Usage:
Introduction
NOTE: The specifications given for "use again" and "permissible" are intended for guidance only and Caterpillar Tractor Co. hereby expressly denies and excludes any representation, warranty or implied warranty of the reuse of any component.
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.
- 1. Engine Will Not Start.
- 2. Misfiring or Running Rough.
- 3. Stall at Low rpm.
- 4. Sudden Changes in Engine rpm.
- 5. Not Enough Power.
- 6. Too Much Vibration.
- 7. Loud Combustion Noise.
- 8. Loud Noise (Clicking) From Valve Compartment.
- 9. Oil in Cooling System.
- 10. Mechanical Noise (Knock) in Engine.
- 11. Fuel Consumption Too High.
- 12. Loud Noise From Valves or Valve Drive Components.
- 13. Little Movement of Rocker Arm and Too Much Valve Clearance.
- 14. Valve Spring Lock is Free.
- 15. Oil at the Exhaust.
- 16. Little or NO Valve Clearance.
- 17. Engine Has Early Wear.
- 18. Coolant in Lubrication Oil.
- 19. Too Much Black or Gray Smoke.
- 20. Too Much White or Blue Smoke.
- 21. Engine Has Low Oil Pressure.
- 22. Engine Uses Too Much Lubrication Oil.
- 23. Engine Coolant is Too Hot.
- 24. Starter Motor Does Not Turn.
- 25. Alternator Gives No Charge.
- 26. Alternator Charge Rate is Low or Not Regular.
- 27. Alternator Charge Too High.
- 28. Alternator Has Noise.
- 29. Exhaust Temperature is Too High.
- 2. Misfiring or Running Rough.
Engine Will Not Start
Misfiring Or Running Rough
Stall At Low RPM
Sudden Changes In Engine RPM
Not Enough Power
Too Much Vibration
Loud Combustion Noise (Sound)
Loud Noise (Clicking) From Valve Compartment
Oil In Cooling System
Mechanical Noise (Knock) In Engine
Fuel Consumption Too High
Loud Noise From Valves Or Valve Drive Components
Little Movement Of Rocker Arm And Too Much Valve Clearance
Valve Spring Lock Is Free
Oil At The Exhaust
Little Or No Valve Clearance
Engine Has Early Wear
Coolant In Lubrication Oil
Too Much Black Or Gray Smoke
Too Much White Or Blue Smoke
Engine Has Low Oil Pressure
Engine Uses Too Much Lubrication Oil
Engine Coolant Is Too Hot
Starter Motor Does Not Turn
Alternator Gives No Charge
Alternator Charge Rate Is Low Or Not Regular
Alternator Charge Too High
Alternator Has Noise
Exhaust Temperature Is Too High
Fuel System
Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.
Many times work is done on the fuel system when the problem is really with some other part of the engine. The source of the problem is difficult to find, especially when smoke comes from the exhaust. Smoke that comes from the exhaust can be caused by a bad fuel injection valve, but it can also be caused by one or more of the reasons that follow:
- a. Not enough air for good combustion.
- b. An overload at high altitude.
- c. Oil leakage into combustion chamber.
- d. Not enough compression.
- b. An overload at high altitude.
Fuel System Inspection
A problem with the components that send fuel to the engine can cause low fuel pressure. This can decrease engine performance.
1. 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.
2. Check the fuel lines for fuel leakage. Be sure the fuel supply line does not have a restriction or a bad bend.
3. Install a new fuel filter. Clean the fuel screen located in the inlet valve of the fuel transfer pump.
4. Remove any air that may be in the fuel system.
Removing Air From The Fuel System
Open the drain valve on the fuel injection pump housing. Operate the fuel priming pump until fuel without air comes from the drain lines. Close the drain valve.
To remove air from the fuel injection lines, loosen the fuel line nuts on the fuel injection nozzles 1/2turn. Move the governor lever to the low idle position. Crank the engine with the starter motor until fuel without air comes from the loosened fuel line connections. Tighten the fuel line nuts.
NOTE: The fuel priming pump will not give enough pressure to push fuel through the reverse flow check valves in the fuel injection pumps.
Check Engine Cylinders Separately
An easy check can be made to find the cylinder that runs rough (misfires) and causes black smoke to come out of the exhaust pipe.
Run the engine at the speed that is the roughest. Loosen the fuel line nut at a fuel injection pump. This will stop the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is found that makes no difference in engine performance. Be sure to tighten each fuel line nut after the test before the next fuel line nut is loosened. Check each cylinder by this method. When a cylinder is found where the loosened fuel line nut does not make a difference in engine performance, test the injection pump and fuel injection nozzle for that cylinder.
Temperature of an exhaust manifold port, when the engine runs at low idle speed, can also be an indication of the condition of a fuel injection nozzle. Low temperature at an exhaust manifold port is an indication of no fuel to the cylinder. This can possibly be an indication of a nozzle with a defect. Extra high temperature at an exhaust manifold port can be an indication of too much fuel to the cylinder, also caused by a nozzle with a defect.
The most common defects found with the fuel injection valves are:
- 1. Carbon on tip of the nozzle or in the nozzle orifice.
- 2. Orifice wear.
| NOTICE |
|---|
Do not test or disassemble nozzles unless you have the correct service tools. |
NOTE: Do not disassemble fuel nozzles before they have been tested. See TESTING FUEL INJECTION NOZZLES.
Testing 9N3979 And 1W5829 Fuel Injection Nozzles
- *5P4150 Nozzle Testing Group.5P4244 Adapter.8S2270 Fuel Collector.FT1384 Extension.8S2245 Cleaning Tool Group.
1F1153 Needle Nose Pliers.8H8505 Combination Wrench.8H8502 Combination Wrench.8S2274 Socket.8S1589 Socket.9S5031 Socket.5P4813 Socket.5/64" Hex Wrench.
*Special Instruction Form No. SEHS7292.
5P4150 NOZZLE TESTING GROUP
A. 5P4721 Tube. B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa) used to test PC capsule valves. C. 2P2324 Gauge, 0 to 5000 psi (0 to 34 500 kPa) used to test DI capsule valves and pencil-type nozzles. D. Gauge protector valve for 5P4146 Gauge (B). E. Gauge protector valve for 2P2324 Gauge (C). F. On-off valve. G. Pump isolator valve. H. 5P4720 Fitting. J. 5P8744 Adapter for capsule nozzles. K. 5P4244 Adapter for pencil-type nozzles.
EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).
| NOTICE |
|---|
Be sure to use clean SAE J967 Calibration oil when tests are made. Dirty test oil will damage components of fuel injection nozzles. The temperature of the test oil must be 65 to 75°F (18 to 24°C) for good test results. |
Order calibration oil by part number, in the quantities needed, according to the information that follows:
Kent-Moore Tool Division29784 Little Mack
Roseville, MI. 48066
Order:
J-26400-5 [U.S. gal. (18.9 liter)
J-26400-15 [15 U.S. gal. (56.7 liter)
J-26400-30 [30 U.S. gal. (113.5 liter)
J-26400-55 [55 U.S. gal. (208.2 liter)
Viscosity Oil Company3200 South Western Ave.
Chicago, IL 60608
Order:
Viscor Calibration Fluid
1487C-SAE J-967C
Available in 30 U.S. gal. (113.5 liter) or 55 U.S. gal. (208.2 liter) drums.
To test a fuel injection nozzle, all five steps of the test procedure must be completed, and the step sequence must be as follows:
- I. Valve Opening Pressure Test.
- II. Flush the Nozzle.
- III. Tip Leakage Test.
- IV. Orifice Restriction Test.
- V. Cap Leakage Test.
- II. Flush the Nozzle.
NOTE: Do all tests before the nozzle is disassembled for cleaning, or before any adjustments are made to a nozzle. A test can show that the nozzle must not be used again.
Nozzle Preparation for Test
Before fuel injection nozzle (1) can be tested, all loose carbon around the tip of the nozzle must be removed with the 8S2258 Brass Wire Brush (M).
REMOVING CARBON DAM
1. Fuel injection nozzle. 2. Carbon dam. 3. Seal. Remove carbon dam (2) with needle nose pliers and remove seal (3) from the nozzle.
| NOTICE |
|---|
Do not use a steel brush or a wire wheel to clean the nozzle body or the nozzle tip. Use of these tools can cause a small reduction of orifice size, and this will cause a large reduction in engine horsepower. Too much use of the 8S2258 Brass Wire Brush will also remove the coating that is on the nozzle for protection. |
Clean the groove for carbon seal dam (2) and the body of the nozzle below the groove with the 8S2258 Brass Wire brush (M). Remove the carbon, but be sure not to use the brush enough to cause damage to the body of the nozzle.
NOTE: A change in color in the area below the groove is normal and does not affect the body of the nozzle.
Remove cap from nozzle for all tests except Cap Leakage Test.
8S2245 CLEANING KIT
M. 8S2258 Brass Wire Brush. N. 8S2252 Carbon Seal Tool. P. 8S2250 Nozzle Holding Tool.
I. Valve Opening Pressure Test (VOP)
1. Loosen nut (5) and turn nozzle tip down so that it extends into FT1384 Extension (R) as shown.
2. Tighten nut (5) to 5P4244 Adapter (Q). Nut (5) can be tightened by hand if 1H1023 O-ring Seal (6) is not damaged.
FUEL INJECTION NOZZLE CONNECTOR
5. Nut. 6. 1H1023 O-ring Seal for fuel line.
NOZZLE CONNECTED TO 5P4150 NOZZLE TESTER (TYPICAL)
Q. 5P4244 Adapter. R. FT1384 Extension. S. 8S2270 Fuel Collector.
 |
When fuel injection nozzles are tested, be sure to wear eye protection. Test fluid comes from the orifices in the nozzle tip with high pressure. The fluid can pierce (go thru) the skin and cause serious injury to the operator. Keep the tip of the nozzle pointed away from the operator and into the 8S2270 Fuel Collector and FT1384 Extension. |
 |
NOZZLE READY FOR TEST
E. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
| NOTICE |
|---|
Put a shop towel around the top of the nozzle (pressure screw end) to take in any fuel leakage. |
3. Close on-off valve (F). Open pump isolator valve (G).
4. Open gauge protector valve (E). Operate the pump to make a slow increase in pressure until the valve in the fuel injection nozzle just starts to open. Read the maximum gauge pressure at the instant fluid flows from the tip.
NOTE: It is possible for the pressure reading of the gauge to go down fast if the valve makes a noise (chatters) when it opens. It is also possible for the pressure reading of the gauge to be almost constant when the valve in the fuel injection nozzle opens.
NOTE: The valve in the fuel injection nozzle can be good and still not make a noise (chatter), or not have a very fine vapor (spray) from the orifices in the tip of the fuel injection nozzle during Step 4.
