the hole in
the flywheel when the timing pin is installed in
the notch in the camshaft, the timing is
correct.

13. If the 3/8”—16 bolt can not be installed in the

hole in the flywheel, do steps 4 through 11
again.

Checking Timing by Fuel Flow Method

Tools Needed: 1P540 Flow Checking Tool Group.

LOCATION OF TIMING BOLT HOLE
5P6524 Engine Timing Indicator Group.
10. Bolt.
10. Tighten the bolt (5) finger tight. Be sure that See Special Instruction Form No. SMHS7083
the timing pin (1) is in the notch in the for complete instructions for the fuel flow method
camshaft. Turn the flywheel counterclockwise of engine timing (injection sequence).
until the 3/8’"-16 bolt (10) can be installed in Travel of piston (7), from point of closing inlet
the flywheel. port (6) to top center, can be found by using the
11. Install a 3/8 in.-24 NF bolt, 1/2 in. (12.7 tools listed under Tools Needed. Make a conversion
mm) long in one of the holes in the drive gear. of travel of piston (7) to degrees and determine if
Put a torque wrench on this bolt with the timing is correct.
wrench in a line with the center of the drive
gear, and give it a torque of 45 to 50 lb. ft. (60 NOTE: The fuel system timing has a tolerance of ±
1°.
to 70 N-m) in a clockwise direction as seen
from the front of the engine. While holding 1. Put No.l piston at top center (TC) on the
this torque, tighten bolt (6) for the drive gear compression stroke. Make reference to FIND­
to a torque of 110 ± 5 lb. ft. (149 ± 7 N-m). ING TOP CENTER COMPRESSION POSI­
Remove timing pin (1) from the fuel pump TION FOR NOT PISTON.
and the 3/8 in.—16 NC bolt from the flywheel. 2. Remove the fuel nozzle from the precombus­
tion chamber for No.l cylinder.

MEASURING PISTON TRAVEL

TIGHTENING DRIVE GEAR FOR 1. 3P1565 Collet. 2. 9S215 Dial Indicator. 3. 5P7265
THE FUEL INJECTION PUMP Adapter. 4. Precombustion chamber. 5. 3S3264 Rod. 6.
(Typical Example) Inlet port. 7. Piston. 8. Crankshaft.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

3. Put 5P7265 Adapter (3) in precombustion 7. Disconnect the fuel line for No.l injection
chamber (4) and tighten the adapter finger pump at the injection pump housing. Put the
tight. Install 3P1565 Collet (1). Put 3S3264 7M1999 Tube Assembly (9) on No.l injection
Rod (5) in 5P7265 Adapter (3). pump and tighten the nut. The position of the
end of tube assembly (9) must be a little above
CAUTION: Do not use a wrench to tighten the horizontal as shown.
adapter. There will be damage to the nozzle seat if
the adapter is too tight.
8. Disconnect fuel supply line at the fuel filter.
4. Put the 9S215 Dial Indicator (2) with 3S3269 Use an adapter to connect the 5J4334 Hose
Contact Point in the adapter. Make an adjust­ Assembly to the fuel filter.
ment to the dial indicator so both pointers are
on “0” (zero).
9. Disconnect the fuel return line (if so
equipped). Put caps on the openings.

10. Turn the crankshaft approximately 45° in a

clockwise direction with the engine turning
tools.

11. With 1 gal. (3.8 litre) of clean fuel in the

pressure tank (15), move the governor control
to full FUEL-ON position. Put 15 psi (105
kPa) of air pressure in the tank by using the
hand pump or shop air.
TIMING INDICATOR GROUP INSTALLED

2. 9S215 Dial Indicator. 3. 5P7265 Adapter.

CAUTION: If shop air is used, be sure to make an
5. Turn the crankshaft a minimum of 45° in the adjustment to the regulator so there is no more
CLOCKWISE direction. than 15 psi (105 kPa) air pressure in the tank.

NOTE: The direction of rotation is given as seen

from the flywheel end of the engine. 12. Put a pan (10) under the end of tube assembly
(9) for the fuel that comes out of the end of
6. Turn the crankshaft in the counterclockwise the line.
direction until the No.l piston is at the top of
its stroke. Adjust the dial indicator if neces­
sary to put both of the dials at “0” (zero). 13. Turn the crankshaft slowly in counterclock­
wise direction. Do this until the flow of fuel
coming from the end of the tube assembly (9)
is 12 to 18 drops per minute. This is the point
of closing inlet port.

14. Stop rotation of the crankshaft when the flow

of fuel is 12 to 18 drops per minute. Take a
reading of the measurement on the dial indica­
tor.

15. Disconnect 5J4634 Hose Assembly (12) from

TYPICAL ARRANGEMENT FOR FUEL the fuel filter.
FLOW CHECK OF TIMING

2. 9S215 Dial Indicator. 3. 5P7265 Adapter. 9. 7M1999

Tube Assembly. 10. Pan for holding fuel. 11. Governor
control shaft. 12. 5J4634 Hose Assembly. 13. 5P7306 16. Make a comparison of the reading of the dial
Housing Assembly. 14. 5P7305 Gear. 15. Pressure tank. indicator with the chart.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

Timing Angle ± T Indicator Reading

18. After adjusting the timing by the timing pin
method, a check by the fuel flow method
(Degrees Before should show that the timing is correct. If the
Top Center) in. mm
two methods do not give the same result, look
10.5° .070 1.77 for the reason and correct it.
11.0° .077 1.95
11.5° .084 2.13 GOVERNOR ADJUSTMENTS
12.0° .092 2.33
*12.5° .099 2.51
13.0° .107 2.71
CAUTION: A mechanic that lias the proper train­
**13.5° .116 2.94 ing is the only one to make the adjustment of low
14.0° .124 3.14 idle and high idle rpm. The correct low idle and
14.5° .133 3.37
15.0° .142 3.60
high idle rpm. and the measurement for adjustment
15.5° .152 3.86 of fuel system setting are in the RACK SETTING
INFORMATION.
*4N4312 Camshaft.
**6N6567 Camshaft.
Check engine rpm with a tachometer that has
good accuracy. If the low idle or high idle rpm
needs an adjustment, use the following procedure:
TIM NG CHART FOR 3304 ENGINES 1. Remove cover (3).
PART NUMBER
2. To make an adjustment to the high idle rpm,
(B) OF CAMSHAFT loosen locknut (2) and turn adjustment screw
IDENTIFICATION IN THE FUEL TIMING DEGREE (1). Turning the screw in makes the engine run
NUMBER INJECTION PUMP BEFORE TC
ON HOUSING AND GOVERNOR GROUP (top center)
slower. Turning the screw out makes the en­
gine run faster. Hold screw (1) and tighten
1 to 44899 4N4312 12.5 ± 1° locknut (2) after adjustment procedure is
(original camshaft)
done.
6N6567
(replacement for 13.5 ± 1°
4N4312 camshaft)

44900-Up 6N6567 13.5 ± 1°

LOCATION OF IDLE ADJUSTMENT

SCREWS
1. High idle adjustment screw. 2. Locknut. 3. Cover. 4.
Low idle adjustment bolt.
IDENTIFICATION MARKS 3. To make an adjustment to the low idle rpm,
A. Part number of fuel injection pump and governor group. turn bolt (4). Turning the bolt in makes the
B. Identification number on housing. C. Location of part engine run faster. Turning the bolt out makes
number marks on camshaft.
the engine run slower. Grooves in cover (3)
hold bolt (4) and keep it from turning after
adjustment is done and the cover is installed.
17. If the reading on the dial indicator (2) is the 4. After each idle adjustment is made, move the
same as the chart, the timing of the fuel governor lever to change the rpm of the
system is correct. If the reading on the dial engine. Now move the governor lever back to
indicator (2) is different from the chart by the point of first adjustment to check the idle
more than 1°, make adjustment to the timing. adjustment. Keep doing the adjustment proce­
Make reference to Checking Timing By Timing dure until the low idle and high idle rpm are
Pin Method for the correct method for adjust­ the same as given in the RACK SETTING
ing the timing of the fuel system. INFORMATION.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

Checking Balance Point (Full Load Speed)

Checking the Balance Point of the engine is a
fast way to make a diagnosis of engine
performance.
The balance point for the engine is:
1. At full load speed.
2. The point where the load stop pin is against
the load stop or torque spring.
3. The point where the engine gets the maximum
amount of fuel.
4. The point where the engine has the most
horsepower output.
2. Continuity light. 3. Brass terminal screw. 4. Tachometer
5. The point where an increase in load on the drive shaft.
engine puts the engine in a lug condition (a 8. Repeat Step 6 several times to make sure that
condition in which a small increase in load the reading is correct.
makes the engine speed get much less).
9. Stop engine. Make a comparison of the records
Procedure for Checking Balance Point from Steps 5 and 7 with the information from
1. Connect a tachometer which has good accura­ RACK SETTING INFORMATION.
cy to adapter ( 1) on the end of the fuel injec­ 10. If the high idle speed and balance point are
tion pump. correct, the fuel system is working correctly.
11. If there is a difference, make a change to the
high idle to get the balance point correct.

CAUTION: Do not make the high idle speed more

than the high idle speed plus the tolerance as given
in RACK SETTING INFORMATION.

Measuring Engine Speed

Remove the service meter from the rear of the

fuel injection pump housing. Install the necessary
parts of a 5P1759 Tachometer Drive Group in its
place. Then connect the tachometer part of one of
CHECKING BALANCE POINT the following:
1.5P1759 Tachometer drive group. 5P2150 Engine Horsepower Meter
2. Connect a continuity light (2) to the brass ter­ 4S6553 Instrument Group
1P5500 Portable Phototach Group
minal screw (3) on the cover for the load stop.
1P3500 Injection Timing Group
Connect the other end of the light to a place
on the fuel system which is a good electrical
connection.
3. Start the engine.
4. With the engine at operating temperatures, run
the engine at high idle.
5. Make a record of the speed of the engine at
high idle.
6. Add load on the engine slowly until the con­
tinuity light just comes on. This is the balance
point.
7. Make a record of the speed at the balance
point. 5P2150 ENGINE HORSEPOWER METER

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 SLEEVE METERING FUEL SYSTEM
TESTING AND ADJUSTING

The 5P2150 Engine Horsepower Meter can

measure engine speed from the tachometer drive
on the engine. Special Instruction Form No.
SMHS7050 has instructions for its use.

1P3500 INJECTION TIMING GROUP

Special Instruction Form No. GMG00501 is

with this group and has instructions for its use.

45689X1
FUEL SYSTEM SETTING

4S6553 INSTRUMENT GROUP

Tools Needed: 5P4203 Field Service Tool Group or
1. 4S6992 Differential Pressure gauges. 2. Zero adjustment 3P1550 Field Service Tool Group.
screw. 3. Lid. 4. 8M2743 Gauge. 5. Pressure tap fitting. 6.
8S4627 Circuit Tester.
4S6991 Tachometer. 7. 4S6997 Manifold Pressure Gauge.

Make reference to Special Instruction Form No.

SMHS7013. It has instructions for the use of the
5P4203 Field Service Tool Group.
Special Instruction Form No. FEO36044 is with
the 4S6553 Engine Test Group and gives instruc­
tions for the test procedure. The procedure for fuel system setting can be
done with the housing for the fuel injection pumps
either on or off the engine.

1. Disconnect the governor control linkage.

2. Remove the torque control cover (1).

3. Remove the air-fuel ratio control (if so

equipped).

1P5500 PORTABLE PHOTOTACH GROUP

The 1P5500 Portable Phototach Group can

measure engine speed from the tachometer drive
on the engine. It also has the ability to measure
engine speed from visible rotating parts of the
engine. Special Instruction Form No. SMHS7015 FUEL SYSTEM SETTING
has instructions for its use. 1. Torque control cover.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

4. Install the 5P299 Pin (3), with 19.2831 on it 7. Install a contact point in the indicator (8).
in hole (4). Dimension (X) must be approximately 3.0 in.
(76 mm) with the indicator fully extended.

Contact Points Dimension (Y)

in. mm

5P6531 2.25 57.2

5P4809 2.00 50.8
3P1569 2.01 51.3

NOTE: If the indicator automatically goes to the

extended position, use the 5P4809 Point. If the
INSTALLATION OF PIN
indicator does not automatically go to the extend­
ed position, use the 3P1569 Magnetic Point.
2. Spring. 3. Pin. 4. Hole.

8. Install 3P1565 Collet (9). Move the governor

5. Put 3J6956 spring (2) on pin (3). Install control lever to the full load position. Install
5P6602 or 5P4226 Adapter (10) from the indicator (8) in collet (9) until the large hand
5P4203 Tool Group or 2P8331 Cover (5) from starts to move. Do not use more than .08 in.
the 3P1550 Tool Group with bolts. (2 mm) travel. Tighten the nut on collet (9) to
hold the indicator in place.

INSTALLATION OF SETSCREW
FUEL SYSTEM SETTING
5. 2P8331 Cover. 6. 5P4205 Wrench. 7. 8S7271 Setscrew. (With 5P4226 or 5P6602 Adapter)

8. Indicator. 9. Collet. 10. Adapter.

6. Install 8S7271 Setscrew (7) with 5P4205
Wrench (6). Lightly tighten the setscrew until 9. Make an adjustment to put the large hand of
pin (3) is against the pump housing. the dial indicator at zero. Write down the
dimension that is on the indicator.

w*

INDICATOR ASSEMBLY FUEL SYSTEM SETTING

8. Indicator. 6. Wrench. 11. Tester. 12. Spring.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

10. Make contact between contact spring (12) and Leaf Type Torque Spring:
a good ground with 8S4627 Tester (11).
a. Write down the dimension that is on the
dial indicator.
11. Loosen setscrew (7) with wrench (6) until the
tester gives a dim light. Write down the b. Write down the dimension given in the
dimension on the dial indicator. Do this step RACK SETTING INFORMATION.
several times to make sure the reading is
correct. c. Remove the test tools from the injection
pump housing.

12. The dimension found in Step 11 minus the d. Install or remove shims at location (16) to
dimension found in Step 9 is the fuel setting. get the correct dimension as given in the
See the RACK SETTING INFORMATION for RACK SETTING INFORMATION. The
the correct fuel setting. If the reading is not difference between the dimensions in (a)
correct make sure the governor control shaft is and (b) is the thickness and amount of
in the full load position. Do Steps 9 through shims to remove or install to get the
12 again. correct setting.