If the opening pressure is less than 1500 psi (10 300 kPa), do not use the fuel injection nozzle again.
II. Flush the Nozzle
1. Close gauge protector valve (E). Close on-off valve (F). Open pump isolator valve (G).
NOTE: Make sure nozzle extends inside and below the top of FT1384 Extension (R).
2. Operate the pump rapidly for three full strokes.
III. Tip Leakage Test
1. Remove all fuel from the nozzle tip and body with a cloth.
2. Put a clean cloth around the top of the body of the fuel injection nozzle (pressure screw end) to take in the leakage and prevent any fuel leakage to drain down to the tip of the nozzle.
3. Open gauge protector valve (E). Be sure the nozzle tip is completely dry.
4. Make and hold for 15 seconds a pressure of 200 psi (1380 kPa) less than the opening pressure measured in VOP Test I.
5. If the nozzle is not within specifications, DO NOT USE THE NOZZLE.
CLOTH ON TOP OF NOZZLE
E. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
IV. Orifice Restriction Test
1. Close gauge protector valve (E) and on-off valve (F). Open pump isolator valve (G).
2. Point the tip of the fuel injection nozzle into the 8S2270 Fuel Collector and FT1384 Extension.
3. Make a rapid increase in pressure and look at the orifice discharge pattern (shape of discharge) when fluid begins to flow through the fuel injection nozzle. The discharge must be the same through all four orifices. Any change, either vertically or horizontally, is an indication of a bad nozzle.
GOOD NOZZLE (USE AGAIN)
TYPICAL DISCHARGE PATTERN FOR ORIFICE WITH A RESTRICTION (RECONDITIONING OR REPLACEMENT NECESSARY)
TYPICAL DISCHARGE PATTERN WITH HORIZONTAL DISTORTION (RECONDITIONING OR REPLACEMENT NECESSARY)
TYPICAL DISCHARGE PATTERN WITH VERTICAL DISTORTION (RECONDITIONING OR REPLACEMENT NECESSARY)
V. Cap Leakage Test
1. Remove fuel injection nozzle (1) from the 5P4150 Nozzle Tester and put it in 8S2250 Nozzle Holding Tool (P).
2. Install new 1H1023 O-ring Seal (6).
3. Install cap (4) and tighten to 110 to 120 lb. in. (12.4 to 13.6 N·m).
NOZZLE CAP INSTALLATION
1. Fuel injection nozzle. 4. Cap. 6. 1H1023 O-ring seal.
TIGHTENING CAP
7. 9S5031 Socket. P. 8S2250 Nozzle Holding Tool.
| NOTICE |
|---|
Do not tighten the cap more than torque shown or the new O-ring seal will be damaged. |
4. Put fuel injection nozzle (1) on the 5P4150 Nozzle Tester with the nozzle tip in the 8S2270 Fuel Collector and FT1384 Extension.
5. With gauge protector valve (E) open, pump the tester until cap (4) is completely full of fuel and the pressure on the gauge is 4000 psi (27 500 kPa).
NOTE: 15 to 20 strokes of the pump can be necessary for the pressure to reach 4000 psi (27 500 kPa).
There must be no leakage between the cap and the body of fuel injection nozzle.
6. If there is leakage, make a replacement of 1H1023 Seal (6) and inspect cap (4) for cracks. Test the nozzle again. If there is still leakage, replacement of fuel injection nozzle is necessary.
7. If no fuel leakage is found, fuel injection nozzle is acceptable. Slide new seal (3) into position over the nozzle. Install new carbon dam (2) in nozzle groove with 8S2252 Carbon Seal Tool (N).
INSTALLING CARBON DAM
2. Carbon dam. 3. Seal. N. 8S2252 Carbon Seal Tool.
Troubleshooting Of 9N3979 And 1W5829 Fuel Injection Nozzles
Use the guide that follows to troubleshoot for problems with the fuel injection nozzles.
Adjustment And Cleaning Of 9N3979 And 1W5829 Fuel Injection Nozzles
For the procedure to clean the nozzles, see Special Instruction Form No. SEHS7292.
NOTE: Do not clean or adjust a nozzle with a valve opening pressure (VOP) less than 1500 psi (10 300 kPa).
Valve Opening Pressure (VOP) Adjustment
FUEL INJECTION NOZZLE
1. Fuel injection nozzle. 2. Locknut (for pressure adjustment screw). 3. Pressure adjustment screw. 4. 1H1023 O-ring Seal for cap. 5. Locknut (for lift adjustment screw). 6. Lift adjustment screw.
1. Remove fuel injection nozzle (1) from the 5P4150 Nozzle Tester and put it in the 8S2250 Nozzle Holding Tool (P).
LOOSENING LOCKNUT
1. Fuel injection nozzle. 7. 8H8502 Combination Wrench. P. 8S2250 Nozzle Holding Tool.
2. Loosen locknut (5) that holds lift adjustment screw (6). Turn lift adjustment screw (6) counterclockwise two turns.
| NOTICE |
|---|
If the lift adjustment screw is not turned counterclockwise two turns, the valve can be bent or the seat for the valve can be damaged when the pressure adjustment screw is turned. |
3. Hold lift adjustment screw (6) with a 5/64" hex wrench (8) and remove locknut (5).
REMOVING LOCKNUT
5. Locknut (for lift adjustment screw). 8. 5/64" hex wrench.
LOOSENING LOCKNUT
1. Fuel injection nozzle. 9. 8H8505 Combination Wrench.
4. Loosen locknut (2) that holds pressure adjustment screw (3).
5. Put fuel injection nozzle (1) on the nozzle tester. Turn pressure adjustment screw (3) clockwise with 5P4813 Socket (10). Each one-fourth of a turn will increase the opening pressure approximately 250 psi (1720 kPa).
OPENING PRESSURE ADJUSTMENT
10. 5P4813 Socket.
6. Turn pressure adjustment screw (3) clockwise until the valve opening pressure is within specifications.
NOTE: If nozzle can not be adjusted to specifications, make a replacement of the nozzle.
TIGHTENING LOCKNUT
1. Fuel injection nozzle. 9. 8H8505 Combination Wrench. 10. 5P4813 Socket.
7. Hold pressure adjustment screw (3) and tighten locknut (2) just enough so that pressure adjustment screw (3) will not turn.
8. After the opening pressure adjustment is made, install locknut (5) that holds lift adjustment screw (6). Make the valve lift adjustment. See VALVE LIFT ADJUSTMENT.
Valve Lift Adjustment
1. With the valve opening pressure correct, pump test oil through the fuel injection nozzle. At the same time, hold locknut (5) and slowly turn lift adjustment screw (6) clockwise until the pressure starts to increase above the opening pressure.
2. To be sure the valve is on the seat, increase the pressure 200 to 500 psi (1380 to 3450 kPa) more than the opening pressure.
| NOTICE |
|---|
Do not bend the valve or damage the seat by turning lift adjustment screw (6) with too much force. |
NOTE: Some test oil can be at the tip of the fuel injection nozzle, but a constant flow of drops (dribble) must not be seen.
TIGHTENING LOCKNUT
1. Fuel injection nozzle. 7. 8H8502 Combination Wrench. 8. 5/64" Hex Wrench.
3. Turn lift adjustment screw (6) counterclockwise 3/4 ± 1/8 of a turn.
4. Hold lift adjustment screw (6) with 5/64" hex wrench (8) and tighten locknut (5) just enough so that lift adjustment screw (6) will not turn.
Tightening Locknuts and Cap
1. Remove fuel injection nozzle (1) from 5P4150 Nozzle Tester and put it in 8S2250 Nozzle Holding Tool (P).
FUEL INJECTION NOZZLE
1. Fuel injection nozzle. 2. Locknut (for pressure adjustment screw). 3. Pressure adjustment screw. 4. 1H1023 O-ring Seal for cap. 5. Locknut (for lift adjustment screw). 6. Lift adjustment screw.
2. Tighten locknut (2) that holds pressure adjustment screw (3) to 70 to 80 lb. in. (8.0 to 9.1 N·m).
TIGHTENING PRESSURE SCREW LOCKNUT (Typical Example)
11. 8S2274 Socket. P. 8S2250 Nozzle Holding Tool.
3. Tighten locknut (5) that holds lift adjustment screw (6) to 35 to 45 lb. in. (4.0 to 5.1 N·m).
TIGHTENING VALVE LIFT SCREW LOCKNUT (Typical Example)
12. 8S1589 Socket.
4. Install new 1H1023 O-ring seal (4).
5. Install the cap and tighten to 110 to 120 lb. in. (12.4 to 13.6 N·m).
| NOTICE |
|---|
Do not tighten the cap more than torque shown or the new O-ring seal will be damaged. |
TIGHTENING CAP
13. 9S5031 Socket.
With adjustments and tests complete, check for leakage between the cap and the body of the fuel injection nozzle. See Cap Leakage Test in section TESTING 9N3979 FUEL INJECTION NOZZLES.
Fuel Injection Lines
Fuel from the fuel injection pump is sent through the fuel injection lines to the fuel injection nozzles.
Each fuel injection line of an engine has a special design and must be installed in a certain location. When fuel injection lines are removed from an engine, put identification marks or tags on the fuel lines as they are removed, so they can be put in the correct location when they are installed.
The nuts that hold a fuel injection line to an 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 Pumps
When injection pumps, sleeves and lifters are removed from the injection pump housing, keep the parts of each pump together so they can be installed back in their original location.
Be careful when disassembling injection pumps. Do not damage the surface on the plunger. The plunger, sleeve and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel or sleeve of another pump. If one part is worn, install a complete new pump assembly. Be careful when putting the plunger in the bore of the barrel or sleeve.
When an injection pump is installed correctly, the plunger is through the sleeve and the adjustment lever is engaged with the groove on the sleeve. The bushing that holds the injection pump in the pump housing must be kept tight. Tighten the bushing to 60 ± 5 lb. ft. (80 ± 7 N·m). Damage to the housing will result if the bushing is too tight. If the bushing is not tight enough, the pump will leak.
AIR INLET PIPE
| NOTICE |
|---|
If the sleeves on one or more of the fuel 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 cautions that follow to stop the engine, if it starts to overspeed (run out of control). |
a. Remove the air cleaner leaving the air inlet pipe open as shown.
b. Set the governor control at low idle.
|
Be careful when plate is put against air inlet opening. Due to excessive suction, the plate can be pulled quickly against air inlet pipe. To avoid crushed fingers, do not put fingers between plate and air inlet pipe. |
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c. Start the engine, and if engine starts to overspeed (run out of control), put a steel plate over the air inlet as shown to stop the engine.