13. If the fuel setting is not correct do the

following:

Load Stop Adjustment:

a. Put the 3P2210 Socket on locknut (14).

Loosen the locknut and turn the torque
control screw (13) with a screwdriver
until the reading on the dial indicator (8)
is correct. Tighten the locknut (14).

b. Check the adjustment by doing Steps 6

through 11 again.

15. Load stop pin. 16. Location of shims. 17. Stop bar. 18.
Leaf type torque spring. 19. Shims.

e. Install correct amount of shims (19),

torque spring (18), and stop bar (17) on
the injection pump housing. Install the
test tools on the injection pump housing
and do the test procedure again. Remem­
ber the tester light must come on when
the correct dimension is on the dial
indicator.

f. Do the test procedure until the dimension

ADJUSTMENT FOR FUEL SYSTEM SETTING
on the dial indicator is the same as the
13. Torque control screw. 14. Locknut. 15. Load stop pin dimension given in the RACK SETTING
or coil spring torque spring.
INFORMATION. After fuel system set­
ting is correct, remove the fuel system
c. Remove the tooling and install cover (1). setting tools and install cover (1).

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

FUEL PUMP CALIBRATION

Tools Needed: 3P2200 Tool Group

8S2243 Wrench*
5P4226 Adapter* or 2P8331 Cover*
5P4205 Wrench*
5P4206 Wrench**
1P4533 Bolt*
1D4538 Bolt*
5P4209 Gauge*
8S7271 Screw*
2P8264 Socket**
5P6562 Clamp** A03710X1

*Part of 5P4203 Tool Group REMOVAL OF COVERS

(Typical Example)
**Not part of a Tool Group
9. Cover. 10. Cover for injection pump housing. 11. Plug.
12. Spring for bypass valve. 13. Bypass valve.
NOTE: 3P1540 Calibration pump must have the
3. Remove cover (9) and cover (10).
5P6557 Spring installed instead of the 1P7377
Spring.
NOTE: Cover (10) has a bypass valve (13) and
spring (12) behind it in the injection pump
housing.

4. Put the 3P1545 Calibration Pin (6), with

17.3734 on it, in calibration hole as shown.

3P2200 TOOL GROUP

1. 3P1540 Calibration Pump. 2. 4N218 Bushing. 3.

1P7379 Microgauge. 4. 3P1568 Dial Indicator with 3P2226
Collet. 5. 5P6510 Box. 6. 3P1545 Calibration Pin with
17.3734 on it, (in-line engines). 7. 3P1546 Calibration Pin
with 15.9410 on it. (Vee engines). 8. 1S9836 Wrench.

Checking Fuel Pump Calibration

The following procedure for fuel pump calibra­

tion can be done with the housing for the fuel INSTALLING CALIBRATION PIN AND ADAPTER
injection pumps either on or off the engine. 6. 3P1545 Calibration Pin with 17.3734 on it. 14. 5P4226
Adapter. 15. Hole.
CAUTION: Before doing any service work on this
fuel system, the outside of the injection pump
housing and all parts connected to it must be clean.
NOTE: 5P4226 or 5P6602 Adapter is a replace­
1. Remove plug (11) from the cover (10) of the ment for 2P8331 Cover. Either can be used for this
housing for the fuel injection pumps. procedure.

2. Hold a container under the pump housing for 5. Install the 5P4226 Adapter (14) as shown.
the fuel that comes out of the hole for plug Fasten it in position with two 1D4533 Bolts,
(11). two 4B4276 Washers and a 1D4538 Bolt.

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 SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

6. Put the 8S7271 Screw (setscrew) in the hole

(15) over the calibration pin (6). Tighten the
setscrew to 20 to 25 lb. in. (2.3 to 2.8 N-m)
with the 2P8264 Socket.

7. Install a lever if necessary, and turn the

governor control shaft (16) to the full load
position (fully counterclockwise) and fasten it
in this position.

8. Use the 8S2243 Wrench and remove the fuel

injection pump to be checked.
CALIBRATION PUMP INSTALLED
9. Clean the barrel and plunger of calibration
pump (1). Put clean diesel fuel on the calibra­ 1. 3P1540 Calibration pump. 18. Lever. 19. Tang. 20.
Spring.
tion pump (1) for lubrication.

NOTE: Be sure that spring (20) on calibration

pump (1) is the 5P6557 Spring instead of the
1P7377 Spring which was installed on earlier
calibration pumps.

A35814X1

INSTALLING CALIBRATION PUMP

(Typical Example)

1. 3P1540 Calibration pump. 16. Governor control shaft.

17. Flat place on plunger. 18. Lever.

10. Put the calibration pump (1) in the place of 5P6557 SPRING 1P7377 SPRING
the pump to be checked with the flat place
(17) on the plunger toward the tang (19) on ll. Put dial indicator (4) on microgauge (3) and
lever (18). When the calibration pump (1) is all hold them together tightly. Loosen lockscrew
the way in the bore, turn it 180° in either (21) and turn the face of dial indicator (4) to
clockwise or counterclockwise direction. The put the pointer at “0”. Tighten lockscrew
tang (19) on lever (18) is now in the groove of ( 21).
the calibration pump (1). Then install the
4N218 Bushing (2) using the 8S2243 Wrench
and a torque wrench to tighten it to 70 ± 5 lb.
ft. (95 ± 7 N-m).

NOTE: Turning calibration pump (1) 180° gives

the same reference point for all measurements.

NOTE: Use the 4N218 Bushing (2) and the

calibration pump (1) together. The contact sur­
faces of the standard bushing, fuel injection pump
and the housing for the fuel injection pumps are PUTTING DIAL INDICATOR ON ZERO
sealing surfaces. Keep them clean and free of 3. 1P7379 Microgauge. 4. 3P1568 Indicator with 3P2226
scratches, to prevent leaks. Base. 21. Lockscrew.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

Remove dial indicator (4) from microgauge 13. Put dial indicator (4) on the calibration pump
(3). Look at the face of dial indicator (4) and (1) as shown. Hold it tightly in place. Move
put dial indicator (4) on microgauge (3) again. shaft (23) toward the governor end to remove
The pointer must move through one to one end play. Push on lever (18) as shown (toward
and one half revolutions before stopping at shutoff) several times. This removes any clear­
exactly “0”. If the number of revolutions is ance in the linkage. Then look at the reading
not correct, loosen the locknut on the 3P2226 on the dial indicator (4).
Collet, and adjust the position of the 3P2226
Collet until the pointer has the correct number 14. If the dial indicator (4) reading is more than ±
of revolutions. Then do the check again. When 0.050 mm from “0.000” (outside the TOTAL
the adjustment is correct do step 12. TOLERANCE), do steps 16 to 20, ADJUST­
CAUTION: If the locknut on the 3P2226 Collet is ING FUEL PUMP CALIBRATION.
too tight, it can cause interference in the operation
of the dial indicator. If the dial indicator (4) reading is near either end
of the TOTAL TOLERANCE, check another
pump. If the next reading is outside the TOTAL
TOLERANCE or if the two readings have a
Q 0-—- difference of 0.050 mm or more, do the Steps 16
\ to 20, ADJUSTING FUEL PUMP CALIBRATION.

NOTE: The mechanic doing the checking must

make the decisions of which and how many pumps
to check according to the symptoms of the fuel
injection pump being tested.

5P6562 CLAMP INSTALLED

(Typical Example)
1. Calibration pump. 22. 5P6562 Clamp. 23. Shaft.

12. Put 5P6562 Clamp (22) in the position shown,

next to the transfer pump end. 5P6562 Clamp
(22) pushes shaft (23) down against the
bottom of its bearing. The other end of shaft
(23) is held down against its bearing by
3P1545 Calibration Pin (6) which is held by
8S7271 Screw. The combination of forces
from 5P6562 Clamp (22) and 3P1545 Calibra­
tion Pin (6) is necessary to hold shaft (23) in
its normal operating position against the lifting
force from spring (20) in calibration pump (1). Desired reading for all pumps is "0.000".
Maximum permissible tolerance for all readings is + 0.050
mm.
Maximum permissible difference between any two pumps is
0.050 mm.

TOTAL TOLERANCE shows the maximum permissible

range of pointer positions which are acceptable. If the
reading is outside the range of TOTAL TOLERANCE, do
ADJUSTING FUEL PUMP CALIBRATION for all pumps.

BAND is an example only. It shows a 0.050 mm range. This

range shows the maximum permissible difference between
any two readings for all the pumps. If any two readings are
farther apart than the 0.050 mm range, do ADJUSTING
FUEL PUMP CALIBRATION for all pumps.

DIAL INDICATOR POSITION NOTE: For troubleshooting purposes, if the dial

(Typical Example) indicator (4) reading is “0” or near “0”, the
1. Calibration pump. 4. Dial indicator. 18. Lever. 23. calibration of the other pumps is probably in the
Shaft. tolerance.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

15. If dial indicator (4) readings for all the pumps 20. Check dial indicator (4) according to Step 11.
are within the limits in step 14, the calibration Then put dial indicator (4) in place over
is acceptable. Remove the tooling, and install the center of calibration pump (1) and hold it
the parts which were removed. If the readings there tightly. Now move plunger (25) of
are not within the limits make adjustments as calibration pump (1) by pushing on lever (18)
follows: through the wrench. Stop moving the plunger
when the dial indicator is at approximately
0.000 mm. Tighten bolt (24) to 24 ± 2 lb. in.
(2.8 ± 0.2 N-m).
Adjusting Fuel Pump Calibration

16. Remove all pumps with 8S2243 Wrench.

17. Install calibration pump (1) in the place of one

of the pumps according to the procedure in
Steps 9 and 10.

PLUNGER POSITION

1. Calibration pump. 25. Plunger. 26. Top surface of

calibration pump.

NOTE: When moving plunger (25), make sure that

the last direction of plunger (25) movement is in
the up direction. If plunger (25) goes up too far,
move plunger (25) down to a position below that
desired. Then move plunger (25) up to the desired
position.
NOTE: The action of tightening bolt (24) usually
ADJUSTING FUEL PUMP CALIBRATION changes the reading on dial indicator (4) by
(Typical Example) approximately 0.010 mm. Stop moving plunger
4. Dial indicator. 8. 1S9836 Wrench. 18. Lever. 22. (25) up at the necessary point to get the reading on
5P6562 Clamp. 23. Shaft. 24. Bolt. dial indicator (4) at 0.000 ± 0.010 mm after
tightening bolt (24).

18. Loosen bolt (24) with 1S9836 Wrench (8) or

5P4206 Wrench. Turn the lever (18) on shaft
(23) enough to move the top of plunger (25)
of calibration pump (1) below top surface (26)
of calibration pump (1). Tighten bolt (24) just
enough for lever (18) to hold plunger (25)
stationary.

NOTE: When bolt (24) has the correct torque,

bushing with a small amount of force on lever (18)
through the wrench moves plunger (25) up in
± 0.010 mm CALIBRATION TOLERANCE
calibration pump (1).
Move shaft (23) toward shutoff several times to
19. Move shaft (23) toward the governor to remove clearance in the linkage. Dial indicator (4)
remove end play. Then push down on lever reading must be 0.000 ± 0.010 mm as shown.
(18) through the wrench until top of plunger When the pump calibration is correct make a
(25) is almost even with top surface (26) of record and then do the same procedure for all of
calibration pump (1) as shown. the other pumps.

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SLEEVE METERING FUEL SYSTEM TESTING AND ADJUSTING

FUEL RATIO CONTROL SETTING 4. If the reading is not correct, remove the cover
(2). Turn the bolt (1) with the cover (2) until
NOTE: The following procedure can be done with the reading on the dial indicator is correct. Be
the fuel system either on or off the engine. In sure that the governor control shaft (4) is
either way. damage to the fuel system can be the turned to the full fuel position.
result if dirt gets into the fuel system.
5. Install cover (2).
The adjustment of the Fuel Setting must be
correct before making checks or adjustments to the NOTE: If the bolt holes in the cover (2) are not in
Fuel Ratio Control. alignment with bolt holes in the body (3), turn the
bolt (1) with the cover (2) to put the bolt holes in
Make a reference to Fuel System Setting for the the cover in alignment with the nearest holes on
correct procedure for checking amd making adjust­ the body (3).
ments to the Fuel System Setting.
6. Remove the tooling and install cover (5) and
governor control linkage.

MAKING ADJUSTMENT TO FUEL

RATIO CONTROL
(Typical Example)

1. Bolt. 2. Cover. 3. Body. 4. Governor control shaft. A.

5. Cover.
Direction for full fuel position.

1. With the tooling still installed from the proce­

dure Fuel System Setting, turn the 8S7271
Screw in until the 5P299 Pin is against the fuel
injection housing.

2. Make an adjustment if necessary to make the

reading of both dials on the dial indicator be
zero.

3. Turn 8S7271 Screw out 6 or more turns. Move

the governor control shaft to . the full load
position. The reading on the dial indicator
must be the same as the Fuel Ratio Control
Setting on the ENGINE INFORMATION
plates or in Rack Setting Information.

NOTE: The reading on the dial indicator has a

tolerance of ± .004 in. (± 0.10 mm). This tolerance
is for the turning of bolt (1) for the alignment of
the bolt holes in the cover (2).

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SCROLL FUEL SYSTEM TESTING AND ADJUSTING

SCROLL FUEL SYSTEM

Either too much fuel or not enough fuel for Run the engine at the speed that gives misfiring.
combustion can be the cause of a problem in the Loosen the fuel line nut at a fuel injection pump.
fuel system. This will stop the flow of fuel to that cylinder. Do
this for each cylinder until a loosened fuel line is
Many times work is done on the fuel system found that makes no difference in engine misfiring.
when the problem is really with some other part of Be sure to tighten each fuel line nut after the test
the engine. Finding the source of the problem is before the next fuel line nut is loosened. Check
difficult, especially when smoke is coming from each cylinder by this method. When a cylinder is
the exhaust. Smoke coming from the exhaust can found where the loosened fuel line nut does not
be caused by a bad fuel injection valve, but it can make a difference in engine running, test the
also be caused by the following: injection pump and injection valve for that cylin­
der.
a. Not enough air for good combustion.
CHECKING THE FUEL INJECTION VALVES
b. An overload at high altitude. Check the fuel injection valves for:
1. Too much carbon on the tip of the nozzle or
c. Burning of too much oil. in the nozzle orifice.

d. Not enough compression. 2. Wear of the orifice.