STOPPING THE ENGINE
Finding Top Center Compression Position For No. 1 Piston
No. 1 piston at top center (TDC) on the compression stroke is the starting point for all timing procedures.
1. Remove fitting (1) from the timing hole (2) in the front cover. Put bolt (3) in timing hole (2).
FITTING AND BOLT LOCATION
1. Fitting. 3. Bolt.
2. Turn the crankshaft COUNTERCLOCKWISE (as seen from rear of engine) until bolt (3) will go into the hole in the drive gear for the camshaft.
3. Remove the valve cover on the right side of the engine (as seen from rear of engine). The two valves at the right front of the engine are the intake and exhaust valves for No. 1 cylinder.
INSTALLING BOLT
2. Timing hole. 3. Bolt.
4. The intake and exhaust valves for No. 1 cylinder must now be closed and the timing pointer will be in alignment with the TDC-1 on the damper assembly. The No. 1 piston is now at top center on the compression stroke.
Fuel System Adjustments
Checking Fuel Injection Pump Timing; On Engine
The timing of the fuel injection pump can be checked and changed if necessary, to make compensation for movement in the taper sleeve drive or worn timing gears. The timing can be checked and if necessary, changed using the following method.
Checking Timing by Timing Pin Method
1. Remove bolt (1) from the timing pin hole.
TIMING HOLE BOLT
1. Bolt.
2. Turn the crankshaft COUNTERCLOCKWISE (as seen from rear of engine) until timing pin (2) goes into the notch in the camshaft for the fuel injection pumps.
3. Remove the fitting from timing hole (4) in the front cover. Put bolt (3) through the front cover and into the hole with threads in the timing gear. The bolt from hole (5) can be used.
TIMING PIN INSTALLED
2. 3P1544 Timing Pin.
INSTALLING BOLT
3. 1D4539 Bolt, 5/16 in.-18 NC, 2.5 in. (63.5 mm) long. 4. Timing hole. 5. Hole.
4. If the timing pin is in the notch in the camshaft for the fuel injection pumps, and bolt (3) goes into the hole in the timing gear through timing hole (4), the timing of the fuel injection pump is correct.
NOTE: If bolt (3) does not go in the hole in the timing gear with timing pin (2) in the notch in the camshaft, use the procedure that follows.
LOCATION OF COVER
6. Cover for the tachometer drive assembly. 7. Nuts.
a. Remove nuts (7) and the cover for the tachometer drive assembly (6).
b. Remove the tachometer drive shaft (9) and washer (8) from the camshaft for the fuel injection pumps.
NOTE: Tachometer drive shaft (9) and washer (8) are removed as an assembly.
LOCATION OF BOLT
8. Washer. 9. Tachometer drive shaft.
LOOSENING DRIVE GEAR
10. 5P2371 Puller. 11. Bolts.
c. Put 5P2371 Puller (10) on the camshaft for the fuel injection pumps. Tighten bolts (11) until the drive gear on the camshaft for the fuel injection pumps comes loose.
d. Remove the 5P2371 Puller.
e. Turn the crankshaft COUNTERCLOCKWISE (as seen from rear of engine) until bolt (3) goes into the hole in the timing gear. With timing pin (2) in the notch in the camshaft for the fuel injection pumps, and bolt (3) in the hole in the timing gear, the timing for the engine is correct.
f. Install washer (8) and tachometer drive shaft (9). Tighten tachometer drive shaft to 110 ± 10 lb.ft. (149 ± 14 N·m). Remove timing pin (2).
TACHOMETER DRIVE SHAFT
g. Turn the crankshaft two complete revolutions COUNTERCLOCKWISE (as seen from rear of engine) and put timing pin (2) and bolt (3) in again. If timing pin (2) and bolt (3) can not be installed do Steps a through f again.
h. Remove bolt (3) from the timing gear and install in hole (5). Install the plug in timing hole (4). Remove timing pin (2) and install bolt (1). Install cover for the tachometer drive assembly (6).
Checking Timing By Fuel Flow Method
- 1P540 Flow Checking Tool Group.
- 9S215 Dial Indicator.9S8883 Contact point .50 in. (12.7 mm) long.8S2296 Rod 5.25 in. (133.4 mm) long.5P7266 Adapter.3P1565 Collet.
5P6524 ENGINE TIMING INDICATOR GROUP
1. 3P1565 Collet Clamp. 2. 9S215 Dial Indicator. 3. 5P7266 Adapter. 4. 8S2296 Rod, 5.25 in. (133.4 mm) long. A. 3S8883 Contact Point, .50 in. (12.7 mm) long.
MEASUREMENT OF PISTON TRAVEL
1. 3P1565 Collet Clamp. 2. 9S215 Dial Indicator and 9S8883 Contact Point (A). 3. 5P7266 Adapter. 4. 8S2296 Rod, 5.25 in. (133.4 mm) long. 5. Cylinder head. 6. Inlet port. 7. Piston.
Travel of piston (7), from the point of closing inlet port (6) to top center, can be found by using the procedure that follows:
NOTE: The fuel system timing has a tolerance of ± 1°.
NOTE: When reference is made to crankshaft rotation, the engine is seen from the flywheel end.
1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to FINDING TOP CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
2. Remove timing bolt from front cover.
3. Remove the valve cover from the right side of the engine. Remove the rocker arm assembly, and the fuel injection nozzle for No. 1 cylinder.
DIAL INDICATOR INSTALLED
2. 9S215 Dial Indicator. 3. 5P7266 Adapter.
5. Put adapter (3) in the same hole that No. 1 fuel nozzle was removed from. Fasten adapter (3) to head with bolt and spacer from fuel nozzle.
6. Install 3P1565 Collet Clamp (1) in the top of adapter (3).
7. Install 9S8883 Contact Point (A) on 9S215 Dial Indicator (2) and put indicator (2) in adapter (3) thru collet (1).
8. Position the dial indicator (up or down) so small pointer is on "0" (zero) and tighten collet (1).
| NOTICE |
|---|
Do not tighten collet too much or damage to the dial indicator can result. |
9. Loosen the screw that locks the dial face. Move the dial face until the large pointer is on "0" (zero) and tighten the lock screw.
10. Turn the crankshaft a minimum of 45 degrees in a clockwise direction. Slowly turn the crankshaft in a counterclockwise direction until a maximum reading is seen on the dial indicator. Adjust the indicator up or down in the collet until the revolution counter is at +.300 in. (Black Numbers). Tighten the collet to hold the indicator in this position. Loosen the bezel lock and turn the bezel until the zero on the face of the dial is in alignment with the hand. Tighten the bezel lock.
11. Slowly turn the crankshaft in a counterclockwise direction until the dial indicator moves beyond .020 in. Now turn the crankshaft in the opposite direction until the dial indicator is at .020 in.
12. Make a temporary mark on the vibration damper in relation to the pointer on the front cover.
| NOTICE |
|---|
Do not use a hammer and punch to mark a vibration damper. |
13. Turn the crankshaft in a clockwise direction beyond the maximum indicator reading and beyond .020 in. Now turn the crankshaft in a counterclockwise direction until the dial indicator is .020 in.
14. Make a second temporary mark on the vibration damper in relation to the pointer. Now make a mark on the vibration damper that is one-half the distance between the two temporary marks. This mark is the point of most accuracy for top center No. 1 piston.
15. Turn the crankshaft in a clockwise direction approximately 45 degrees and then turn the crankshaft in a counterclockwise direction to the top center mark that was made in Step 14. If needed, adjust the dial indicator as in Step 10.
16. Turn the crankshaft in a clockwise direction approximately 45 degrees.
FLOW CHECKING ADAPTER GROUP INSTALLED
8. 6V2023 Flow Checking Adapter Group.
17. Remove the fuel line to No. 4 cylinder. Disconnect the fuel line for No. 1 cylinder at each end. Loosen the fuel line clamps and move No. 1 fuel line to give clearance for 6V2023 Flow Checking Adapter Group (8).
6V2023 FLOW CHECKING ADAPTER GROUP
9. Tube. 10. Connector assembly. 11. Fitting. 12. Sealing washer. 13. Adapter. 14. Locknut. 15. Pin. 16. Nut.
18. Install 6V2023 Flow Checking Adapter Group (8) on No. 1 fuel injection pump. Use the procedure that follows to install the group.
a. Turn fitting (11) out of adapter (13) until .20 in. (5.0 mm) of pin (15) can be seen.
b. Put 6V2023 Flow Checking Adapter Group (8) on No. 1 fuel injection pump and tighten nut (16) to 30 lb. ft. (40 N·m).
c. Turn fitting (11) into adapter (13) until pin (15) just makes contact with the reverse flow check valve in the fuel injection pump bonnet. This is the point of first resistance.
d. Turn the fitting into the adapter an additional 1/4 turn.
e. Move sealing washer (12) against the adapter. Tighten locknut (14) finger tight against sealing washer (12).
f. Tighten tube (9) to connector assembly (10) so that the end of tube (9) in in a position above horizontal and higher than the end on the connector assembly.
19. Disconnect the fuel line at the fuel filter. Use an adapter to connect 5J4634 Hose Assembly (19) to the fuel line.
20. Disconnect the fuel return line from the constant bleed valve. Put cap (17) on the constant bleed valve.
CONSTANT BLEED VALVE
17. Cap.
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If shop air is used, set the tank regulator to the minimum psi (kPa) setting. If air pressure is too high, fittings and hoses can be blown off or the tank can explode causing personal injury. Do not exceed 60 psi (415 kPa) air pressure in the tank. |
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21. Put 1 gal. (4 liters) of clean fuel in the tank assembly (20). Move the governor lever to full FUEL-ON position. Put 15 psi (105 kPa) of air pressure in the tank. Use the hand pump or shop air.
NOTE: On engines with activate to run solenoid, the solenoid must be activated (ignition switch turned on) or solenoid must be removed before governor will move to FUEL-ON position. If the solenoid is removed, a cover must be installed to cover the hole.
22. Put pan (18) under the end of tube (9) for the fuel that comes out of the tube.
FUEL FLOW CHECK OF TIMING
18. Pan. 19. 5J4634 Hose assembly. 20. Tank assembly.
23. Turn the crankshaft, slow, in a counterclockwise direction. Do this until the flow of fuel from the end of tube assembly (9) is 12 to 18 drops per minute.
24. Stop rotation of the crankshaft when the flow of fuel is 12 to 18 drops per minute. Take a reading of the measurement on dial indicator (3).
25. To check for correct timing of the fuel system, make a comparison of the reading on the dial indicator (3) with the correct measurement in the chart. Timing must be set within ± 1° of correct timing angle.
NOTE: If the timing of the fuel system is different than the correct timing dimension given in the chart, use the procedure that follows.