3. Dirty nozzle screen.

Use the Caterpillar Diesel Fuel Injection Test

FUEL SYSTEM INSPECTION Bench to test the nozzle.
CHECKING THE PLUNGER AND LIFTER
A problem with the components that send fuel WASHER OF AN INJECTION PUMP
to the engine can cause low fuel pressure. This can
decrease engine performance. Check timing dimension for the fuel injection
pumps. Make an adjustment if necessary, with the
1. Check the fuel level in the fuel tank. Look at pump housing off the engine. When an adjustment
the cap for the fuel tank to make sure the vent to the timing dimensions is done correctly, fuel
is not filled with dirt. injection in the cylinder will be at the correct time.
If the timing dimension is too small, fuel injection
2. Check the fuel lines for fuel leakage. Be sure will be early. If the timing dimension is too large,
the fuel supply line does not have a restriction fuel injection will be late.
or a bad bend.
When there is too much wear on the pump
3. Install a new fuel filter. Clean the primary fuel plunger, the lifter washer may also be worn and
filter if the machine is so equipped. there will not be good contact between the two
parts. To stop fast wear on the end of a new
4. Remove any air that may be in the fuel plunger, install new lifters in the place of the lifters
system. If there is air in the fuel system, use that have washers with wear.
the priming pump and loosen the nuts holding
the fuel lines to the outside of the cylinder
head, one at a time. Do this until fuel, without
air, comes from the fuel line connection.

TESTING FUEL INJECTION EQUIPMENT

WEAR BETWEEN LIFTER WASHER AND PLUNGER

An easy check can be made to find the cylinder Fig. A illustrates the contact surfaces of a new pump plunger
and a new lifter washer. In Fig. B the pump plunger and lifter
that is misfiring, or running rough, and causing washer have worn considerably. Fig. C shows how the flat
black smoke to come out of the exhaust pipe. end of a new plunger makes poor contact with a worn lifter
washer, resulting in rapid wear to both parts.

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SCROLL FUEL SYSTEM TESTING AND ADJUSTING

An injection pump can have a good fuel flow Injection Pump

coming from it but not be a good pump because of
slow timing that is caused by wear on the bottom Use the 8S4613 Wrench and the 8S2244 Extrac­
end of the plunger. When making a test on a pump tor to remove or install the injection pumps.
that has been used for a long time, use a
micrometer and measure the length of the plunger. When injection pumps, spacers and lifters are
If the length of the plunger is shorter than the removed from the injection pump housing, keep
minimum length (worn) dimension given in the the parts of each pump together so they can be
chart, install a new pump. installed back in their original location.

FUEL PUMP PLUNGER

Be carefuLwhen disassembling injection pumps.
Do not damage the surface on the plunger. The
Length (new) . . . 2.5934 ± .0015 in. (65.872 ± 0.038 mm) plunger and barrel for each pump are made as a set.
Do not put the plunger of one pump in the barrel
Minimum length (worn).................... 2.5869 in. (65.707 mm)
of another pump. If one part is worn, install a
complete new pump assembly. Be careful when
Look for wear at the top part of the plunger. putting the plunger in the bore of the barrel.
Check the operation of the plunger according to
the instructions for the Fuel Injection Test Bench. Installation of Injection Pump

Before the fuel injection pumps can be installed,

FUEL INJECTION SERVICE the rack must be in the center or zero position and
the lifter must be at a low point. The rack can be
Tools Needed: 5P144 Wrench (for fuel line nuts)
set in the center position with the 9S238 Rack
8S4613 Wrench (for injection pumps)
8S2244 Extractor
Positioning Bracket Group. (Part of 9S240 Rack
9S240 Rack Positioning Tool Group
Position Tool Group).

1. Disconnect the governor control linkage so the

Fuel Injection Lines governor control lever moves freely through its
complete length of movement.
Fuel from the fuel injection pumps is sent
through the fuel injection lines to the fuel injection 2. Remove the rear cover of the governor, and
valves. the fuel rack cover and gasket from the front
of the flange of the accessory drive housing.
Each fuel injection line of an engine has a special
design and must be installed in a specific location. 3. Install 9S238 Rack Positioning Bracket Group
When fuel injection lines are removed from an (3) and 9S215 Dial Indicator (2) over the
engine, put identification marks or tags on the fuel opening for the fuel rack cover on the front
lines as they are removed, so they can be put in the flange of the accessory drive housing.
correct location when they are installed.

The nuts that hold a fuel injection line to an

injection valve and injection pump must be kept
tight. Use a torque wrench and the 5P144 Fuel
Line Socket to tighten the fuel line nuts to 30 ± 5
lb. ft. (40 ± 7 N-m).

Fuel Injection Valve

Check the seat of the nozzle and the seat in the

precombustion chamber before installing the fuel
injection valve. It is important to keep the correct
torque on the nut that holds the fuel nozzle in the
precombustion chamber. Tighten the nut to 105 ± PARTS OF 9S240 RACK POSITIONING TOOL GROUP
5 lb. ft. (142 ± 7 N-m). There will be damage to
1. 8S4627 Circuit Tester. 2. 9S215 Dial Indicator. 3.
the nozzle if the nut is too tight. If the nut is not 9S238 Rack Positioning Bracket Group. A. Spacer. B. Hole
tight enough the nozzle can leak. attachment. C. Rod.

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SCROLL FUEL SYSTEM TESTING AND ADJUSTING

4. With the rack held in shut-off position, put Put the groove in the barrel of the pump (5) in
spacer (A) between the shoulder on rod (C) alignment with the space in the gear segment (6).
and hole attachment (B). With hole attach­ Look inside the bore of the injection pump
ment (B) held against rod (C) and rod (C) held housing to find the dowel. Put the groove in the
against spacer (A), adjust the dial on indicator barrel (5) in alignment with the dowel and put the
(2) to read zero. injection pump straight down into the bore. If the
pump is in the correct position, the bushing will
turn into the threads of the injection pump
housing with the fingers until it is even with the
top of the housing (except for the pump that is in
the firing position). When the bushing is installed
correctly, tighten the bushing to 150 ± 10 lb. ft.
(205 ± 14 N-m). When all the pumps have been
installed except the one in the firing position, turn
the flywheel until this lifter is in a low position and
install this pump.

NOTE: Damage to the housing will be the result if

the bushing is too tight. If the bushing is not tight
enough, the pump will have leakage.

INSTALLING 9S238 RACK POSITIONING The total amount of fuel rack travel is approxi­
BRACKET GROUP mately .800 in. (20.32 mm). This measurement
(Typical Example)
must be made with the governor, including the
2. 9S215 Dial Indicator. 3. 9S238 Rack Positioning Bracket piston and valve mechanism, removed. If the pump
Group. A. Spacer. B. Hole attachment.
is installed wrong (center tooth of gear segment is
not in correct notch of fuel rack), total fuel rack
travel will be less than .800 in. (20.32 mm) as
5. Tighten nut holding indicator in place and shown in the chart. The injection pump will have
remove spacer (A). to be removed and then installed correctly.
6. Turn governor lever in fuel on direction until
dial just starts to move (rack makes contact
with indicator).
EXAMPLE OF RACK TRAVEL
Use the 8S4613 Wrench and the 8S2244 Extrac­
TEETH TOTAL TRAVEL FROM TOTAL TRAVEL
tor (4) to install the injection pumps. OFF RACK TRAVEL CENTER POSITION REDUCTION

in. mm in. mm in. mm

0 .8 20.3 .4 10.2 0 0.0

1 .6 15.2 .3 7.6 .2 5.1

Similar results can be obtained for 2 & 3 teeth off, however,

reduction in rack travel is greater but not proportional.

WARNING: If one or more of the fuel

A injection pumps have been installed wrong,
damage to the engine is possible if cautions are not
taken at first starting. When the fuel injection
pumps have been removed and installed with the
fuel injection pump housing on engine, take the
ALIGNMENT OF PARTS FOR INSTALLATION following cautions when first starting the engine.
OF INJECTION PUMP

4. 8S2244 Extractor. 5. Groove in barrel. 6. Space in gear a. Remove the air cleaner leaving the air
segment. inlet pipe open.

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 SCROLL FUEL SYSTEM
TESTING AND ADJUSTING

b. If a pump has been installed wrong and 3. To find top center (TC) compression stroke
the engine operates in a not regular way, for No.l piston, first turn the flywheel clock­
put a steel plate over the air inlet opening wise (opposite the direction of engine rota­
as shown, to stop the engine. tion) approximately 30 degrees. The reason
for making this step is to be sure the play is
removed from the timing gears when the
engine is put on top center.

4. Remove the plug from the flywheel housing.

Turn the flywheel counterclockwise until a
3/8”-16 NC bolt (3) can be installed in the
flywheel through the hole in the flywheel
housing. The No.l piston is on top center.

NOTE: If the flywheel is turned beyond the point

where the 3/8”-16 NC bolt can be installed in the
flywheel turn the flywheel back (clockwise) a
minimum of 30° before turning counterclockwise
toward alignment again.
STOPPING THE ENGINE (TYPICAL EXAMPLE)

Fuel Bypass Valve

The fuel bypass valve controls fuel pressure to

the fuel injection pump at full speed to a pressure
of 25 to 32 psi (170 to 220 kPa).

FINDING TOP CENTER COMPRESSION

POSITION FOR NO. 1 PISTON

Tools Needed: 5P7307 Engine Turning Tool Group.

No.l piston at top center (TC) on the compres­ LOCATING TOP CENTER

sion stroke is the starting point for all timing 3. Bolt.

procedures.

NOTE: The engine is seen from the flywheel end

when direction of crankshaft rotation is given.

1. Remove starting motor.

2. Install tooling as shown.

LOCATING TOP CENTER

3. Bolt.

5. Remove the valve cover.

6. To see if No.l piston is on the compression

stroke, look at the valves of No.l cylinder.
The valves will be closed if No.l cylinder is on
the compression stroke. You should be able to
ENGINE TURNING TOOLS INSTALLED
move the rocker arms up and down with your
1.5P7306 Housing Assembly. 2. 5P730S Gear. hand.

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SCROLL FUEL SYSTEM TESTING AND ADJUSTING

7. If No.l piston is not on the compression

stroke, remove the 3/8”-16 NC bolt and turn
the flywheel 360° counterclockwise. Install
the 3/8”-16 NC bolt as before. The No.l
piston is now at top center on the compression
stroke (TCI).

FUEL SYSTEM ADJUSTMENTS

Checking Fuel Injection Pump Timing:

On Engine (Checking with 1P540 Flow
Checking Tool Group)

Tools Needed: 1P540 Flow Checking Tool Group.

5P6524 Engine Timing Indicator Group.

See Special Instruction Form No. SMHS7083

for complete instructions for the fuel flow method 1. 3P1565 Collet. 2. 9S215 Dial Indicator. 3. 5P7265
Adapter. 4. Precombustion chamber. 5. 3S3264 Rod. 6.
of engine timing (injection sequence). Inlet port. 7. Piston. 8. Crankshaft.

Travel of piston (7), from point of closing inlet

port (6) to top center, can be found by using the
tools listed under Tools Needed. Make a conversion
of travel of piston (7) to degrees and determine if
timing is correct. 6. Turn the crankshaft a minimum of 45° in the
CLOCKWISE direction as seen from the fly­
1. Put No.l piston at top center (TC) on the wheel end of the engine.
compression stroke. Make reference to FIND­
ING TOP CENTER COMPRESSION POSI­ 7. Turn the crankshaft in the counterclockwise
TION FOR NO.l PISTON. direction until the No.l piston is at the top of
its stroke. Adjust the dial indicator, if neces­
2. Remove the timing bolt from the flywheel. sary, to put both of the dials at “O” (zero).

3. Remove the fuel nozzle from the precombus­

tion chamber for No.l cylinder.
4. Put the 5P7265 Adapter (3) in precombustion
chamber (4) and tighten the adapter finger
tight. Put 3S3264 Rod (5) in 5P7265 Adapter
(3). Install the 3P1 565 Collet (1).

CAUTION: Do not use a wrench to tighten the

adapter. There will be damage to the nozzle seat if
the adapter, is too tight.

5. Put the 9S215 Dial Indicator (2) with 3S3269

Contact Point in adapter (3). Make an adjust­
ment to the dial indicator so both pointers are TIMING INDICATOR GROUP INSTALLED
on “O” (zero). 2. 9S215 Dial Indicator. 3. 5P7265 Adapter.

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 SCROLL FUEL SYSTEM TESTING AND ADJUSTING

3. When fuel pump lifter gauge (1) is in the bore 2. Remove No.l fuel injection pump with
of fuel pump (4), the upper face of plunger (2) 8S4613 Wrench and 8S2244 Extractor. Insert
must be a little above the top surface of gauge gauge (2) into the housing fuel pump bore.
body (3). The lower face of the plunger must
be just below the top surface of the gauge
body.

NOTE: If plunger (2) of gauge (1) is in the correct

position, turn the crankshaft counterclockwise
(when seen from the flywheel end of the engine)
and check the direction of movement of plunger
(2). Plunger (2) must move up. If plunger (2) does
not move up, make reference to ACCESSORY
DRIVE SHAFT TIMING.

CHECKING TIMING DIMENSION SETTING

(Typical Example)

1. 6F6922 Depth Micrometer, 4 to 5 in. (101.6 to 127.0

mm) rod. 2. 8S7167 Gauge.

3. The correct timing dimension setting using

depth micrometer (1) is 4.2216 ± .0020 in.
(107.229 ± 0.051 mm).

4. If the timing dimension setting is not correct,

check the accessory drive shaft timing. See
FUEL PUMP LIFTER GAUGE INSTALLED ACCESSORY DRIVE SHAFT TIMING.
1. Fuel pump lifter gauge. 2. Plunger. 3. Gauge body. 4.
Fuel pump bore. 5. If the accessory drive shaft timing is correct
and the timing dimension setting is not cor­
4. If plunger (2) is not in the correct position, rect, the timing setting must be corrected. See
check the accessory drive shaft timing. Make FUEL INJECTION PUMP TIMING DIMEN­
reference to ACCESSORY DRIVE SHAFT SION SETTING; OFF ENGINE.
TIMING.

5. If the accessory drive shaft timing is correct

and lifter gauge plunger (2) position was not Checking With 5P4158 Gauge
correct, make an adjustment to the pump
timing dimension. See FUEL INJECTION Tools Needed: 5P4165 Dial Indicator Group.
PUMP TIMING DIMENSION SETTING: OFF 8S4613 Wrench.
ENGINE. 8S2244 Extractor.

1. Put No.l piston at top center (TC) on the

compression stroke. Make reference to FIND­
ING TOP CENTER COMPRESSION POSI­
Checking With 8S7167 Gauge TION FOR NOT PISTON.
Tools Needed: 8S7167 Gauge
6F6922 Depth Micrometer, 4 to 5 in.
2. Remove No.l fuel injection pump with
(101.6 to 127.0 mm) rod 8S4613 Wrench and 8S2244 Extractor. Put
8S4613 Wrench, 8S2244 Extractor gauge (4) into the fuel pump housing.

1. Put No.l piston at top center (TC) on the 3. Put 3P1565 Collet Clamp (2) and 5P41 56 Base
compression stroke. Make reference to FIND­ (3) on 8S3158 Indicator (1). Put 5P4163
ING TOP CENTER COMPRESSION POSI­ Contact Point (5) on the indicator. Install the
TION FOR NO.l PISTON. indicator assembly through 5P4158 Gauge (4).

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SCROLL FUEL SYSTEM TESTING AND ADJUSTING

4. The correct on engine timing dimension set­ 1. Use the 8S4613 Wrench and 8S2244 Extractor
ting using dial indicator (1) is 4.2216 ± .0020 to remove the injection pumps.
in. (107.229 ± 0.051 mm).
2. Fasten 1P7420 Pointer to the pump housing
using the 3/8”-16 NC bolt.
3. Fasten the 2M5218 Shaft to the 1P7410
Timing Plate with the 5/16”-l 8 NC bolt and
the 2S6160 Washer.

4. Install the 1P7410 Timing Plate on the drive

end of the camshaft.

1. 8S3158 Indicator. 2. 3P1565 Collet Clamp. 3. 5P4156

Base. 4. 5P4158 Gauge - 2 in. (50.8 mm). 5. 5P4163
Contact Point.

5. If the timing dimension setting is not correct,

check the accessory drive shaft timing. See
ACCESSORY DRIVE SHAFT TIMING.“

6. If the accessory drive shaft timing is correct

and the timing dimension setting is not cor­
rect, the timing setting must be corrected. See TIMING PLATE AND POINTER INSTALLED
FUEL INJECTION PUMP TIMING DIMEN­ (Typical Example)

SION SETTING; OFF ENGINE. 1. 1P7410 Plate. 2. 1P7420 Pointer.

5. Make reference to the lifter setting chart for

Fuel Injection Pump Timing
the timing plate degrees for the lifter being
Dimension Setting; Off Engine
checked. To use the timing plate, turn it
Tools Needed: *2M5218 Shaft.
counterclockwise until the degree setting for
*1P7420 Pointer. the lifter being checked is in alignment with
*1P7410 Plate. the pointer.
5P4165 Indicator Group.
8S7167 Gauge. 6. The correct off engine timing dimension for
6F6922 Depth Micrometer. adjustment of the lifter, using the 5P4158
*S509 Bolt, 3/8"-16 NC, 3/4 in. (19.1 mm) Gauge and the 5P4165 Indicator Group or the
long. 8S7167 Gauge and the 6F6922 Depth Mi­
*S1617 Bolt, 5/16"-18 NC, 3/4 in. (19.1 crometer is 4.2675 ± .0020 in. (108.395 ±
mm) long. 0.051 mm).
*2S6160 Washer.
8S4613 Wrench.
8S2244 Extractor. LIFTER SETTING CHART (OFF ENGINE)
*Part of 1P5600 Off Engine Lifter Setting Tool Group.
Turn Timing Plate
Counterclockwise To
The off engine setting makes an adjustment for (degrees) Lifter Number
wear of components in the injection pump hous­
179° 1
ing. Adjustment of the accessory drive shaft timing
CDo
00

2
gives compensation for wear in the timing gears,
269° 3
accessory drive shaft, and fuel pump camshaft
359° 4
coupling.

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SCROLL FUEL SYSTEM TESTING AND ADJUSTING

7. To change the timing dimension, the spacer of 4. Loosen the alternator and remove the belts
each injection pump must be changed. Make from the alternator pulley.
reference to the spacer chart for spacer thick­
ness. 5. Remove the small cover from the front hous­
ing.
SPACER CHART

SPACER PART NO. SPACER THICKNESS 6. Remove the nut and washer that hold the
accessory drive gear on the accessory drive
5M2697 .170 in. (4.32 mm) shaft.
2M4208 .1 74 in. (4.42 mm)
2M4209 .1 78 in. (4.52 mm)
2M4210 .182 in. (4.62 mm) 7. Make the accessory drive gear loose on the
2M4211 .186 in. (4.72 mm)
2M4212
shaft with the tooling as shown.
.190 in. (4.83 mm)
5M2691 .194 in. (4.93 mm)
5S7189 .198 in. (5.03 mm)

NOTE: The accessory drive shaft must have the

correct position with the engine crankshaft before
the fuel injection pump housing is installed.
Accessory Drive Shaft Timing

Tools Needed: 8S5417 Timing Fixture Plate.

8S2264 Puller Group.
8S8375 Sleeve.
8B7561 Step Plate.

1. Put No.l piston at top center (TC) on com­

pression stroke. Make reference to FINDING
TOP CENTER COMPRESSION POSITION
TOOLS INSTALLED
FOR NO. 1 PISTON. (Typical Example)

Tools Needed: 8S2264 Puller Group, 8S8375 Sleeve, 8B7561

2. Remove the injection pump housing from the Step Plate, two 3/8 in. 24-NF Bolts, 3.50 in. (88.9 mm) long
engine. and two flat washers.

8. Remove the puller tools and turn the acces­

3. Install the 8S541 7 Timing Fixture Plate on the
sory drive shaft to the correct position so that
back face of the accessory drive housing. Make
the 8S5417 Timing Fixture Plate can be
an alignment of the dowels and install the installed.
bolts as shown.
9. With the 8S5417 Timing Fixture Plate in­
stalled, put the washer on the accessory drive
shaft with the large diameter against the gear.
Install the nut and tighten to 103 ±10 lb. ft.
(139 + 14 N-m).

10. Install the cover on the front housing and

remove the 8S541 7 Timing Fixture Plate.

1 1. Turn the camshaft ot the injection pump so it

is in alignment with the end of the accessory
drive shaft. Install the injection pump housing
8S5417 TIMING FIXTURE PLATE INSTALLED
on the engine.
(Typical Example)
12. The injection pump camshaft is now timed to
NOTE: If the timing fixture plate can be installed, the No. 1 cylinder.
the accessory drive shaft timing is correct. If the
timing fixture plate can not be installed, make an 13. Make all necessary connections and installa­
adjustment to the accessory drive shaft timing as tion of components that were removed or
follows: disconnected.

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SCROLL FUEL SYSTEM TESTING AND ADJUSTING

Fuel Rack Setting

Rack Positioning Tool, Dial Indicator and

Circuit Tester Method:

Tools Needed: 9S240 Rack Positioning Tool Group.

4B9820 Wrench.

SPEED LIMITER PLUNGER

(Typical Example)

4. 9S8521 Rod (use to push speed limiter plunger in). 5.

9S8518 Plug (rod guide).

NOTE: On earlier engines the speed limiter re­

stricts rack travel until the plunger is pushed in.

5. With the rack held in shut-off position, put

44554X1
spacer (6) between the shoulder on the rod,
and hole attachment (7). With hole attach­
PARTS OF 9S240 RACK POSITIONING ment (7) held against the rod and the rod held
TOOL GROUP against spacer (6), adjust the dial on the
1. 8S4627 Circuit Tester. 2. 9S238 Rack Positioning indicator to read zero. Remove spacer (6).
Bracket Group. 3. 9S215 Dial Indicator. 4. 9S8521 Rod.
5. 9S8518 Plug.

The 9S238 Rack Positioning Bracket Group

makes it possible to measure rack position during
normal operation of the engine. The ability to see
rack position during operation can give most of the
information needed to find true horsepower out­
put and to make a diagnosis of the cause of loss of
power.

CAUTION: Do not start to adjust rack setting with

engine running. Engine must be stopped before
making an adjustment to the rack setting.

1. Refer to the RACK SETTING INFORMA­ DIAL INDICATOR ADJUSTED TO

ZERO READING
TION for the correct rack setting dimension. (Typical Example)

6. Spacer. 7. Hole attachment.

2. Disconnect the governor control linkage so the
governor control lever moves freely through its
complete length of movement.
6. Before starting the engine, be sure the rack
3. Remove the fuel ratio control and/or the rear moves freely throughout its entire length of
cover from the governor. Then remove the fuel travel. The speed limiter will restrict rack
rack cover and gasket from the front of the travel until the engine is operating with proper
flange of the accessory drive housing. oil pressure, or the plunger is pushed in.

4. Install 9S238 Rack Positioning Bracket Group 7. Connect one end of circuit tester (1) to the
(2) and 9S215 Dial Indicator (3) over the brass screw on the outside of the governor
opening for the fuel rack cover on the front housing and the other end to a good ground
flange of the accessory drive housing. on the housing.

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 SCROLL FUEL SYSTEM
TESTING AND ADJUSTING

8. With the speed limiter pushed in, move the

governor control lever toward the fuel-on
direction until the tester light comes on bright.

9. Slowly, move the governor control lever to­

ward the shut-off position until the light goes
out.

10. Again, slowly move the governor control lever

toward the fuel-on position, until the tester
light just comes on; adjusting screw (8) in rack
collar is now just in contact with the stop bar GAUGE INSTALLED
or torque spring. Rack setting dimension is 1. 7S7113 Rack Setting Gauge.
read directly from the 9S215 Dial Indicator.
2. Install the 7S7113 Rack Setting Gauge over
11. To adjust the rack setting, stop the engine. the front end of the fuel rack.
Then loosen locknut (9) and with wrench (10)
adjust screw (8) to get the correct rack setting 3. Set gauge to the proper rack setting. Refer to
dimension. Rack setting dimension is read the RACK SETTING INFORMATION for
directly from the dial indicator. correct setting.

4. To adjust the rack, refer to the topic RACK

POSITIONING TOOL, DIAL INDICATOR
AND CIRCUIT TESTER METHOD and fol­
low Steps 7 through 12.

NOTE: If the fuel injection pump housing is

removed from the engine the fuel rack setting can
be checked with 7S7113 Rack Setting Gauge but,
FT960 Adapter Assembly must also be used.

ADJUSTING RACK SETTING

(Typical Example)

8. Adjusting screw. 9. Locknut. 10. 4B9820 Wrench.

NOTE: Turn screw (8) clockwise to decrease rack GOVERNOR ADJUSTMENTS

movement. Never adjust rack by an addition or
removal of shims. CAUTION: A mechanic that has the proper train­
ing is the only one to make the adjustment of low
12. After the rack has been adjusted, tighten idle and high idle rpm. The correct low idle and
locknut (9) to 9 ± 3 lb. ft. (12 ± 4 N-m). high idle rpm, and the measurement for adjustment
of fuel system setting are in the RACK SETTING
INFORMATION.
Rack Setting Gauge Method:
Check engine rpm with a tachometer that has
Tools Needed: 7S7113 Rack Setting Gauge good accuracy. If the low idle or high idle rpm
8S4627 Circuit Tester needs an adjustment, use the following procedure:
FT960 Adapter Assembly
1. Remove cover at the back of the governor.
Use a 7S7113 Rack Setting Gauge to check the
fuel rack setting. 2. To make an adjustment to the high idle rpm,
turn high idle adjustment screw (2) clockwise
1. Remove the rack cover from the front of the to make the engine run slower. Turn high idle
accessory drive housing rear flange and the adjustment screw (2) counterclockwise to
cover trom the rear of the governor housing. make the engine run faster.

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SCROLL FUEL SYSTEM TESTING AND ADJUSTING

GOVERNOR ADJUSTMENTS
(Typical Example)

1. Low idle adjusting screw. 2. High idle adjusting screw.

3. To make an adjustment to the low idle rpm,

turn low idle adjustment screw (1) clockwise
to make the engine run slower. Turn low idle
adjustment screw (1) counterclockwise to
make the engine run faster.

4. Alter each idle adjustment is made, move the

governor lever to change the rpm of the
engine. Now move the governor lever back to
the point of first adjustment to check the idle
adjustment. Keep doing the adjustment prqce-
dure until the low idle and high idle rpm are
the same as given in the RACK SETTING
INFORMATION.

When the cover is installed on the governor, the

idle adjustment screws fit into holes in the cover.
The holes keep the idle adjustment screws from
turning after idle adjustment is done and the cover
is installed.

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 AIR INLET AND EXHAUST SYSTEM TESTING AND ADJUSTING

AIR INLET AND EXHAUST SYSTEM

RESTRICTION OF AIR INLET can be more than given in the RACK SETTING
AND EXHAUST INFORMATION. BE SURE THAT THE AIR
There will be a reduction of horsepower and INLET AND EXHAUST DO NOT HAVE A
efficiency of the engine if there is a restriction in RESTRICTION WHEN MAKING A CHECK OF
the air inlet or exhaust system. PRESSURE IN THE INLET MANIFOLD.
Air flow through the air cleaner must not have a Use the 4S6553 Instrument Group to check
restriction of more than 30 in. (762 mm) of water engine rpm, the pressure in the inlet manifold and
difference in pressure. pressure in the exhaust system. Special instruction
Form No. FE036044 is with the tool group and
Back pressure from the exhaust (pressure differ­ gives instructions for the test procedure.
ence measurement between exhaust outlet elbow
and atmosphere) must not be more than shown in
the chart.