LOCATION OF COVER
21. Cover for the tachometer drive assembly. 22. Nuts.
a. Remove nuts (22) and the cover for the tachometer drive assembly.
b. Remove the tachometer drive shaft (24) and washer (23) from the camshaft for the fuel injection pumps.
NOTE: Tachometer drive shaft (24) and washer (23) are removed as an assembly.
LOCATION OF BOLT
23. Washer. 24. Tachometer drive shaft.
LOOSENING DRIVE GEAR
25. 5P2371 Puller. 26. Bolts.
c. Put 5P2371 Puller (25) on the camshaft for the fuel injection pumps. Tighten bolts (26) until the drive gear on the camshaft for the fuel injection pumps comes loose.
d. Remove the 5P2371 Puller.
e. Turn the crankshaft clockwise approximately 45°.
f. Turn the crankshaft counterclockwise until the dial indicator reading is correct.
g. Install washer (23) and tachometer drive shaft (24). Tighten tachometer drive shaft to 110 ± 10 lb. ft. (149 ± 14 N·m).
h. Turn the crankshaft two complete revolutions counterclockwise. Do Steps 16 and 21 through 24 again to recheck the timing.
i. Install the cover for the tachometer drive assembly (21).
Checking Engine Timing And Automatic Timing Advance Unit With 6V3100 Diesel Engine Timing Indicator Group
- 6V3100 Diesel Engine Timing Indicator Group.
6V3100 DIESEL ENGINE TIMING INDICATOR GROUP
1. Engine timing indicator. 2. TDC magnetic transducer. 3. Pipe adapter. 4. Injection transducer. 5. 5P7437 Adapter. 6. 5P7435 Tee Adapter. 7. 5P7436 Adapter.
Special Instruction Form No. SEHS7742 is with the tool group and gives instructions for the test procedure.
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A high pressure fuel line must be disconnected. To avoid personal injury or fire from fuel spray, the engine must be stopped before the fuel line is disconnected. |
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1. Make reference to Operation Instructions inside the lid of the 6V3100 Diesel Engine Timing Indicator (1) for complete instructions and calibration.
2. Loosen all fuel line clamps that hold No. 1 fuel injection line and disconnect fuel injection line (8) for No. 1 cylinder at the fuel injection pump. Slide the nut up and out of the way. Put 5P7436 Adapter (7) in its place and turn adapter (7) onto the fuel pump bonnet until the top of the bonnet threads are approximately even with the bottom of the "window" in the adapter.
3. Put the 5P7435 Tee Adapter (6) on the Injection transducer (4) and put the end of the 5P7435 Tee Adapter (6) in the "window" of the 5P7436 Adapter (7).
TRANSDUCER IN POSITION
4. Injection transducer. 8. Fuel injection line for No. 1 cylinder.
4. Put fuel injection line (8) on top of 5P7435 Tee Adapter (6). Install 5P7437 Adapter (5) and tighten to 30 lb. ft. (40 N·m).
5. Remove fitting (9) from the front housing. Install pipe adapter (3) into hole fitting (9) was removed from. Tighten only a small amount.
6. Push the TDC magnetic transducer (2) into the pipe adapter (3) until it makes contact with the camshaft gear. Pull it back out .06 in. (1.6 mm) and lightly tighten the knurled locknut.
7. Connect the cables from the transducers to the Engine Timing Indicator. Make a calibration check of the indicator. For calibration procedure, make reference to Special Instruction Form No. SEHS7742.
LOCATION OF FITTING
9. Fitting.
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Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. |
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| NOTICE |
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Be sure all test equipment cables are routed so they will not come into contact with the V-belts or other rotating components. |
TRANSDUCER IN POSITION
2. TDC magnetic transducer.
8. Start the engine. Get the engine to operating temperature. With the engine at low idle, check engine timing. Increase engine speed and check timing at 1400, 2300 and 2800 rpm. Also slowly increase engine speed from 1400 to 2300 rpm to check for smooth operation of the automatic timing advance. See the TIMING CHART for the correct timing as shown by the Timing Indicator Group.
The TIMING CHART gives the acceptable dynamic (engine in motion) timing range as read on the Timing Indicator Group. The TIMING CHART is for the 3208 Engine with 15 ± 1° static (engine stopped) timing and automatic timing advance unit that gives 5 + 1 - 0° timing advance.
If the automatic timing advance unit does not advance smoothly or does not have the correct amount of advance, the unit must be replaced.
If the engine timing is not correct, make reference to FUEL SYSTEM ADJUSTMENTS (Timing Pin Method) for the procedure to change engine timing.
Fuel Setting
- 5P4203 Field Service Tool Group.
The procedure that follows for fuel setting can be done with the housing for the fuel injection pumps either on or off the engine.
NOTE: If the fuel injection pump group is equipped with an air fuel ratio control, the control must be removed before the fuel setting is checked or adjusted.
NOTE: If a fuel temperature compensated torque control group is used, the temperature of the fuel must be less than 125°F (52°C) when checking or adjusting the fuel setting.
REMOVAL OF COVERS
1. Shutoff solenoid. 2. Top cover.
| NOTICE |
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Before any service work is done on this fuel system, the outside of the housing for the fuel injection pumps and all parts connected to it must be especially clean. |
1. Remove shutoff solenoid (1) and cover (2).
2. Put the 5P298 Zero Set Pin (5), with 17.8507 on it, in the pump housing.
3. Put adapter (3) and spring (4) over zero set pin (5). Use a 1D4533 Bolt and a 1D4538 Bolt to fasten adapter (3) to the housing for the fuel injection pumps.
INSTALLATION OF COVER
3. 5P4226 Adapter. 4. 3J6956 Spring. 5. 5P298 Zero Set Pin, with 17.8507 on it.
4. Put screw (6) in the hole over pin (5) and spring (4).
INSTALLATION OF SCREW
6. 8S7271 Screw.
5. Turn screw (6) clockwise until pin (5) is held against the housing for the fuel injection pump. DO NOT tighten screw (6) too tight.
6. Put clamp (7) in adapter (3).
7. Move the governor control lever to FULL LOAD position.
INSTALLATION OF CLAMP
3. Adapter. 7. 3P1565 Collet clamp.
8. Put 5P6531 Point (9) on dial indicator (8). Put the indicator assembly in clamp (7).
INSTALLATION OF DIAL INDICATOR
7. 3P1565 Collet clamp. 8. 3P1567 Dial Indicator. 9. 5P6531 Contact Point, 2.25 in. (57.2 mm) long.
INDICATOR SET ON ZERO
8. 3P1567 Dial Indicator. 10. Pointers.
9. Adjust dial indicator (8) so both pointers (10) are on "0" (zero).
10. Use wrench (11) to turn the 8S7271 Screw (6) counterclockwise. Turn screw (6) six or more turns.
LOOSENING SCREW (6)
11. 5P4205 Wrench.
11. Put the clip end of the 8S4627 Circuit Tester to a good ground. Put the other end of the 8S4627 Circuit Tester on the load stop contact.
8S4627 CIRCUIT TESTER
12. Move the governor control lever to the LOW IDLE position.
13. Move the governor control lever slowly toward the HIGH IDLE position until the continuity light just comes on. Make a note of the reading on dial indicator (8). Do this step several times to make sure the reading is correct.
14. Make a comparison of this reading and the fuel setting in the FUEL SETTING INFORMATION.
15. If the reading on dial indicator (8) is not correct, do the following.
Load Stop Adjustment
a. Use wrench (18) and loosen locknut (19).
ADJUSTMENT OF FUEL SETTING
16. Screwdriver. 17. Adjustment screw. 18. Wrench.
b. Use screwdriver (16) to turn adjustment screw (17) until the reading on dial indicator (8) is the same as the dimension given in the FUEL SETTING INFORMATION.
c. When the adjustment is correct, tighten locknut (19). Check the adjustment again by doing Steps 11 through 15 again.
ADJUSTMENT SCREW FOR FUEL SETTING
17. Adjustment screw. 19. Locknut. 20. Load stop pin.
ADJUSTMENT SCREW FOR FUEL SETTING
17. Adjustment screw. 19. Locknut. 20. Load stop pin.
NOTE: The same tools that are used in this procedure are also used for the air-fuel ratio control adjustment.
Air-Fuel Ratio Control Adjustment
NOTE: The same tools are needed for the air-fuel ratio control adjustment that were used for the fuel setting. Make reference to FUEL SETTING for the tools needed and instructions to install the tools.
NOTE: The fuel setting must be correct before an adjustment is made to the air-fuel ratio control. Make reference to FUEL SETTING.
1. Remove shutoff solenoid (1) and cover (2). Install tools and "zero" dial indicator as shown in FUEL SETTING Steps 2-10.
REMOVAL OF COVERS
1. Shutoff solenoid. 2. Cover.
2. To check the air-fuel ratio control setting, move the governor lever slowly to the high idle position. Make a record of the reading on the dial indicator. Compare the reading with the specification given in the FUEL SETTING INFORMATION.
CHECKING AIR-FUEL RATIO CONTROL SETTING
3. Bolts.
3. If an adjustment is needed, remove three bolts (3) from the air-fuel ratio control. Hold the governor lever in the high idle position and turn flange (4) until the air-fuel ratio control setting is correct.
ADJUSTMENT OF AIR-FUEL RATIO CONTROL SETTING
4. Flange.
4. Move governor lever to low idle and again move the lever slowly to high idle to check the air-fuel ratio control setting.
5. Install bolts (3). Flange (4) can be turned a small amount to give alignment for bolts (3).
6. Remove tools and install cover (2) and shutoff solenoid (1).
Crossover Levers
Checking Crossover Levers
NOTE: The crossover levers normally do not need checking unless one or more of the following conditions exist (after the timing is checked and the other corrections shown in TROUBLESHOOTING have been made):
- A. The engine produces too much black smoke.
- B. The engine runs rough because fuel delivery is not even.
- C. Some cylinders continue to fire at fuel shutoff position.
- D. The complete injection group is being reconditioned.
- B. The engine runs rough because fuel delivery is not even.
| NOTICE |
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Before any service work is done on this fuel system, the outside of the injection pump housing and all parts connected to it must be clean. |
1. Remove the fuel shutoff solenoid (1), top cover (2) of the fuel pump housing and the cover over the torque control group.
2. Remove the fuel that is in the injection pump housing and the governor housing.
REMOVAL OF COVERS
1. Shutoff solenoid. 2. Top cover.
3. Put the 3P1546 Calibration Pin (3) in calibration hole as shown.
4. Install the 5P4226 Adapter (7) as shown. Fasten it in position with a 1D4533 Bolt (5) and a 1D4538 Bolt (6).
INSTALLING CALIBRATION PIN
3. 3P1546 Calibration Pin with 15.9410 on it.