ENGINES WITH ENGINES WITHOUT

TURBOCHARGERS TURBOCHARGERS

27" H20 34" H20

(686 mm) (864 mm)

MEASUREMENT OF PRESSURE 45689X1

IN INLET MANIFOLD
4S6553 INSTRUMENT GROUP
By checking the pressure in the inlet manifold
1. 4S6992 Differential Pressure gauges. 2. Zero adjustment
the efficiency of an engine can be checked by screw. 3. Lid. 4. 8M2743 Gauge. 5. Pressure tap fitting. 6.
making a comparison with the information given in 4S6991 Tachometer. 7. 4S6997 Manifold Pressure Gauge.
the RACK SETTING INFORMATION. This test is
used when there is a decrease of horsepower from
the engine, yet there is no real sign of a problem
with the engine.
The correct pressure for the inlet manifold is
given in the RACK SETTING INFORMATION.
Development of this information is done with
these conditions: 29.4 in. (746.7 mm) of mercury
barometric pressure, 85° F (29° C) outside air
temperature and 35 API rated fuel. Any change
from these conditions can change the pressure in
the inlet manifold. Outside air that has higher
temperature and lower barometric pressure than
given above will cause a lower horsepower and inlet
manifold pressure measurement, than given in the A. Remove elbow and install a tee for testing.
RACK SETTING INFORMATION. Outside air
that has a lower temperature and higher barometric CHECKING INLET MANIFOLD PRESSURE AT
pressure will cause a higher horsepower and inlet TORQUE CONVERTER STALL SPEED
manifold pressure measurement.
Inlet manifold pressure at torque converter stall
A difference in fuel rating will also change speed provides a convenient engine performance
horsepower and the pressure in the inlet manifold. test.
If the fuel is rated above 35 API, pressure in the
inlet manifold can be less than given in the RACK The torque converter stalling capacity, and the
SETTING INFORMATION. If the fuel is rated hydraulic system can be used to temporarily load
below 35 API, the pressure in the inlet manifold the engine.

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AIR INLET AND EXHAUST SYSTEM TESTING AND ADJUSTING

1. On engines equipped with an air compressor, MEASUREMENT OF EXHAUST

disconnect the air compressor air inlet line at TEMPERATURES
the cylinder head.
Use the 1P3060 Pyrometer Group to check
2. Connect the inlet manifold pressure gauge to exhaust temperature. Special Instruction Form No.
the opening in the cylinder head and connect GMG00697 is with the tool group and gives
the other components of the 4S6553 Instru­ instructions for the test procedure.
ment Group.

NOTE: The air compressor will be in operation,

but air that is not clean will go into the air system.
Do not operate for a long period of time with dirty
air going into the air system.

3. With the torque converter at operating temper­

ature, load the hydraulic system.
4. Use the brake to keep the vehicle stopped.
Shift to the highest forward gear and move the
governor control to the HIGH IDLE position.
Engine speed will increase until the hydraulic
system and the torque converter stall. At this 1P3060 PYROMETER GROUP
point, engine speed stabilizes.

NOTE: It may be necessary to reduce the load on CRANKCASE (CRANKSHAFT

the hydraulic system to maintain FULL LOAD COMPARTMENT) PRESSURE
SPEED.
Pistons or piston rings that have damage can be
the cause of too much pressure in the crankcase.
CAUTION: Do not leave the converter in a stall This condition will cause the engine to run rough.
condition for a long period of time; only that There will also be more than the normal amount of
necessary to record engine speed and boost pres­ fumes coming from the crankcase breather. This
sure. Observe the temperatures of the torque crankcase pressure can also cause the element for
converter oil and cooling system. Do not allow to the crankcase breather to have a restriction in a
overheat. very short time. It can also be the cause of oil
leakage at gaskets and seals that would not
normally have leakage.
5. Record the engine speed and inlet manifold
pressure. Normal crankcase pressure with a clean crank­
case breather is 2 in. (50.8 mm) of H20 or less.
6. Move the governor control to LOW IDLE
position and move transmission control lever
to NEUTRAL. CYLINDER CONDITION
Tools Needed:
7. Compare the engine speed and inlet manifold
pressure with the values in the RACK SET­ 3B7762 Tee. 7S8890 Adapter.
TING INFORMATION. If both values are 3B7767 Nipple. 7S8895 Adapter.
within their specified limits, engine output is 6K5875 Hose Assembly. 8S2268 Tube Assembly.
within expected limits. 8M2744 Gauge. 9S7341 Adapter.
1P5569 Tip. Air pressure regulator.
8. If stall speed is within limits, but boost is not,
determine why and correct.
Engine cylinder condition can be analyzed with
9. If boost and/or stall speed are outside their controlled pressure air through the engine cylinder
limits, determine cause as either a converter or precombustion chamber. Special Instruction Form
engine problem and correct. No. GMG00694 explains the procedure.

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 AIR INLET AND EXHAUST SYSTEM
TESTING AND ADJUSTING

4. Put air in the cylinder with force and check

tor air leakage. An air leak at the exhaust out­
let is an indication of exhaust valve leakage.
An air leak at the inlet of the air cleaner is an
indication ot intake valve leakage. An air leak
at the crankcase breather is an indication that
there can be a problem with the piston, piston
rings or the cylinder liner. It may be necessary
to remove inlet and outlet connections on
both sides of turbocharger to find leakage.

MEASURING AIR FLOW CYLINDER HEAD

1. Air regulator. 2. 6K6875 Hose Assembly and 7S8895
Adapter. 3. 8S2268 Tube Assembly and 9S7341 Adapt­
er. 4. 8M2744 Gauge (0 to 100 psi). 5. 7S8890 Adapter.
The cylinder head has valve seat inserts and valve
Parts not shown: 3B7762 Tee, 3B7767 Nipple, 1P5569 Tip. guides that can be removed when they are worn or
have damage. Replacement of these components
can be made with the following tools.

An engine that runs rough can have a leak at the

valves, or valves that need adjustment. Run the en­
gine at the speed that gives rough running. To find Valves
a cylinder that has low compression or does not
have good fuel ignition, loosen a fuel line nut at a Valve removal and installation is easier with use
fuel injection pump. This will stop the flow of fuel of 5S1330 Valve Spring Compressor Assembly and
to that cylinder. Do this for each cylinder until a 5S1322 Valve Keeper Inserter.
loosened fuel line is found that makes no differ­
ence in engine rough running. Be sure to tighten
each fuel line nut after the test before the next fuel
line nut is loosened. This test can also be an indi­
cation that the fuel injection is wrong, so more Valve Seat Inserts
checking of the cylinder will be needed. This test is
just a fast method of finding the cause of com­ Tools needed to remove and install valve seat
pression loss in a cylinder. Removal of the head inserts are in the 9S3080 Valve Insert Puller
and inspection of the valves and valve seats is nec­ Group. Special Instruction Form No. GMG02114
essary to find those small defects that do not nor­ gives an explanation for this procedure. The insert
mally cause a problem. Repair of these problems is can be more easily installed by lowering the
normally done when reconditioning (overhaul) the temperature of the insert before installing it in the
engine. head.
The procedure that follows will give a better in­
dication of the condition of the valves and valve
seats.
Valve Guides
1. Remove the fuel injection valve from the
precombustion chamber.
Tools needed to install valve guides are: 7S8858
2. Using a threaded fitting or rubber adapter, Driver Bushing and 7S8859 Driver. The counter­
connect an air hose to the precombustion bore in the driver bushing installs the guide to the
chamber. correct height. Use a 1P7450 Honing Arrangement
to make a finished bore in the valve guide after
3. Turn the crankshaft until the piston for the installing the guide in the head. Special Instruction
cylinder to be tested is at top center (TC) Form No. GMG00966 gives an explanation of this
compression position. The valves for the cylin­ procedure. Grind the valves after installing new
der will be closed. valve guides.

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AIR INLET AND EXHAUST SYSTEM TESTING AND ADJUSTING

GLOW PLUG AND PRECOMBUSTION CHAMBER

REMOVAL AND INSTALLATION

Tools Needed: 5P127 Socket (for glow plugs)

5F8353 Wrench (for precombustion cham­
bers)

Glow Plugs

Use a 5P127 Socket to remove and install glow

plugs. Before installing a glow plug, put 9M3710
Anti-Seize Compound on threads of the glow plug.
Tighten the glow plug to 1 20 ± 24 lb. in. (13.6 ±
2.8 N-m).

Precombustion Chamber 1. Center line of engine. 2. Center line of cylinder.

Use a 5F8353 Precombustion Chamber Wrench

to remove and install precombustion chambers.

Before installing a precombustion chamber, put

liquid soap in the bore and on the O-ring seal.
VALVE CLEARANCE SETTING
Put 5M2667 Gasket, with “2C” on it, on the
precombustion chamber. Put 9M3710 or 4S9416 NOTE: Valve clearance is measured between the
Anti-Seize Compound on the threads of the pre­ rocker arm and the valves.
combustion chamber. Install the precombustion
chamber in the cylinder head and tighten to 150 ± VALVE CLEARANCE SETTING WITH ENGINE STOPPED

10 lb. ft. (205 ± 14 N-m). If the opening for the Exhaust ................................................................... 025" (0.64 mm)
glow plug is not in the “A range”, remove the
precombustion chamber and 5M2667 Gasket. If Intake ...................................................................... 015" (0.38 mm)

the opening for the glow plug was in the “B range”

1. Put No. 1 piston at top center (TC) on the
use 2S8959 Gasket with “2S” on it. If the opening
compression stroke. Make reference to FIND­
for the glow plug was in the “C range” use 2S8960
ING TOP CENTER COMPRESSION POSI­
Gasket with “2X” on it. Put 9M3710 or 4S9416
TION FOR NO. 1 PISTON.
Anti-Seize Compound on the threads of the pre­
combustion chamber. Install the precombustion 2. Make an adjustment to the valve clearance on
chamber with the correct gasket and tighten the the intake valves for cylinders 1 and 2. Make
precombustion chamber to 150 ± 10 lb. ft. (205 ± an adjustment to the valve clearance on the
14 N-m). exhaust valves for cylinders 1 and 3.
EXHAUST VALVES

A76353X1 INTAKE VALVES

CYLINDER AND VALVE IDENTIFICATION

3. Turn the flywheel 360° in the direction of

engine rotation. This will put No.4 piston at
LATER ENGINES top center (TC) on the compression stroke.

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 AIR INLET AND EXHAUST SYSTEM
TESTING AND ADJUSTING

Example of finding the height of a lobe:

Base circle (C) 2.0000 in. (50.800 mm)
Add lobe lift (A) .3300 in. ( 8.382 mm)
Lobe height (B) 2.3300 in. (59.182 mm)

VALVE ADJUSTMENT

4. Make an adjustment to the valve clearance on

A. Lobe lift. B. Lobe height. C. Base circle.
the intake valve for cylinder 3 and 4. Make an
adjustment to the valve clearance on the
exhaust valves for cylinders 2 and 4.

5. After valve adjustment is correct, tighten the

nuts for the valve adjustment screws to 22 ± 3
lb. ft. (28 ± 4 N-m).

PROCEDURE FOR MEASURING

CAMSHAFT LOBES

To measure height (B) of camshaft lobes, use the

following procedure:

1. Measure basic circle (C) of one exhaust and

one intake lobe. Make a record of each
dimension.

2. Add lobe lift dimension (A) to each base circle

measurement. The lobe lift dimension (A) is
.3300 in. (8.382 mm).

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LUBRICATION SYSTEM TESTING AND ADJUSTING

LUBRICATION SYSTEM
One of the problems in the following list will 1. Be sure that the engine is filled to the correct
generally be an indication of a problem in the level with either SAE 10 or SAE 30 oil. If any
lubrication system for the engine. other viscosity of oil is used, the information
TOO MUCH OIL CONSUMPTION in the engine oil pressure chart does not apply.
OIL PRESSURE IS LOW 2. Find a location on the engine oil manifold to
OIL PRESSURE IS HIGH install a tee. The easiest method is to remove
TOO MUCH BEARING WEAR the sending unit for the present gauge and
TOO MUCH OIL CONSUMPTION install a tee at this location. Install a probe
from the 9S9102 Thermistor Thermometer
Oil Leakage on Outside of Engine Group in one side of the tee. Connect an
8M2744 Gauge from the 7S8875 Hydraulic
Check for leakage at the seals at each end of the Test Box to the other side of the tee.
crankshaft. Look for leakage at the oil pan gasket
and all lubrication system connections. Check to
see if oil is coming out of the crankcase breather.
This can be caused by combustion gas leakage
around the pistons. A dirty crankcase breather will
cause high pressure in the crankcase, and this will
cause gasket and seal leakage.

Oil Leakage Into Combustion

Area of Cylinders

Oil leakage into the combustion area of the

cylinders can be the cause of blue smoke. There are
OIL MANIFOLD
four possible ways for oil leakage into the combus­ (Typical Example)
tion area of the cylinders:
1. Pressure Test Location.

1. Oil leakage between worn valve guides and CAUTION: There are holes in the bores for the
valve stems. main bearings, between cylinders 1 and 2 and
between cylinders 3 and 4, for piston cooling
2. Worn or damaged piston rings or dirty oil orifices. These holes must have either orifices or
return holes. plugs installed.

3. Compression ring not installed correctly.

4. Oil leakage past the seal rings in the impeller

end of the turbocharger shaft.

Too much oil consumption can also be the result

of using oil with the wrong viscosity. Oil with a
thin viscosity can be caused by fuel getting in the
crankcase, or by the engine getting too hot.

OIL PRESSURE IS LOW

An oil pressure gauge that has a defect can give

an indication of low oil pressure. Check the gauge 7S8875 HYDRAULIC TEST BOX
with a test gauge.
3. Run the engine to get the engine oil tempera­
Use the following procedure to check engine oil ture at 210° F (99° C).
pressure. Do the procedure exactly or the pressure NOTE: A 5° F (3° C) increase in temperature gives
measurements are not good for comparison with approximately 1 psi (7 kPa) decrease in engine oil
the chart. pressure.