INSTALLING 5P4226 ADAPTER AND 8S7271 SCREW
4. Screw. 5. 1D4533 Bolt. 6. 1D4538 Bolt. 7. 5P4226 Adapter.
5. Put the 8S7271 Screw (4) (setscrew) in the hole over the calibration pin (3). Tighten the setscrew (4) to 20 to 25 lb. in. (2.3 to 2.8 N·m) with the 2P8264 Socket.
ADJUSTMENT OF LOW IDLE SCREW
8. Low idle screw. 9. Lever.
6. Adjust low idle screw (8) to position lever (9) to .35 ± .04 in. (8.9 ± 1.0 mm) from governor housing boss.
CROSSOVER LEVERS
10. Crossover lever. 11. Crossover lever. 12. Dowel pin. A. Sleeve levers.
7. Loosen the bolts that hold sleeve levers (A) and slide levers (A) out of the way.
INSTALLING 5P4209 GAUGE
13. 5P4209 Gauge. 14. Shaft. 15. Shaft.
8. Put gauge (13) on shafts (14) and (15). Slide gauge (13) toward crossover levers (10) and (11) until dowel pin (12) goes into hole in gauge (13).
9. If dowel pin (12) must be lifted to go into the hole in gauge (13), the levers must be adjusted. See ADJUSTMENT OF CROSSOVER LEVERS.
10. If gauge (13) must be lifted more than .008 in. (0.20 mm) to let dowel pin (12) go into the hole in gauge (13), see ADJUSTMENT OF CROSSOVER LEVERS.
CHECKING CLEARANCE OF CROSSOVER LEVER
13. 5P4209 Gauge. 16. Feeler gauge.
11. To check the maximum clearance of .008 in. (0.20 mm) that is acceptable under one side of gauge (13), hold the center and one side of gauge (13) against sleeve lever shaft (15). Use a feeler gauge to check clearance.
NOTE: After the checking of the crossover levers is complete, the two fuel injection pumps must be calibrated where sleeve levers have been moved to install 5P4209 Gauge. See FUEL PUMP CALIBRATION.
Adjustment of Crossover Levers
1. Remove the fuel shutoff solenoid (1) top cover (2) of the fuel pump housing and the cover over the torque control group.
2. Remove the fuel that is in the injection pump housing and the governor housing.
CROSSOVER LEVERS
10. Crossover lever. 11. Crossover lever. 12. Dowel pin. A. Sleeve levers.
3. Put the 3P1546 Calibration Pin (3) in calibration hole.
4. Install the 5P4226 Adapter (7). Fasten it in position with a 1D4533 Bolt (5) and a 1D4538 Bolt (6).
5. Put the 8S7271 Screw (4) (setscrew) in the hole over the calibration pin (3). Tighten the setscrew (4) to 20 to 25 lb. in. (2.3 to 2.8 N·m) with the 2P8264 Socket.
6. Adjust low idle screw (8) to position lever (9) to .35 ± .04 in. (8.9 ± 1.0 mm) from governor housing boss.
7. Loosen the bolts that hold sleeve levers (A) and slide levers (A) out of the way.
5P4206 GAUGE INSTALLED
11. Crossover lever. 12. Dowel pin. 13. 5P4209 Gauge.
8. Loosen the bolts that hold crossover lever (10) and (11) and move lever (10) off dowel pin (12).
ADJUSTMENT OF CROSSOVER LEVERS
13. Gauge. 14. Shaft. 15. Shaft. 16. 5P4206 Wrench.
9. Put gauge (13) on shafts (14) and (15), put crossover lever (11) in a position so dowel pin (12) will fit in gauge hole. Hold gauge (13) down and torque the bolt that holds crossover lever (11) to 24 ± 2 lb. in. (2.8 ± 0.2 N·m).
10. Check adjustment again with the 5P4209 Gauge (13). Put gauge (13) on shafts (14 and 15), slide gauge toward crossover lever (11) to engage dowel pin (12) into hole in gauge (13).
11. If dowel pin (12) must be lifted to go into gauge, the lever must be adjusted again. If gauge (13) is lifted, a maximum of .008 in. (0.20 mm) clearance is acceptable under one side of gauge (13). Use a feeler gauge to check clearance.
12. Slide crossover lever (10) on to dowel pin (12). Torque the bolt that holds crossover lever (10) to 24 ± 2 lb. in. (2.8 ± 0.2 N·m).
TIGHTENING BOLT
10. Crossover lever. 12. Dowel pin. 16. Wrench.
13. Check the adjustment again with the 5P4209 Gauge.
NOTE: After the adjustment of the crossover levers is completed, all of the fuel injection pumps must be calibrated. See FUEL PUMP CALIBRATION.
Fuel Pump Calibration
- 5P4203 Tool Group.
- 8S2243 Wrench.5P4226 Adapter.5P4205 Wrench.1D4533 Bolt.1D4538 Bolt.8S7271 Screw.5P7253 Socket Assembly.5P4206 Wrench.6V190 Clamp.
NOTE: 3P1540 Calibration pump must have the 5P6557 Spring installed instead of the 1P7377 Spring.
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 calibration can be done with the housing for the fuel injection pumps on or off the engine.
| NOTICE |
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Before any service work is done on this fuel system, the outside of the injection pump housing and all parts connected to it must be clean. |
1. Remove the fuel shutoff solenoid (9), top cover (1) of the fuel pump housing and the cover over the torque control group.
2. Remove the fuel that is in the injection pump housing and the governor housing.
REMOVAL OF COVERS
9. Shutoff solenoid. 10. Top cover.
3. Install 3P1546 Calibration Pin (7) in the calibration hole.
INSTALLING CALIBRATION PIN
7. 3P1546 Calibration Pin with 15.9410 on it.
4. Install 5P4226 Adapter (13) as shown. Fasten it in position on the injection pump housing with a 1D4533 Bolt (12) and a 1D4538 Bolt (14).
5. Put 8S7271 Screw (11) in the hole over calibration pin (7). Tighten screw (11) to 20 to 25 lb. in. (2.3 to 2.8 N·m).
INSTALLING 5P4226 ADAPTER AND 8S7271 SCREW
11. Screw. 12. 1D4533 Bolt. 13. 5P4226 Adapter. 14. 1D4538 Bolt.
ADJUSTMENT OF LOW IDLE SCREW
15. Low idle screw. 16. Lever.
6. Adjust low idle screw (15) to position lever (16) to .35 ± .04 in. (8.9 ± 1.0 mm) from governor housing boss.
7. Use the 8S2243 Wrench and remove the fuel injection pumps to be checked.
NOTE: If pump is removed carefully, the sleeve will remain on the plunger. If the sleeve falls off the pump plunger during removal, find it immediately and replace it on the pump plunger before removal of another pump. The original sleeve must remain with the same pump plunger.
NOTE: When sleeve is installed on pump plunger, the narrower of the two lands on the sleeve must be toward top of pump (nearest the pump spring).
8. Clean the barrel and plunger of calibration pump (1). Put clean diesel fuel on the calibration pump for lubrication.
NOTE: Be sure that the spring on the calibration pump (1) is the 5P6557 Spring instead of the 1P7377 Spring which was installed on earlier calibration pumps.
INSTALLING CALIBRATION PUMP
1. 3P1540 Calibration Pump.
9. Put calibration pump (1) in the place of the pump to be checked with the flat place (20) on the plunger toward tang (17) on lever (18). When the calibration pump (1) is all the way in the bore, turn it 180° in either clockwise or counterclockwise direction. Tang (17) on lever (18) is now in groove (19) of calibration pump (1). Then install 4N218 Bushing (2). Use the 8S2243 Wrench and a torque wrench to tighten the bushing to 60 ± 5 lb. ft. (80 ± 7 N·m).
NOTE: Turning calibration pump (1) 180° gives the same reference point for all measurements.
CALIBRATION PUMP INSTALLED
1. 3P1540 Calibration Pump. 17. Tang on lever. 18. Lever. 19. Groove of calibration pump. 20. Flat on plunger.
NOTE: Use 4N218 Bushing (2) and calibration pump (1) together. The contact surfaces of the standard bushing, fuel injection pump and the housing for the fuel injection pumps are sealing surfaces. Keep them clean and free of scratches to prevent leaks.
PUTTING DIAL INDICATOR ON ZERO
3. Microgauge. 4. 3P1568 Dial Indicator with 3P2226 Collet. 21. Lockscrew. 22. Locknut. 23. 3P2226 collet.
10. Put dial indicator (4) on microgauge (3) and hold them together tightly. Loosen lockscrew (21) and turn the face of dial indicator (4) to put the pointer at "0". Tighten lockscrew (21).
Remove dial indicator (4) from microgauge (3). Look at the face of dial indicator (4) and put dial indicator (4) on microgauge (3) again. The pointer must move through one to one and one half revolutions before stopping at exactly "0". If the number of revolutions is not correct, loosen the locknut on 3P2226 Collet (23), and adjust the position of the dial indicator until the adjustment is correct.
NOTE: If locknut (22) on the 3P2226 Collet is too tight, it can cause interference in the operation of the dial indicator.
6V190 CLAMP INSTALLED
24. Shaft. 25. 6V190 Clamp.
11. Put 6V190 Clamp (25) in the position shown, next to the transfer pump end. Clamp (25) pushes shaft (24) down against the bottom of its bearing. The other end of shaft (24) is held down against its bearing by 3P1546 Calibration Pin (7) which is held by 8S7271 Screw (11). The combination of forces from clamp (25) and calibration pin (7) is necessary to hold shaft (24) is in its normal operating position against the lifting force from the spring in calibration pump (1).
DIAL INDICATOR POSITION
4. 3P1568 Dial Indicator with 3P2226 Collet. 25. Clamp.
NOTE: When checking pumps on the "slave" side [side opposite from governor control lever (16)[, put clamp (25) on both ends of sleeve shaft as shown.
12. Put dial indicator (4) on the calibration pump (1) as shown. Hold it tightly in place. Move shaft (24) toward the governor end to remove end play. To remove any clearance in the linkage, lift the crossover lever dowel and rapidly let it go. Do this several times. Then look at the reading on the dial indicator (4).
INSTALLING CLAMP ON "SLAVE" SIDE
25. 6V190 Clamps.
13. If the dial indicator (4) reading is more than ± 0.050 mm from "0.000" (outside the TOTAL TOLERANCE), do Steps 17 through 20, ADJUSTING FUEL PUMP CALIBRATION.
DIAL INDICATOR READING
Desired reading for all pumps is "0.000".
Maximum permissible tolerance for pump readings in any FUEL INJECTION PUMP GROUP is 0.100 mm (-0.050 to +0.050 mm on dial indicator).
Maximum permissible differences between any two pumps in the same FUEL INJECTION PUMP GROUP is 0.050 mm.