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LUBRICATION SYSTEM TESTING AND ADJUSTING

4. Keep the engine oil temperature constant. pressure reading on the test gauge is below the
With the engine at the rpm from the chart, minimum permissible pressure, find the cause
read the pressure gauge. Make a comparison and correct it. Operation of the engine with
between the pressure reading on the test gauge low oil pressure can be the cause of engine
and the minimum permissible pressure from failure or of a reduction in engine life.
the ENGINE OIL PRESSURE CHART. If the

E N G IN E O IL P R E S S U R E C H A R T

TEST SAE NO. MINIMUM PERMISSIBLE PRESSURE

rpm OF TEST OIL psi kPa

1500 rpm 10 30 207

or above
30 45 310

10 10 69

rpm 30 20 138

Crankcase Oil Level Oil Cooler

Check the level of the oil in the crankcase. Add Look for a restriction in the oil passages of the
oil if needed. It is possible for the oil level to be oil cooler. If the oil cooler has a restriction, the oil
too far below the oil pump supply tube. This will temperature will be higher than normal when the
cause the oil pump to not have the ability to engine is running. The oil pressure of the engine
supply enough lubrication to the engine compo­ will not get low just because the oil cooler has a
nents. restriction.

Oil Pump Does Not Work Correctly OIL PRESSURE IS HIGH

The inlet screen of the supply tube for the oil Oil pressure will be high if the bypass valve for
pump can have a restriction. This will cause the oil pump can not move from the closed
cavitation (the sudden making of low pressure position.
bubbles in liquids by mechanical forces) and a loss
of oil pressure. Air leakage in the supply side of the
oil pump will also cause cavitation and loss of oil TOO MUCH BEARING WEAR
pressure. If the bypass valve for the oil pump is
held in the open (unseated) position, the lubrica­ When some components of the engine show
tion system can not get to maximum pressure. Oil bearing wear in a short time, the cause can be a
pump gears that have too much wear will cause a restriction in an oil passage. A broken oil passage
reduction in oil pressure. can also be the cause.
Oil Filter and Oil Cooler Bypass Valves If the gauge for oil pressure shows enough good
oil pressure, but a component is worn because it is
If the bypass valve for the oil filter or oil cooler not getting enough lubrication, look at the passage
is held in the open position (unseated) and the oil for oil supply to that component. A restriction in a
filter or oil cooler has a restriction, a reduction in supply passage will not let enough lubrication get
oil pressure can be the result. To correct this to a component and this will cause early wear.
problem, install a new Caterpillar oil filter.

Too Much Clearance at Engine Bearings Or Open

(Broken or Disconnected Oil Line or Passage)
Lubrication System

Components that are worn and have too much

bearing clearance can cause oil pressure to be low.
Low oil pressure can also be caused by an oil line
or oil passage that is open, broken or disconnected.

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COOLING SYSTEM TESTING AND ADJUSTING

COOLING SYSTEM
The engine has a pressure type cooling system. A an effect on cooling system temperatures. For an
pressure type cooling system gives two advantages. example, look at the chart to see the effect of
The first advantage is that the cooling system can pressure and the height above sea level on the
operate safely at a temperature that is higher than boiling point (steam) of water.
the normal point where water changes to steam.
COOLING SYSTEM PRESSURE A284i7-ixi
The second advantage is that this type system
prevents cavitation (air in inlet of pump) in the
water pump. With this type system it is more
difficult for an air or steam pocket to form in the
cooling system.
The cause for an engine getting too hot is
generally because regular inspections of the cooling
system were not done. Make a visual inspection of
the cooling system before testing with testing
equipment.
BOILING POINT OF WATER
VISUAL INSPECTION OF THE COOLING SYSTEM
Checking Coolant Temperatures
1. Check coolant level in the cooling system.
Tools Needed: 9S9102 Thermistor Thermometer Group.
2. Look for leaks in the system.

3. Look for bent radiator fins. Be sure that air The 9S9102 Thermistor Thermometer Group is
flow through the radiator does not have a used in the diagnosis of overheating (engine run­
restriction. ning too hot) or overcooling (engine running too
cool) problems. This group can be used to check
4. Inspect the drive for the fan. the different parts of the cooling system. The
complete testing procedure is in Special Instruction
5. Check for damage to the fan blades. Form No. SMHS7140.
6. Look for air or combustion gas in the cooling
system.

7. Inspect the pressure cap and the sealing

surface for the cap. The sealing surface must
be clean.

8. Look for large amounts of dirt in the radiator

core and on the engine.

TESTING THE COOLING SYSTEM

9S9102 THERMISTOR THERMOMETER GROUP
Remember that temperature and pressure work
together. When making a diagnosis of a cooling
system problem, temperature and pressure must
both be checked. Cooling system pressure will have

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COOLING SYSTEM TESTING AND ADJUSTING

The locations for making the temperature checks with probe are listed below:

Fig. 2 Fig. 3 Fig. 4

Fig. 1
(Typical Illustration) (Typical I llustration) (Typical Illustration)

Fig. 1. Ambient (air temperature away from the machine and Fig. 3. Bottom tank (in the drain outlet for the radiator or
not in direct sunlight). the pipe plug location in the lower elbow of the radiator).
Fig. 2. Top tank (in a pipe plug location in the top tank of Fig. 4. Torque converter (in a pipe plug location of the oil
the radiator and in the housing for the regulators or in the outlet for the torque converter).
water manifold).

PROBE LOCATIONS TEMPERATURES PROBLEM CHECK FOR

Top Tank (Fig. 2) and Maximum 110° F (61° C) difference. Overheating Wrong Gear Selection.
Ambient (Fig. 1) Radiator Core with Restriction to Air Flow.
Bent Radiator Fins.
Low Fan Speed.
Damaged Fan Guard.
Wrong Blade Position.

Top Tank (Fig. 2) and Maximum 15” F (9 C) difference. Not enough Defect in Water Pump.
Bottom Tank (Fig. 3) Water Flow Collapsed Hoses.
Restriction in Radiator Core Tubes.
Low Coolant Level.

Top Tank (Fig. 2) and Under normal conditions, temperature Wrong Gear Selection.
Torque Converter difference maximum 40° F ( 22° C). Engine Operated with too Great a Load.
Oil Outlet (Fig*4) Overheating
At stall conditions, normal temperature Leakage Inside Torque Converter.
of torque converter oil 270“ F (132°C) Low Oil Flow From Torque Converter to Cooler.
for any extended period of time.

Top Tank (Fig. 2) and Maximum 2 F (1 ”C) difference with Overcooling Temperature Regulator will not Close.
Regulator Housing (Fig. 2) regulators open. Regulator Seals Leaking.
Coolant Flow Past the Regulator Flange.
Low Ambient Temperature with Light Loads.

Overheating Temperature Regulators will not Open.

Be sure the probe is installed in the liquid of the system being tested.

CAUTION: Do not tighten the probe to more than 30 lb. ft. (40 N-m) torque.

Check temperatures in the locations listed in the chart and make a comparison of these temperatures.
Look at the chart to see if these comparisons are within the range in the chart. Make the needed checks if
the temperatures are not within the ranges.

NOTE: To get the correct reading make a measurement of the temperatures during working conditions.

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COOLING SYSTEM TESTING AND ADJUSTING

Checking Radiator Air Flow

Tools Needed: 9S7373 Air Meter Group.
The 9S7373 Air Meter Group is used to check
the air flow through the radiator core. Overheating
can be caused by installing the wrong fan guard,
low fan speed, or a restriction in the radiator core
(clogging). The meter will give aid in finding a
restriction in the core. The testing procedure and
the correct readings are in Special Instruction
Form No. SMHS7063.

AIR FLOW
(Typical Illustration)
1. Fan hub area. 2. Fan blade area. 3. Area outside fan blade.

9S7373 AIR METER GROUP

WARNING: When making the checks fas­

A ten the transmission in neutral, put the
parking brakes on and lower all equipment.
Make all checks at engine LOW IDLE and on the
INSPECTING RADIATOR CORE FOR RESTRICTION
(Typical I llustration)

side of the radiator opposite the fan. Wear eye If the readings are not within the ranges, stop
protection. the engine, put a strong light behind the core and
inspect for a restriction. If the restriction is from
dirt remove by steam cleaning. If the restriction is
from bent fins use 2H1822 Radiator Fin Comb to
make the fins straight.
Checking Fan Speed
Tools Needed: 1P5500 Portable Phototach Group.
If the radiator core does not have a restriction,
check the fan speed with the 1P5500 Portable
Phototach Group. The complete testing procedure
is in Special Instruction Form No. SMHS7015.

CHECKING AIR FLOW IN CROSS AND

DIAGONAL LINES
(Typical I llustration)

Take readings in a cross and diagonal pattern.

Make a comparison of the readings in each line the
same distance from the center of the fan. Permit
differences for restrictions such as guards, braces
and engine components which will cause a change
in the rate of air flow.
NOTE: All readings are taken at engine LOW
IDLE. 1P5500 PORTABLE PHOTOTACH GROUP

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COOLING SYSTEM TESTING AND ADJUSTING

Pressure Cap 3. Look at the gauge for the exact pressure that
makes the pressure cap open.
One cause for a pressure loss in the cooling
system can be a bad seal on the pressure cap of the 4. Make a comparison of the reading on the
system. Inspect the pressure cap carefully. Look gauge with the correct pressure at which the
for damage to the seal or the sealing surface. Any pressure cap must open.
foreign material or deposits on the cap, seal or
sealing surface must be removed. NOTE: The correct pressure that makes the pres­
sure cap open is on the pressure cap and is also in
the SPECIFICATIONS.

5. If the pressure cap is bad, install a new

pressure cap.

Testing Radiator and Cooling System for Leaks

(Systems That Use Pressure Cap)

SCHEMATIC OF PRESSURE CAP

A. Sealing surface of cap and radiator. To test the radiator and cooling system for
leaks, use the following procedure:
To check the pressure cap for the pressure that
makes the pressure cap open, use the following 1. Remove the pressure cap from the radiator.
procedure:
WARNING: If the engine has been running
1. Remove the pressure cap from the radiator. A and the coolant is hot, loosen the pressure
cap to the first stop and let the pressure
WARNING: If the engine has been running out of the cooling system, then remove the
A and the coolant is hot, loosen the pressure
cap to the first stop and let the pressure
pressure cap.

2. Make sure the coolant is over the top of the

out of the cooling system, then remove the
pressure cap. radiator core.

2. Put the pressure cap on the 9S8140 Cooling 3. Put the 9S8140 Cooling System Pressurizing
System Pressurizing Pump Group. Pump Group on the radiator.

4. Get the pressure reading on the gauge to 3 psi

(20 kPa) more than the pressure on the
pressure cap.

5. Check the radiator for outside leakage.

6. Check all connections and hoses for the

cooling system for outside leakage.

7. If you do not see any outside leakage and the

pressure reading on the gauge is still the same
after 5 minutes, the radiator and cooling
system does not have leakage. If the reading
on the gauge goes down and you do not see
any outside leakage, there is leakage on the
9S8140 COOLING SYSTEM PRESSURIZING inside of the cooling system. Make repairs as
PUMP GROUP necessary.

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COOLING SYSTEM TESTING AND ADJUSTING

Filler Cap and Pressure Relief Valve

Stop the engine. Tighten the radiator filler cap

to seal the cooling system. Install suitable fittings
and a pressure test gauge into the radiator top
tank. Install a suitable air pressure regulating valve
as illustrated.

THERMOMETER INSTALLED

1. 2F7112 Thermometer.

WARNING: Be careful when working a-

A round an engine if it is running.

TESTING PRESSURE RELIEF VALVE

1. Pressure regulating valve. 2. Pressure gauge. 3. Overflow

port in cover. 4. Pressure relief valve.

Slowly pressurize the radiator top tank. The

highest pressure indicated on the gauge is the point
the relief valve opens. The pressure that makes the
pressure relief valve open is 13 to 16 psi (90 to 110
kPa).

THERMISTOR THERMOMETER GROUP INSTALLED

2. 9S9102 Thermistor Thermometer Group.

For Gauges with Color Temperature Ranges

Gauge for Water Temperature Install the test thermometer. Get the coolant
Tools Needed: 9S9102 Thermistor Thermometer Group, temperature at the test temperature (C) according
or to the test thermometer. The pointer of the gauge
2F7112 Thermometer and 6B5072 Bushing. on the instrument panel must be on the tolerance
mark (TT).
If the engine gets too hot and a loss of coolant is
a problem, a pressure loss in the cooling system
could be the cause. If the gauge for water temper­
ature shows that the engine is getting too hot, look
tor coolant leakage. If a place can not be found
where there is coolant leakage, check the accuracy
of the gauge for water temperature. Use the
9S9102 Thermistor Thermometer Group or the
2F7l 1 2 Thermometer and 6B5072 Bushing.

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COOLING SYSTEM TESTING AND ADJUSTING

For Direct Reading Gauges

Install the test thermometer. Get the coolant
temperature at 200°F according to the test ther­
mometer. The centerline of the pointer of the
gauge on the instrument panel must be .030 in.
(0.76 mm) or less on either side of the centerline
for the 200° mark.

Water Temperature Regulators

1. Remove the regulator from the engine.
2. Heat water in a pan until the temperature is
correct for opening the regulator according to
the chart. Move the water around in the pan to
make it all be the same temperature.
3. Hang the regulator in the pan of water. The
regulator must be below the surface of the wa­
ter and it must be away from the sides and
bottom of the pan.
4. Keep the water at the correct temperature for
10 minutes.
5. Remove the regulator from the water. Im­
mediately make a measurement of the distance
the regulator is open.

6. If the regulator is open to a distance less than

given in the chart, install a new regulator.

WATER TEMPERATURE REGULATORS

Minimum
Part No. Open Distance Temperature

in. mm °F °C

6N1848
7N208 .375 9.53 195° 90°
9S3808
4H1991 .310 7.87 185° 85°

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BASIC BLOCK TESTING AND ADJUSTING

BASIC BLOCK
PISTON RING GROOVE GAUGE It will cause more gear train noise at variable points
in the speed range.

A 5P3519 Piston Ring Groove Gauge is available CONNECTING ROD AND MAIN BEARINGS
for checking ring grooves with straight sides. For
instructions, on the use of the gauge, see the Bearings are available with .010 in. (0.25 mm).
GUIDELINE FOR REUSABLE PARTS; PISTONS .020 in. (0.51 mm) and .030 in. (0.76 mm) smaller
AND CYLINDER LINERS, Form No. SEBF8001. inside diameter than the original size bearings.
These bearings are for crankshafts that have been
“ground” (made smaller) than the original size.

CYLINDER LINER PROJECTION

Tools Needed: 1P2394 Adapter Plate.

Two 3H465 Plates.
Crossbar (from 8B7548 Push-Puller).
Two 5/8"—11 NC bolts, 5.5 in. (140 mm)
long.
Two 4B4281 Washers.
1P5510 Liner Projection Tool Group.

PISTON RING GROOVE GAUGE

CONNECTING RODS AND PISTONS

Use the 7S9470 Piston Ring Expander to re­

move or install piston rings.
Use the 7S9417 or 5P3525 Piston Ring Com­
pressor to install pistons into cylinder block.
Tighten the connecting rod bolts in the follow­
ing step sequence: CHECKING LINER PROJECTION
1. Bolts (two). 2. Crossbar. 3. 4B4281 Washers (two). 4.
1. Put crankcase oil on threads. 1P2394 Adapter Plate. 5. 3H465 Plates (two).

2. Tighten both nuts to 30 ± 3 lb. ft. (40 ± 4

N-m). Check liner height projection as follows:
3. Put a mark on each nut and cap. 1. Make sure that the bore in block and the cylin­
4. Tighten each nut 90° from the mark. der liner flange are clean.
2. Put adapter plate (4) on top the cylinder liner.
The connecting rod bearings should fit tightly in Put crossbar (2) on the adapter plate. Using
the bore in the rod. If bearing joints or backs are bolts (1), washers (3) and plates (5), install the
worn (fretted), check for bore size as this is an crossbar to the cylinder block as shown.
indication of wear because of looseness. Tighten bolts (1) in four steps to: 5 lb. ft. (7
N-m), 15 lb. ft. (20 N-m), 25 lb. ft. (35 N-m)
VIBRATION DAMPER and then to 50 lb. ft. (70 N-m). Distance from
bottom edge of crossbar, to top of cylinder
Damage to or failure of the damper will increase block, must be the same on both sides of the
vibrations and result in damage to the crankshaft. cylinder liner.

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BASIC BLOCK TESTING AND ADJUSTING

CYLINDER BLOCK

The bore in the block for main bearings can be

checked with the main bearing caps installed
without bearings. Tighten the nuts holding the caps
to the torque shown in the SPECIFICATIONS,
Form No. SENR7590. Alignment error in the
bores must not be more than .003 in. (0.08 mm).
Special Instruction Form No. GMG00503 gives
instructions for the use of 1P4000 Line Boring
Tool Group for making alignment in the main
bearing bores. 1P3537 Dial Bore Gauge Group can
ZEROING INDICATOR
be used to check the size of the bores. Special
Instruction Form No. GMG00981 is with the
6. 1P2402 Block. 7. 1P2403 Dial Indicator. 8. 1P5507
Gauge. group.

3. Put the dial indicator (7) on zero using the

back of gauge (8) with dial indicator (7) in­
stalled in block (6).
4. Use a 1P5510 Liner Projection Tool Group to
get a measurement of liner projection. Special
Instruction Form No. GMG00623 is with the
tool.

5. Make a measurement of the cylinder liner pro­

jection in at least four locations around the
cylinder liner. Projection must be within .0020
to .0056 in. (0.051 to 0.142 mm) and the four
measurements should not vary more than .001 1P3537 DIAL BORE GAUGE GROUP
in. (0.03 mm). The average projection between
adjacent cylinders must not vary more than
ENGINE MOUNTING BOLTS
.001 in. (0.03 mm).
NOTE: If liner projection changes from point to Make reference to Specifications for the correct
point around the liner, turn the liner to a new torques for the bolts which hold the engine
supports to the frame.
position within the bore. If still not within specifi­
cations move liner to a different bore.
FLYWHEEL AND FLYWHEEL HOUSING
NOTE: When liner projection is correct, put a
temporary mark on the liner and top plate so when Installing Ring Gear
seals and band are installed, the liner can be
installed in the correct position. Heat the ring gear to install it. Do not heat to
more than 600° F (315° C). Install the ring gear so
6. Use the 8S3140 Counterboring Tool Arrange­ the chamfer on the gear teeth is next to the starter
ment to machine the contact face on block if pinion when the flywheel is installed.
needed. Special Instruction Form No.
FM055228 gives an explanation of the use of Face Runout (axial eccentricity)
the 8S3140 Counterboring Tool Arrangement. of the Flywheel Housing

Tools Needed: 8S2328 Dial Indicator Group.

ADJUSTMENT SHIMS FOR LINER PROJECTION
If any method other than given here is used,
SHIM THICKNESS, COLOR CODE, AND PART NUMBER always remember bearing clearances must be re­
.007 in. .008 in. .009 in. .015 in. .030 in.
moved to get correct measurements.
(0.18 mm) (0.20 mm) (0.23 mm) (0.38 mm) (0.76 mm)

BLACK RED GREEN BROWN BLUE 1. Fasten a dial indicator to the crankshaft flange
so the anvil of the indicator will touch the face
8S6045 8S6046 8S6047 8S6048 8S6049
of the flywheel housing.

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BASIC BLOCK TESTING AND ADJUSTING

Bore Runout (radial eccentricity)

of the Flywheel Housing

2. Put a force on the crankshaft toward the rear

before reading the indicator at each point. 8S2328 DIAL INDICATOR GROUP INSTALLED

3. With dial indicator set at .000 in. (0.0 mm) at 1. With the dial indicator in position at (C), ad­
location (A), turn the crankshaft and read the just the dial indicator to “0” (zero). Push the
indicator at locations (B), (C) and (D). crankshaft up against the top bearing. Write
the measurement for bearing clearance on line
1 in column (C).
TOP
NOTE: Write the dial indicator measurements with
their positive ( + ) and negative (—) notation (signs).
This notation is necessary for making the calcula­
tions in the chart correctly.

c TOP

CHECKING FACE RUNOUT OF THE

FLYWHEEL HOUSING
A. Bottom. B. Right side. C. Top. D. Left side.

4. The difference between lower and higher

measurements taken at all four points must
not be more than .012 in. (0.30 mm), which is
the maximum permissible face run out (axial CHECKING BORE RUNOUT OF THE
eccentricity) of the flywheel housing. FLYWHEEL HOUSING

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BASIC BLOCK TESTING AND ADJUSTING

CHART FOR DIAL INDICATOR MEASUREMENTS

9. On the graph for total eccentricity find the
Position of
point of intersection of the lines for vertical
dial indicator eccentricity and horizontal eccentricity.
Line
No. A B C D 10. If the point of intersection is in the range
Correction for bearing clearance I 0 marked “Acceptable” the bore is in alignment.
Dial 1 ndicator Reading II 0 If the point of intersection is in the range
Total of Line 1 & 2 III 0 •* • *• marked “Not Acceptable” do Step 11.
11. Loosen the bolts holding the flywheel housing
‘Total Vertical eccentricity (out of round). to the cylinder block. Hit the flywheel housing
*‘Subtract the smaller No. from the larger No. The difference is
the total horizontal eccentricity.
lightly with a hammer to put it in the correct
A10234X1
position. Tighten the bolts holding the fly­
wheel housing to the cylinder block and do
Steps 1 through 10 again.
2. Divide the measurement from Step 1 by 2.
Write this number on line 1 in columns (B)&
(D).
3. Turn the crankshaft to put the dial indicator
at (A). Adjust the dial indicator to “0” (zero).
4. Turn the crankshaft counterclockwise to put
the dial indicator at (B). Write the measure­ Face Runout (axial eccentricity)
ment in the chart. of the Flywheel

5. Turn the crankshaft counterclockwise to put 1. Install the dial indicator as shown. Put a force
the dial indicator at (C). Write the measure­ on the crankshaft the same direction before
ment in the chart. the indicator is read to be sure the crankshaft
6. Turn the crankshaft counterclockwise to put end clearance (movement) is always removed.
the dial indicator at (D). Write the measure­ 2. Set the dial indicator to read .000 in. (0.0
ment in the chart. mm).
7. Add lines I & II by columns. 3. Turn the flywheel and read the indicator every
8. Subtract the smaller number from the larger 90°.
number in line III in columns (B) & (D). The 4. The difference between the lower and higher
result is the horizontal “eccentricity” (out of measurements taken at all four points must
round). Line III, column (C) is the vertical not be more than .006 in. (0.15 mm), which is
eccentricity. the maximum permissible face runout (axial
eccentricity) of the flywheel.

GRAPH FOR TOTAL ECCENTRICITY

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BASIC BLOCK TESTING AND ADJUSTING

Bore Runout (radial eccentricity) OIL PUMP INSTALLATION

of the Flywheel

1. Install the dial indicator (3) and make an ad­ The oil pump can be removed for inspection and
justment of the universal attachment (4) so it service^-without removing the timing gear cover.
With the cover in place, timing marks are not easy
makes contact as shown. to see. Therefore, time both balancer shafts, with
2. Set the dial indicator to read .000 in. (0.0 respect to No. 1 piston at TC or compression
stroke, in the following steps.
mm).
3. Turn the fly wheel and read the indicator every 1. Rotate the crankshaft to bring No. 1 piston to
90°. TC on compression stroke.

2. Drive dowel (7) back so it is flush with

mounting face of oil pump mounting bracket.
3. Rotate both balancer shafts so the flat portion
is away from the oil pan plate. Install bolts (6)
so they enter in countersunk holes in balancer
shafts and limit shaft movement. The bolts
should not be tight against the shaft counter­
sunk hole bottom.

4. Position oil pump on bottom of engine block

and install the mounting bolts loosely.

5. Install shims if necessary, between pump

mounting pads and cylinder block to adjust
backlash to .002 to .006 in. (0.05 to 0.15 mm)
between gear (4) and (5) and between gears
(2) and (3).
6. Drive dowel (7) back in place, through mount­
CHECKING BORE RUNOUT OF THE FLYWHEEL
ing bracket and into cylinder block. Tighten
the mounting bolts.
1. 7H1945 Holding Rod. 2. 7H1645 Holding Rod. 3.
7H1942 Indicator. 4. 7H1940 Universal Attachment.
7. Remove bolts (6) and check to see that the
countersunk holes are aligned with holes in oil
pan plate when No. 1 cylinder is in TC
position.

Timing mark alignment information shown in

the SPECIFICATIONS is to be used when the
timing gear cover is removed.

CHECKING FLYWHEEL CLUTCH

PILOT BEARING BORE
4. The difference between the lower and higher
measurements taken at all four points must
not be more than .006 in. (0.15 mm), which is
the maximum permissible bore runout (radial OIL PUMP INSTALLATION
eccentricity) of the flywheel. (Typical Example)
5. Runout (eccentricity) of the bore for the pilot 1. Right side balancer shaft. 2. Right side balancer shaft
bearing for the flywheel clutch, must not ex­ gear. 3. Idler gear. 4. Oil pump drive gear. 5. Left side
balancer shaft gear. 6. Bolt. 7. Dowel.
ceed .005 in. (0.13 mm).

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FLEXIBLE DRIVE COUPLING TESTING AND ADJUSTING

FLEXIBLE DRIVE COUPLING

CHECKING FLEXIBLE DRIVE
COUPLING ALIGNMENT

Position engine in mounting location within the

main frame. Check for correct engine-to-
transmission alignment as follows:

1. Remove the torque converter input flange.

2. Fasten a 7H1942 Indicator (with a 7H1940

Universal Attachment) to the torque converter
input shaft using a 7H1948 Snug, 7H1945
Holding Rod, 3/8 in. (9.5 mm) diameter rod 3
in. (76.2 mm) long and a 1J9778 Hose Clamp.

3. Zero the indicator on the outside diameter of

engine output flange as illustrated. Take an
indicator reading every 90° while rotating the
torque converter input shaft one complete
turn. CHECKING FACE ALIGNMENT
(Viewed from left side of machine).

Total indicator reading must not exceed .026 in. (0.66 mm).
Move front of engine as necessary to obtain correct dimen­
sion.

5. Zero the dial indicator. Take an indicator

reading every 90° while rotating the torque
converter input shaft one complete turn.

6. Recheck both settings and adjust if necessary.

When alignment is correct, tighten engine
mounting bolts according to the specifications
for the machine in ENGINE MOUNTING
BOLTS in specifications.

Misalignment

If it is necessary to shift the engine from one

CHECKING VERTICAL AND HORIZONTAL ALIGNMENT side to the other in the frame, loosen the hold­
(Viewed from left side of machine). down bolts and shift the engine accordingly.
Total indicator reading must not exceed .080 in. (2.03 mm).
Correct any misalignment by adding or removing shims under If the holes for the hold-down bolts are en­
engine rear supports. larged, dowels should be installed to hold the
engine in the proper location after it is bolted
down.

4. Remove the 7H1940 Universal Attachment. Extreme misalignment is probably the result of
Position the anvil of the dial indicator between bent main frame channels. They should be straight­
the bolt holes and the outside diameter of ened. Extreme wear in the engine front support
engine output flange as illustrated. will also cause misalignment.

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ELECTRICAL SYSTEM TESTING AND ADJUSTING

ELECTRICAL SYSTEM
Most of the testing of the electrical system can rating. Let the resistance remove the charge (dis­
be done on the engine. The wiring insulation must charge the battery) for 15 seconds. Immediately
be in good condition, the wire and cable con­ test the battery voltage. A 6 volt battery in good
nections clean and tight and the battery fully condition will test 4.5 volts; a 12 volt battery in
charged. If on the engine test shows a defect in a good condition will test 9 volts.
component, remove the component for more
testing. The Special Instruction (SEHS6891) with the
9S1990 Charger Tester gives the battery testing
BATTERY procedure.
Tools Needed: 5P300 Electrical Tester.
9S1990 or 1P7470 Battery Charger Tester. CHARGING SYSTEM
5P957 or 5P3414 Coolant and Battery
Tester. Tools Needed: 5P300 Electrical Tester.

NOTE: Make reference to Special Instruction NOTE: Make reference to Special Instruction
(GEG02276) and to the instructions inside of the (GEG02276) and to the instructions inside of the
cover of the tester, when testing with the 5P300 cover of the tester, when testing with the 5P300
Electrical Tester. Electrical Tester.