TOTAL TOLERANCE shows the maximum permissible range of pointer positions which are acceptable. If any 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.
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 difference of 0.050 mm or more, do the Steps 15 through 19, 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.
14. If dial indicator (4) readings for all the pumps are within the limits in Step 13, the calibration is acceptable. Remove the tooling, and install the parts which were removed.
NOTE: For troubleshooting purposes, if the dial indicator (4) reading is "0" or near "0", the calibration of the other pumps is probably in the tolerance.
Adjustment of Fuel Pump Calibration
15. Remove all pumps with 8S2243 Wrench.
16. Clean the barrel and pump of calibration pump (1). Put clean diesel fuel on the calibration pump (1) for lubrication.
17. Install calibration pump (1) in the place of one of the pumps according to the procedure in Step 9.
18. Loosen bolt (26) with 1S9836 Wrench (8) or 5P4206 Wrench. Turn the lever (18) on shaft (24) enough to move the top of plunger (28) of calibration pump (1) below top surface (27) of calibration pump (1). Tighten bolt (26) just enough for lever (18) to hold plunger (28) stationary.
5P4206 WRENCH
18. Lever. 26. Bolt. A. 5P4206 Wrench.
NOTE: When bolt (26) has the correct torque, pushing with a small amount of force on lever (18) through the wrench moves plunger (28) in calibration pump (1).
19. Move shaft (24) toward the governor to remove end play. Then push down on lever (18) through the wrench until top of plunger (28) is almost even with top surface (27) of calibration pump (1) as shown.
PLUNGER POSITION
1. Calibration pump. 27. Top surface of calibration pump. 28. Plunger.
20. Check dial indicator (4) according to Step 10. Then put dial indicator (4) in place over the center of calibration pump (1) and hold it there tightly. Now move plunger (28) of calibration pump (1) by pushing on lever (18) through the wrench. Stop moving the plunger when the dial indicator is at approximately 0.009 mm past "0.000". Tighten bolt (26) to 24 ± 2 lb. in. (2.8 ± 0.2 N·m).
NOTE: When moving plunger (28), make sure that the last direction of plunger (28) movement is in the up direction. If plunger (28) goes up too far, move plunger (28) down to a position below that desired. Then move plunger (28) up to the desired position.
NOTE: The action of tightening bolt (26) usually changes the reading on dial indicator (4) by approximately (0.010 mm) in the minus direction.
± 0.010 mm CALIBRATION TOLERANCE
Move shaft (24) toward shutoff several times to remove clearance in the linkage. Dial indicator (4) reading must be (0.000 ± 0.010 mm) as shown.
When the pump calibration is correct make a record and then do the same procedure for all the other pumps.
NOTE: When calibrating pumps on the "slave" side [side opposite from governor control lever (16)[, put clamp (25) on both ends of the sleeve shaft as shown in picture number A92947X1.
INSTALLING CLAMP ON "SLAVE" SIDE
25. 6V190 Clamps.
Governor Adjustments
| NOTICE |
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A mechanic that has the correct training is the only one to make the adjustment of low idle and high idle rpm. The correct low idle and high idle rpm, and the measurements for adjustment of fuel setting are given in the FUEL SETTING INFORMATION. |
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Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. |
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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:
ADJUSTMENT OF LOW IDLE RPM
1. Adjustment bolt for low idle. 2. Locknut.
1. For adjustment of low idle, loosen locknut (2) and turn adjustment bolt (1) to get as near as possible to the correct low idle rpm.
2. After the low idle adjustment is correct, tighten locknut (2).
ADJUSTMENT OF LOW IDLE RPM
1. Adjustment bolt for low idle. 2. Locknut.
3. To make an adjustment to the high idle rpm, remove the small cover (4) at the top rear of the fuel system.
4. Loosen locknut (5) and turn adjustment screw (3) to get as near as possible to the correct high idle rpm.
5. After 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 procedure until the low idle and high idle rpm are the same as given in the FUEL SETTING INFORMATION.
ADJUSTMENT OF HIGH IDLE RPM
3. Adjustment screw. 4. Cover. 5. Locknut.
6. After adjustment of high idle rpm is correct, tighten locknut (5) and install cover (4).
Checking Balance Point
The balance point for the engine is:
- 1. At 20 rpm higher than full load speed.
- 2. The point where the load stop pin is against the load stop.
- 3. The point where the engine gets the maximum amount of fuel per stroke.
- 4. The point where the engine has the most horsepower output.
- 5. The point where an increase in load on the engine puts the engine in a lug condition (a condition in which a small increase in load makes the engine speed get much less).
- 2. The point where the load stop pin is against the load stop.
Procedure for Checking Balance Point
1. Conneit a tachometer which has good accuracy to the tachometer drive.
2. Conneit a continuity light to the brass terminal screw (1) on the cover for the load stop. Conneit the other end of the light to a place on the fuel system which is a good electrical connection.
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Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. |
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TERMINAL LOCATION
1. Brass terminal screw.
3. Start the engine.
4. With the engine at operating conditions, 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 continuity light just comes on. This is the balance point.
7. Make a record of the speed at the balance point.
8. Repeat Step 6 several times to make sure that the recording is correct.
9. Stop engine. Make a comparison of the records from Steps 5 and 7 with the information given in the FUEL SETTING INFORMATION.
10. If the balance point is not correct, adjust the HIGH IDLE speed to make a change in the balance point.
11. If the high idle speed is out of tolerance and the full load speed is correct, look for a weak governor spring or the wrong governor spring. Both the full load speed and the high idle speed must be in the tolerance given in the FUEL SETTING INFORMATION.
Air Inlet And Exhaust System
Restriction Of Air Inlet And Exhaust
There will be a reduction of horsepower and efficiency of the engine if there is a restriction in the air inlet or exhaust system.
Air flow through the air cleaner must not have a restriction of more than 30 in. (762 mm) of water difference in pressure.
Back pressure from the exhaust (pressure difference measurement between exhaust outlet elbow and atmosphere) must not be more than 34 in. (864 mm) of water.
Measurement Of Pressure In Inlet Manifold
By checking the pressure in the inlet manifold the efficiency of an engine can be checked by making a comparison with the information given in the FUEL 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 FUEL 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 FUEL SETTING INFORMATION. Outside air that has a lower temperature and higher barometric pressure will cause a higher horsepower and inlet manifold pressure measurement.
A difference in fuel rating will also change horsepower and the pressure in the inlet manifold. If the fuel is rated above 35 API, pressure in the inlet manifold can be less than given in the FUEL SETTING INFORMATION. If the fuel is rated below 35 API, the pressure in the inlet manifold can be more than given in the FUEL SETTING INFORMATION. BE SURE THAT THE AIR INLET AND EXHAUST DO NOT HAVE A RESTRICTION WHEN MAKING A CHECK OF PRESSURE IN THE INLET MANIFOLD.
Use the 4S6553 Instrument Group to check engine rpm, the pressure in the inlet manifold and pressure in the exhaust system. Special Instruction Form No. SEHS7341 is with the tool group and gives instructions for the test procedure.
4S6553 INSTRUMENT GROUP
1. 4S6992 Differential Pressure Gauges. 2. Zero adjustment screw. 3. Lid. 4. 8M2743 Gauge. 5. Pressure tap fitting. 6. 4S6991 Tachometer. 7. 4S6997 Manifold Pressure Gauge.
LOCATION FOR PRESSURE TEST
A. Remove fitting and install test fitting.
LOCATION FOR PRESSURE TEST
A. Remove fitting and install test fitting.
Measurement of Exhaust Temperatures
Use the 1P3060 Pyrometer Group to check exhaust temperature. Special Instruction Form No. SMHS7179 is the tool group and gives instructions for the test procedure.
1P3060 PYROMETER GROUP
Cylinder Compression
An engine that runs rough can have a leak at the valves, or valves that need adjustment. Run the engine at the speed that gives rough running. To find a cylinder that has low compression or does not have a good fuel ignition, loosen a fuel line nut at a fuel injection pump. This will stop the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is found that makes no difference 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 indication that the fuel injection is wrong, so more checking of the cylinder will be needed.
An analysis of the engine cylinder condition can be done with controlled pressure air through the cylinder head. Special Instruction GMG00694 explains the procedure.
1. Remove the fuel injection nozzle.
2. Adapt an air hose to 1P5564 Adapter. Install the 1P5564 Adapter in the fuel injection nozzle opening in the cylinder head.
3. Start crankshaft rotation until the piston in the cylinder being inspected is at TC on the compression stroke. In this position, the valves of this cylinder will be against their seats.
4. Force the air into the cylinder and then check for air leakage. An air leak from the exhaust opening is an indication of exhaust valve leakage and an air leak from the air cleaner inlet is an indication of intake valve leakage. If the air leakage is into the crankcase during this test, the piston or piston rings can be the cause.
Valve Clearance Setting
Check and adjust the valve clearance with engine stopped.
Valve clearance is measured with a thickness gauge between the top of the valve stem and the rocker arm.
NOTE: When the valve lash (clearance) is checked, adjustment is NOT NECESSARY if the measurement is in the range given in the chart for VALVE CLEARANCE CHECK: ENGINE STOPPED. If the measurement is outside this range, adjustment is necessary. See the chart for VALVE CLEARANCE SETTING: ENGINE STOPPED, and make the setting to the nominal (desired) specifications in this chart.
To check and make adjustment to the valve lash, use the procedure that follows:
1. Remove the valve covers.
CYLINDER, VALVE AND PUMP LOCATION
2. Turn the crankshaft COUNTERCLOCKWISE (as seen from rear of engine) until No. 1 piston is at top center on the compression stroke. The TDC-1 mark on the damper assembly will be in alignment with the timing pointer.
3. Make adjustment to the valves for No. 1 and No. 2 cylinders. To make the adjustment, loosen locknut (2). Turn the adjustment screw (1) until the feeler gauge (3) will go between the end of the valve stem and the rocker arm.
VALVE LASH ADJUSTMENT
1. Adjustment screw. 2. Locknut. 3. Feeler gauge.
4. After the adjustment is complete, hold adjustment screw (1) and tighten locknut (2) to 24 ± 5 lb. ft. (32 ± 7 N·m). After the locknut is tightened, check the adjustment again.
5. Turn the crankshaft 180° COUNTERCLOCKWISE (as seen from rear of engine). The VS mark on the damper assembly will be in alignment with the timing pointer. Make adjustment to the valves for No. 3 and No. 7 cylinders.
6. Turn the crankshaft 180° COUNTERCLOCKWISE (as seen from rear of engine). The TDC-1 mark on the damper assembly will be in alignment with the timing pointer. Make adjustment to the valves for No. 4 and No. 5 cylinders.
7. Turn the crankshaft 180° COUNTERCLOCKWISE (as seen from rear of engine). The VS mark on damper assembly will be in alignment with the timing pointer. Make adjustment to the valves for No. 6 and No. 8 cylinders.
TIGHTENING LOCKNUT
When the adjustment of the valve lash needs to be done several times in a short period of time, it can be an indication of wear in a different part of the engine. Find the problem and make any necessary repairs to prevent more damage to the engine.
Not enough valve lash, if not corrected, can be the cause of rapid wear of the camshaft and cam followers. Not enough valve lash can also be an indication of the seats for the valves being bad. Some reasons for the seats for the valves becoming bad are fuel injection nozzles with defects, restrictions to the inlet air or dirty air filters, wrong fuel setting, or using the engine on loads that are too large for the engine.
Too much valve lash, if not corrected, can be the cause for broken valve stems, push rods, or spring retainers. A fast increase in valve lash can be an indication of any of the following:
- a. Camshaft and cam follower with wear.
- b. Rocker arms with wear.
- c. Push rods that are bent.
- d. Loose adjustment screw for the valve lash.
- e. Broken socket on the upper end of the push rod.
- b. Rocker arms with wear.
If the camshaft and cam followers show signs of rapid wear, look for fuel in the lubrication oil or dirty lubrication oil as a possible cause when making the necessary repairs.
Procedure For Measuring Camshaft Lobes
To find lobe lift (A) of camshaft, use the procedure that follows:
1. Measurement lobe height (B) of one exhaust and one intake lobe.
2. Measure base circle (C) of one exhaust and one intake lobe.
3. Subtract base circle (C) dimension (STEP 2) from lobe height (B) dimension (STEP 1). The difference is actual lobe lift (A).
- (a) Exhaust lobe ... 370 in.(9.40 mm)
- (b) Intake lobe ... .367 in.(9.33 mm)
4. The specified (new) lobe lift (A) is:
5. The maximum permissible difference between actual lobe lift (STEP 3) and specified lobe lift (STEP 4) is .010 in. (0.25 mm)
CAMSHAFT LOBE
A. Lobe lift. B. Lobe height. C. Base circle.
Lubrication System
One of the problems in the following list will generally be an indication of a problem in the lubrication system for the engine.
TOO MUCH OIL CONSUMPTION
OIL PRESSURE IS LOW
OIL PRESSURE IS HIGH
TOO MUCH COMPONENT WEAR
Too Much Oil Consumption
Oil Leakage on Outside of Engine
Check for leakage at the seals at each end of the 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 four possible ways for oil leakage into the combustion area of the cylinders:
- 1. Oil leakage between worn valve guides and valve stems.
- 2. Worn or damaged piston rings or dirty oil return holes.
- 3. Compression ring not installed correctly.
- 4. Oil leakage past the seal rings in the impeller end of the turbocharger shaft.
- 2. Worn or damaged piston rings or dirty oil return holes.
Too much oil consumption can also be the result of using oil with the wrong viscosity. Oil with a thin (low) viscosity can be caused from dirt or fuel getting in the crankcase, or by the engine getting too hot.
Measuring Engine Oil Pressure
An oil pressure gauge that has a defeit can give an indication of low oil pressure.
An 8M2744 Oil Pressure Gauge which is part of the 5P6225 Hydraulic Test Box can be used to check oil pressure in the system.
5P6225 HYDRAULIC TEST BOX
This procedure must be followed exactly for the pressure readings to have any value for comparison with Engine Oil Chart.
1. Be sure that the engine is filled to the correct level with 10W30 oil. If any other viscosity of oil is used, the information in the Engine Oil Pressure Chart does not apply.
OIL PRESSURE TEST LOCATION
A. Oil pressure test location at oil cooler.
OIL PRESSURE TEST LOCATION
B. Oil pressure test location at rear of right cylinder head.
2. Install a tee at either test location (A or B). Install a probe from the 9S9102 Thermistor Thermometer Group in one side of the tee. Connect an 8M2744 Gauge from the 5P6225 Hydraulic Test Box to the other side of the tee.
3. Run the engine to get the oil temperature at 200 ± 10°F (93 ± 6°C).
4. Keep the oil temperature constant with the engine at the rated rpm from the chart, and read the pressure gauge.
If the results do not fall within the pressure range given in the chart, find the cause and correct it. Engine failure or a reduction in engine life can be the result if engine operation is continued with oil pressure outside this range.
Oil Pressure Is Low
Crankcase Oil Level
Check the level of the oil in the crankcase. Add oil if needed. It is possible for the oil level to be too far below the oil pump supply tube. This will result in the oil pump not having the ability to supply enough lubrication to the engine components.
Oil Pump Does Not Work Correctly
The inlet screen of the supply tube for the oil pump can have a restriction. This will result in cavitation and a loss of oil pressure. Air leakage in the supply side of the oil pump will also cause cavitation and loss of oil pressure. If the pressure regulating valve for the system is held in the open (unseated) position, the lubrication system can not get to maximum pressure. Oil pump gears that have too much wear will cause a reduction in oil pressure.
Oil Filter and Oil Cooler
A dirty oil filter will cause a reduction in oil pressure. When the oil filter is filled with dirt, a restriction of oil flow thru the filter and a reduction of filtered oil pressure is the result.
The bypass valve will cause the flow of oil to go around the filter elements when there is a reduction to the flow through the elements. When the bypass valve is open, oil that is not filtered is permitted to flow thru the engine. To correct this problem, install a new Caterpillar filter.
Look for a restriction in the oil passages of the oil cooler. If the oil cooler has a restriction, the oil cooler bypass valve in the oil filter base will open. This will cause the flow of oil to go around the oil cooler. The oil temperature will be higher than normal when the engine is running. The oil pressure of the engine will become low if the oil cooler has a restriction.
Too Much Clearance at Engine Bearings or Open, Broken or Disconnected Oil Line or Passage in 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.
Oil Pressure Is High
Oil pressure will be high if the bypass valve for the oil pump can not move from the closed position.
Too Much Component Wear
When some components of the engine show bearing wear in a short time, the cause can be a restriction in the oil passage. A broken oil passage can also be the cause.
If the gauge for oil pressure shows the correct oil pressure, but a component is worn because it is not getting enough lubrication, look at the passage for oil supply to that component. A restriction in a supply passage will not let enough lubrication get to a component and this will cause early wear.
Cooling System
The cooling system is a pressure type with regulators at the outlet, the cooling system is equipped with a shunt line.
A pressure type cooling system gives two advantages. The first advantage is that the cooling system can have safe operation at a temperature that is higher than the normal boiling (steam) point of water. The second advantage is that this type system prevents cavitation (the sudden making of low pressure bubbles in liquids by mechanical forces) in the water pump. With this type system, it is more difficult for air or steam pockets to be made in the cooling system.
The cause for an engine getting too hot is generally because regular inspections of the cooling system were not made. Make a visual inspection of the cooling system before testing with testing equipment.
Visual Inspection Of The Cooling System
1. Check coolant level in the cooling system.
2. Look for leaks in the system.
3. Look for bent radiator fins. Be sure that air flow through the radiator does not have a restriction.
4. Inspect the drive belt for the fan.
5. Check for damage to the fan blades.
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.
Testing The Cooling System
Remember than 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 an effect on cooling system temperatures. For an example, look at the chart to see the effect of pressure and height above sea level on the boiling (steam) point of water.
Test Tools for Cooling System
- 9S9102 Thermistor Thermometer Group.9S7373 Air Meter Group.1P5500 Portable Phototach Group.9S8140 Cooling System Pressurizing Pump Group.
The 9S9102 Thermistor Thermometer Group is used in the diagnosis of overheating (engine running too hot) or overcooling (engine runs too cool) problems. This group can be used to check temperatures in several different parts of the cooling system. The test procedure is in Special Instruction Form No. SMHS7140.
9S9102 THERMISTOR THERMOMETER GROUP
The 1P5500 Portable Phototach Group is used to check the fan speed. The test procedure is in Special Instruction Form No. SMHS7015.
1P5500 PORTABLE PHOTOTACH GROUP
The 9S7373 Air Meter Group is used to check the air flow through the radiator core. The test procedure is in Special Instruction Form No. SMHS7063.
9S7373 AIR METER GROUP
Pressure Cap Test
- 9S8140 Cooling System Pressurizing Pump Group.
One cause for a pressure loss in the cooling system can be a bad seal on the pressure cap of the system. Inspect the pressure cap carefully. Look for damage to the seal or to the surface that seals. Any foreign material or deposits on the cap, valve, seal or surface that seals must be removed.
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressure check the cooling system for leaks.
TYPICAL SCHEMATIC OF PRESSURE CAP
A. Sealing Surface of cap and radiator.
To check the pressure cap for the pressure that makes the pressure cap open, use the procedure that follows.
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DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot coolant can cause severe burns. |
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1. After the engine is cool, loosen the pressure cap to the first stop and let the pressure out of the cooling system. Then remove the pressure cap.
2. Put the pressure cap on the 9S8140 Cooling System Pressurizing Pump Group.
9S8140 COOLING SYSTEM PRESSURIZING PUMP GROUP
3. Look at the gauge for the exact pressure that makes the pressure cap open.
4. Make a comparison of the reading on the gauge with the correct pressure at which the pressure cap must open.
NOTE: The correct pressure that makes the pressure 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.
Radiator and Cooling System Leak Tests (Systems That Use Pressure Cap)
To test the radiator and cooling system for leaks, use the procedure that follows:
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DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot coolant can cause severe burns. |
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1. After the engine is cool, loosen the pressure cap to the first stop and let the pressure out of the cooling system. Then remove the pressure cap.
2. Make sure the coolant is over the top of the radiator core.
3. Put the 9S8140 Cooling System Pressurizing 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 inside of the cooling system. Make repairs as necessary.
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and pressure relief valves and to pressure check the cooling system for leaks.
Gauge for Water Temperature
- 9S9102 Thermistor Thermometer Group.
If the engine gets too hot and a loss of coolant is a problem, a pressure loss in the cooling system can be the cause. If the gauge for water temperature shows that the engine is getting too hot, look for 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.
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Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. |
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Start the engine. Put a cover over part of the radiator. The reading on the gauge for water temperature must be the same as the reading on the thermistor thermometer.
9S9102 THERMISTOR THERMOMETER GROUP INSTALLED (Typical Example)
Temperature Regulator
Test procedure for water temperature regulators:
1. Remove the regulator from the engine.
2. Put heat to a pan of water. Get the temperature of the water to 197°F (92°C).
3. Hang the regulator in the pan of hot water. Put the regulator completely under water. Do not let the regulator make contact with the pan.
4. Keep the temperature of the water at 197°F (92°C) for ten minutes. Make sure the water moves around. This keeps all of the water at the same temperature.