The battery circuit is an electrical load on the The condition of charge in the battery at each
charging unit. The load is variable because of the regular inspection will show if the charging system
condition of the charge in the battery. Damage to is operating correctly. An adjustment is necessary
the charging unit will result, if the connections, when the battery is always in a low condition of
(either positive or negative) between the battery charge or a large amount of water is needed (one
and charging unit are broken while the charging ounce per cell per week or every 50 service hours).
unit is charging. This is because the battery load is
lost and there is an increase in charging voltage. Test the charging units and voltage regulators on
the engine, when possible, using wiring and com­
High voltage will damage, not only the charging
ponents that are a permanent part of the system.
unit but also the regulator and other electrical
Off the engine (bench) testing will give an opera­
components.
tional test of the charging unit and voltage regula­
tor. This testing will give an indication of needed
repair. Final testing will give proof that the units
are repaired to their original operating condition.
Before starting on the engine testing, the
charging system and battery must be checked. See
the following Steps.
1. Battery must be at least 75% (1.240 Sp. Gr.)
full charged and held tightly in place. The bat­
tery holder must not put too much stress on
the battery.
2. Cables between the battery, starter and engine
9S1990 BATTERY CHARGER TESTER
ground must be the correct size. Wires and
cables must be free of corrosion and have
CAUTION: Never disconnect any charging unit cir­ cable support clamps to prevent stress on bat­
cuit or battery circuit cable from battery when the tery connections (terminals).
charging unit is charging. 3. Leads, junctions, switches and panel instru­
Load test a battery that does not hold a charge ments that have direct relation to the charging
when in use. To do this, put a resistance, across the circuit must give proper circuit control.
battery main connections (terminals). For a 6 volt 4. Inspect the drive components for the charging
battery, put a resistance of two times the ampere/ unit to be sure they are free of grease and oil
hour rating of the battery. For a 12 volt battery, and are able to drive the load of the charging
put a resistance of three times the ampere/hour unit.

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 ELECTRICAL SYSTEM
TESTING AND ADJUSTING

Alternator Regulator (Prestolite)

The regulator components are sealed in an

insulation ot epoxy. The regulator is an electronic
component with no moving parts (solid state) and
has an adjustment screw (1) on the back. This
voltage adjustment screw is used to meet different
operating needs at different times of the year. An
increase or decrease by .5 volts from the normal
(N) setting is made by removing the regulator and
changing the position of the adjustment screw and
washer. An increase to the voltage will be made by
moving the screw and washer to the “H” position
(2).

ALTERNATOR

1. Adjustment screw under plug (earlier regulator). 2. End

plate.

A54937X1

ALTERNATOR REGULATOR

1. Adjustment screw. 2. High output position. 3. Green

wire to field terminal of alternator. 4. Low output
position. 5. Orange wire to field supply terminal.

Alternator Regulator Adjustment LOCATION OF COVER

(Delco-Remy) 3. Cover.

2. Remove the rubber sealant from the adjust­

Set Screw Type (Earlier)
ment screw (4).
When the alternator is charging the battery too
much or not enough, an adjustment can be made
to the alternator regulator. Remove the plug from
the cover of the alternator regulator and turn the
inside adjustment with a screwdriver. Turn the
adjustment one or two notches to change the
alternator charging rate.

Set Screw Type (Later)

The later alternator has a different location for
the voltage adjustment screw than the early alter­
nator. The voltage adjustment screw for the later
alternator is located under the end plate.

To adjust the voltage setting, use the following

procedure:
ALTERNATOR REGULATOR
1. Remove end plate (2) and cover (3) from the
4. Voltage adjustment screw. 5. Field wire, 6. Transistor
alternator. pins.

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ELECTRICAL SYSTEM TESTING AND ADJUSTING

3. Use a voltmeter to measure alternator voltage Delco-Remy Alternator; Pulley Nut Tightening
output.
Tighten nut holding the pulley to a torque of 75
4. Turn adjustment screw (4) counterclockwise ± 5 lb. ft. (100 ± 7 N-m) with the tools shown.
to lower the voltage setting. Turn adjustment
screw (4) clockwise to raise the voltage setting.

5. Put 3S6252 Rubber Sealant on adjustment

screw (4) and install cover (3) and end plate
( 2).

CAUTION: Make certain that the field wire (5) is

not located over the transistor pins (6). The pins
can make a hole in the insulation of the wire.

ALTERNATOR PULLEY INSTALLATION

1. 8S1588 Adapter (1/2" female to 3/8” male). 2. 8S1590
Socket (5/16" with 3/8" drive). 3. 1P2977 Tool Group.
8H8555 Socket (15/16" with 1/2" drive) not shown.

Cap Type

When the alternator is either charging the bat­

tery too much or not enough, an adjustment can Alternator Regulator (Motorola)
be made to the alternator charging rate. 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 alter­
nator. The voltage adjustment cap has four posi­
tions: HI, LO, and two positions between the high
and the low setting.

VOLTAGE AOJ.
CONNECT ADJ. STRAP
ACROSS "HI" FOR +.6V
ACROSS "LO" FOR -,6V

VOLTAGE ADJUSTMENT
1. Metal strap.

When the alternator is either charging the

battery too much or not enough, an adjustment
can be made to the alternator charging rate. To
make an adjustment to the voltage output, remove
the cover from the voltage regulator and change
the location of the metal strap (1).
To make an increase in the voltage (approxi­
mately .4 volt in a 12 volt system and .6 volt in a
24 volt system), remove the nuts from the two
ALTERNATOR REGULATOR ADJUSTMENT studs nearest to the word “HI”. Install the metal
1. Voltage adjustment cap. strap on these studs and install the nuts.

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ELECTRICAL SYSTEM TESTING AND ADJUSTING

To make a decrease in the voltage (approxi­

mately .4 volt in a 12 volt system and .6 volt in a
24 volt system), remove the nuts from the two
studs nearest to the word “LO”. Install the metal
strap on these studs and install the nuts.

(Delco-Remy) (Paris-Rhone)
GENERATOR OUTPUT ADJUSTMENTS

1. Spring. 2. Stop (adjust by bending stop). 3. Points.

STARTING SYSTEM
FINE VOLTAGE ADJUSTMENT

2. Cover screw.

A fine adjustment can be made by removing Tools Needed: 5P300 Electrical Tester.
cover screw (2) from the insulator and turning the
adjustment screw with a Phillips screwdriver. Turn NOTE: Make reference to Special Instruction
clockwise to make an increase in voltage. (GEG02276) and to the instructions inside of the
cover of the tester, when testing with the 5P300
NOTE: Total adjustment is one half a turn. Electrical Tester.
CAUTION: Do not let screwdriver make contact
Use a D. C. Voltmeter to find starting system
with cover. components which do not function.

Move the starting control switch to activate the

starter solenoid. Starter solenoid operation can be
heard as the pinion of the starter motor is engaged
with the ring gear on the engine flywheel.

If the solenoid for the starting motor will not

operate, it is possible that the current from the
Generator Regulator battery is not getting to the solenoid. Fasten one
lead of the voltmeter to the connection (terminal)
When a generator is either overcharging or is not for the battery cable on the solenoid. Put the other
charging enough, a generator regulator tester can lead to a good ground. No voltmeter reading shows
be used to determine whether the voltage regulator there is a broken circuit from the battery. Further
control, or the current limiter control, or both, testing is necessary when there is a reading on the
require adjustment. To obtain an accurate test, the voltmeter.
regulator cover must not be removed and the
regulator must be warmed to operating tempera­ The solenoid operation also closes the electric
ture. circuit to the motor. Connect one lead of the
voltmeter to the solenoid connection (terminal)
The voltage regulator and the current limiter that is fastened to the motor. Put the other lead to
controls in Delco-Remy regulators have spring a good ground. Activate the starter solenoid and
tension adjustment screws. The Paris-Rhone con­ look at the voltmeter. A reading of battery voltage
trol uses a spring tension adjustment stop. To shows the problem is in the motor. The motor
increase generator voltage or current, increase the must be removed for further testing. No reading on
spring tension on the respective control. Decrease the voltmeter shows that the solenoid contacts do
spring tension to decrease generator output. After not close. This is an indication of the need for
a regulator has been adjusted always test th^| repair to the solenoid or an adjustment to be made
generator output with the regulator cover installed. to the starter pinion clearance.

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ELECTRICAL SYSTEM TESTING AND ADJUSTING

Further test by fastening one voltmeter lead to

the connection (terminal) for the small wire at the
solenoid and the other lead to the ground. Look at
the voltmeter and activate the starter solenoid. A
voltmeter reading shows that the problem is in the
solenoid. No voltmeter reading shows that the
problem is in the magnetic switch, heat-start
switch, or wiring.

Fasten one voltmeter lead to the connection

(terminal) for the battery cable on the magnetic
switch for the starter. Fasten the other lead to a
good ground. No voltmeter reading shows there is a
broken circuit from the battery.

Fasten one voltmeter lead to the connection CONNECTIONS FOR ADJUSTING

(terminal) for the line from the heat-start switch. THE PINION POSITION
Fasten the other lead to a good ground. 1. Jumper lead flashing point.

Activate the magnetic switch. A voltmeter read­

ing indicates the malfunction is in the magnetic 1. To adjust the pinion distance, connect the
switch. No voltmeter reading indicates a need for solenoid to a 12 volt battery as shown.
further testing.
Momentarily flash the jumper lead from the
Fasten one voltmeter lead to the heat-start motor terminal stud of the solenoid to the
switch at the connection (terminal) for the wire terminal stud at (1) in the commutator end
from the battery. Fasten the other lead to a good head to shift the solenoid and drive into the
ground. No voltmeter reading indicates a broken cranking position.
circuit from the battery. Make a check of the
circuit breaker and wiring. If there is voltmeter Remove the jumper lead.
reading, the malfunction is in the heat-start switch
or in the wiring. NOTE: The drive will remain in the cranking
position until the battery is disconnected.
Fasten one lead of the voltmeter to the battery
wire connection of the starter switch and put the Push the drive toward the commutator end of
other lead to a good ground. A voltmeter reading the motor to eliminate any slack movement in
indicates a failure in the switch. the linkage and measure the distance between
the outside edge of the drive sleeve and the
thrust washer. The distance (3) must be .02 to
A starting motor that operates too slow can have .05 in. (0.51 to 1.27 mm).
an overload because of too much friction in the
engine being started. Slow operation of the starting Adjust to this dimension by turning the
motor can also be caused by shorts, loose connec­ adjusting nut (2) in or out as required.
tions, and/or dirt in the motor.

Pinion Clearance Adjustment (Prestolite)

There are two adjustments on this type motor.

Armature end play and pinion position.

Armature End Play

Adjust to .005 to .030 in. (0.13 to 0.76 mm) by

adding or removing thrust washers on the commu­
PINION POSITION ADJUSTMENT
tator end of the armature shaft.
2. Adjusting nut. 3. Distance.

Pinion Position
2. To test assembly of solenoid, it will be
necessary to have an interference block cut to
This adjustment is accomplished in two steps. thk dimensions shown.
►
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ELECTRICAL SYSTEM TESTING AND ADJUSTING

If the test light lights, the solenoid has been

assembled wrong. Remove the cover from the
solenoid and check the contact component as­
sembly. If the test light does not light, connect a
carbon pile between the switch and battery and
voltmeter to the terminals (4) and (5).

Position the .50 in. (12.7 mm) side of the

interference block against the drive gear and adjust
the voltage with the carbon pile. The test light
must light before 16 volt reading. If the test light
does not light, turn the adjusting nut (2) out until
INTERFERENCE BLOCK DIMENSIONS
the light comes on. After all adjustments have been
made, replace the plug and washer in the shift
linkage cover.
Connect the solenoid to 24 volts as shown.
Pinion Clearance Adjustment (Delco-Remy)
Position the .9844 in. (25.003 mm) side of the
interference block against the pinion as shown and (Paris-Rhone)
close the switch in the battery circuit.
Whenever the solenoid is installed, the pinion
With the switch closed and the .9844 in. (25.003 clearance should be adjusted. The adjustment
mm) side of the interference block in place, the should be made with the starting motor removed.
test light must not light. Make sure the interference
block is against the drive gear and not against the
drive sleeve.

CONNECTIONS FOR TESTING SOLENOID

CONNECTIONS FOR CHECKING PINION CLEARANCE
4. Solenoid motor terminal. 5. Solenoid control switch
1. Connector from MOTOR terminal on solenoid to motor.
terminal. 6. 12V Test lamp. 7. Switch.
2. SW terminal. 3. Ground terminal.

Bench test and adjust the pinion clearance at

installation of solenoid as follows:

1. Install the solenoid without connector (1)

from the MOTOR terminal on solenoid to the
motor.

2. Connect a battery, of the same voltage as the

solenoid, to the terminal (2), marked SW.

3. Connect the other side of battery to ground

terminal (3).
INTERFERENCE BLOCK IN POSITION

8. Interference block.
4. MOMENTARILY flash a jumper wire from the
solenoid terminal marked MOTOR to the
CAUTION: Due to the amount of current being ground terminal. The pinion will shift into
passed through the solenoid series winding, thesi? cranking position and will remain there until
tests should be made as brief as possible. the battery is disconnected.

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ELECTRICAL SYSTEM TESTING AND ADJUSTING

5. Push pinion towards commutator end to elimi­

nate free movement.

6. Pinion clearance (6) should be .36 in. (9.1

mm) for Delco-Remy motors and .039 ± .02
in. (1.0 ± 0.5 mm) for Paris-Rhone.
7. Adjust clearance by removing plug and turning
shaft nut (4).

PINION CLEARANCE ADJUSTMENT

(Paris-Rhone)

4. Shaft end. 5. Pinion. 6. Pinion clearance.

PINION CLEARANCE ADJUSTMENT

(Delco-Remy)

4. Shaft nut. 5. Pinion. 6. Pinion clearance.

CATERPILLAR
Caterpillar, Cat and H are Trademarks of Caterpillar Tractor Co.

CATERPILLAR FUNDAMENTAL ENGLISH JULY 1978

FORM NO. SEN R7591 PRINTED IN U.S.A.

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