5. After ten minutes, remove the regulator and immediately measure the distance the regulator is opened. See the SPECIFICATIONS for the correct opening distance.
Water Pump Pressure Check
The pressure at the outlet for the water pump tells if the shunt system and water pump are operating correctly. To check the pump pressure, install pressure gauge (2) in the front cover. The pressure must be a minimum of 15 psi (105 kPa) at 2800 rpm.
If the pump pressure is less than the minimum pressure: First, check the vent tube between the radiator top tank and the surge tank; it must have an inside diameter of approximately .19 in. (4.8 mm).
Second check to see that the shunt line has a minimum inside diameter of .75 in. (19.1 mm).
GAUGE INSTALLED (Typical Example)
1. 3B7722 Bushing. 2. 9S8138 Pressure Gauge.
Heater Connections
LOCATIONS OF HEATER CONNECTIONS
The front housing has several plugs that give access to water passages inside the housing. For the correct access points to install heater hoses, see the LOCATIONS OF HEATER CONNECTIONS picture.
Dynamometer Test Caution
To prevent possible damage to an engine while testing on a dynamometer, the water temperature regulators must be installed and shunt line (2) connected as shown.
SHUNT LINE CONNECTED TO ENGINE (Typical Example)
1. FT790 Cooling Tower Group. 2. Shunt line.
V-Belt Tension Chart
Basic Block
Connecting Rods And Pistons
Use the 5F9059 Piston Ring Expander to remove or install piston rings.
Use the 5P3524 Piston Ring Compressor to install pistons into cylinder block.
Tighten the connecting rod nuts in the following step sequence:
1. Put 2P2506 Thread Lubricant on bolt threads and seating surfaces of cap and nut.
2. Tighten both nuts to 30 ± 3 lb.ft. (40 ± 4 N·m).
3. Put a mark on each nut and cap.
4. Tighten each nut 60° from the mark.
The connecting rod bearings should fit tightly in the bore in the rod. If bearing joints or backs are worn (fretted), check for bore size as this is an indication of wear because of looseness.
5P3519 Piston Ring Groove Gauge
A 5P3519 Piston Ring Groove Gauge is available for checking ring grooves with straight sides. For instructions on the use of the gauge, see the GUIDELINE FOR REUSABLE PARTS; PISTONS AND CYLINDER LINERS, Form No. SEBF8001.
NOTE: The 5P3519 Piston Ring Groove Gauge is used to check the top ring groove only.
PISTON RING GROOVE GAUGE
Connecting Rod And Main Bearings
Bearings are available with a smaller inside diameter than the original size bearings. These bearings are for crankshafts that have been "ground" (made smaller than the original size). Main bearings are available with a larger outside diameter than the original size bearings. These bearings are for cylinder blocks that have had the bore for the main bearings "bored" (made larger than the original size).
Flywheel And Flywheel Housing
- 8S2328 Dial Indicator Group.
Heat the ring gear to install it. Do not heat to more than 400°F (204°C). Install the ring gear so the chamfer on the gear teeth is next to the starter pinion when the flywheel is installed.
Face Runout (axial eccentricity) of the Flywheel Housing
If any method other than given here is used, always remember bearing clearances must be removed to get correct measurements.
1. Fasten a dial indicator to the crankshaft flange so the anvil of the indicator will touch the face of the flywheel housing.
2. Force the crankshaft to the rear before reading the indicator at each point.
8S2328 DIAL INDICATOR GROUP
3. With the dial indicator set at .000 in. at location (A), turn the crankshaft and read the indicator at locations (B), (C) and (D).
4. The difference between lower and higher measurements taken at all four points must not be more than .010 in. (0.25 mm), which is the maximum permissible face runout (axial eccentricity) of the flywheel housing.
CHECKING FACE RUNOUT OF THE FLYWHEEL HOUSING
A. Bottom. B. Right side. C. Top. D. Left side.
Bore Runout (radial eccentricity) of the Flywheel Housing
1. With the dial indicator in position at (C), adjust the dial indicator to .000 in. Push the crankshaft up against the top bearing. Write the measurement for bearing clearance on line 1 in column (C).
2. Divide the measurement from Step 1 by 2. Write this number on line 1 in columns (B) & (D).
CHECKING BORE RUNOUT OF THE FLYWHEEL HOUSING
8S2328 DIAL INDICATOR GROUP INSTALLED
3. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to .000 in.
4. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write down the measurement in the chart.
NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation (signs). This is necessary for making the calculations in the chart correctly.
5. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in the chart.
6. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write the measurement in the chart.
7. Add lines I & II by columns.
8. Subtract the smaller number from the larger number in line III in columns (B) & (D). The result is the horizontal "eccentricity" (out of round). Line II, column (C) is the vertical eccentricity.
9. On the graph for total eccentricity find the point of intersection of the lines for vertical eccentricity and horizontal eccentricity.
GRAPH FOR TOTAL ECCENTRICITY
10. If the point of intersection is in the range marked "Acceptable" the bore is in alignment. If the point of intersection is in the range marked "Not Acceptable" the flywheel housing must be changed.
Face Runout (axial eccentricity) of the Flywheel
1. Install the dial indicator as shown. Force the crankshaft the same way before the indicator is read so the crankshaft end clearance (movement) is always removed.
2. Set the dial indicator to read .000 in.
CHECKING FACE RUNOUT OF THE FLYWHEEL
3. Turn the flywheel and read the indicator every 90°.
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 face runout (axial eccentricity) of the flywheel.
Bore Runout (radial eccentricity) of the Flywheel
1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makes contact as shown.
CHECKING BORE RUNOUT OF THE FLYWHEEL
1. 7H1945 Holding Rod. 2. 7H1645 Holding Rod. 3. 7H1942 Indicator. 4. 7H1940 Universal Attachment.
CHECKING FLYWHEEL CLUTCH PILOT BEARING BORE
2. Set the dial indicator to read .000 in.
3. Turn the flywheel and read the indicator every 90°.
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 eccentricity) of the flywheel.
5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not exceed .005 in. (0.13 mm).
Electrical System
Most of the testing of the electrical system can be done on the engine. The wiring insulation must be in good condition, the wire and cable connections clean and tight and the battery fully charged. If on the engine test shows a defect in a component, remove the component for more testing.
Battery
- 5P300 Electrical Tester.9S1990 or 1P7400 Battery Charger Tester.5P957 or 5P3414 Coolant and Battery Tester.
NOTE: Make reference to Special Instruction Form No. SEHS7006 and to the instructions inside of the cover of the tester, when testing with the 5P300 Electrical Tester.
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Keep all sparks and flames away from the batteries. A spark can cause an explosion from the flammable vapor mixture of hydrogen and oxygen that is released from the electrolyte through the battery outlets. Injury to personnel can be the result. |
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The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of the charge in the battery. Damage to the charging unit will result, if the connections, (either positive or negative) between the battery and charging unit are broken while the charging unit is charging. This is because the battery load is lost and there is an increase in charging voltage.
High voltage will damage, not only the charging unit but also the regulator and other electrical components.
9S1990 BATTERY CHARGER TESTER
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Never disconnect any charging unit circuit or battery circuit cable from battery when the charging unit is charging. |
Load test a battery that does not hold a charge when in use. To do this, put a resistance across the main connections (terminals) of the battery. For a 6, 8 or 12V battery, use a test load of three times the ampere/hour rating (the maximum test load on any battery is 500 amperes). Let the test load remove the charge (discharge) of the battery for 15 seconds and, with the test load still applied, test the battery voltage. A 6V battery in good condition will show 4.5V; an 8V battery will show 6V; a 12V battery will show 9V. Each cell of a battery in good condition must show 1.6V on either a 6, 8 or 12V battery.
Special Instruction Form No. SEHS6891 is with the 9S1990 or 1P7400 Charger Tester and gives the battery testing procedure.
Charging System
- 5P300 Electrical Tester.
NOTE: Make reference to Special Instruction Form No. SEHS7006 and to the instructions inside of the cover of the tester, when testing with the 5P300 Electrical Tester.
The condition of charge in the battery at each regular inspection will show if the charging system is operating correctly. An adjustment is necessary when the battery is always in a low condition of charge or a large amount of water is needed (one ounce per cell per week or every 50 service hours).
Test the charging units and voltage regulators on the engine, when possible, using wiring and components that are a permanent part of the system. Off the engine (bench) testing will give an operational test of the charging unit and voltage regulator. 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.) fully charged and held tightly in place. The battery holder must not put too much stress on the battery.
2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables must be free of corrosion and have cable support clamps to prevent stress on battery connections (terminals).
3. Leads, junctions, switches and panel instruments that have direct relation to the charging circuit must give proper circuit control.
4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and are able to drive the load of the charging unit.
Alternator Regulator (Motorola)
ALTERNATOR REGULATOR (MOTOROLA)
1. Cap for adjustment screw.
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 cap (1) from the alternator regulator and change the regulator adjustment with a screwdriver.
To increase the voltage turn the adjustment screw clockwise. The adjustment screw under the cap (1) has five positions (number 1 is the last position clockwise).
Alternator: Pulley Nut Tightening (Delco-Remy)
ALTERNATOR PULLEY INSTALLATION
1. 8S1588 Adapter (1/2" female to 3/8" male). 2. 8S1590 Socket (5/16"-3/8" drive). 3. 1P2977 Tool Group. 8H8555 Socket (15/16-1/2" drive) not shown.
Tighten the nut that holds the pulley to a torque of 60 to 75 lb. ft. (80 to 100 N·m) with the tools shown.
Starting System
- 5P300 Electrical Tester.
NOTE: Make reference to Special Instruction Form No. SEHS7006 and to the instructions inside of the cover of the tester, when testing with the 5P300 Electrical Tester.
Use a D.C. Voltmeter to find the starting system 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. The solenoid operation also closes the electric circuit to the motor. Connect one lead of the voltmeter to the solenoid connection (terminal) that is fastened to the motor. Put the other lead to a good ground. Activate the starter solenoid and look at the voltmeter. A reading of battery voltage shows the problem is in the motor. The motor must be removed for further testing. No reading on the voltmeter shows that the solenoid contacts do not close. This is an indication of the need for repair to the solenoid or an adjustment to be made to the starter pinion clearance. Pinion clearance for Delco-Remy starters is .36 in. (9.1 mm).
If the solenoid for the starter motor will not operate, it is possible that the current from the battery is not getting to the solenoid. Fasten one lead of the voltmeter to the connection (terminal) for the battery cable on the solenoid. Put the other lead to a good ground. No voltmeter reading shows there is a broken circuit from the battery. Further testing is necessary when there is a reading on the voltmeter.
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 starter switch or wiring. Fasten one lead of the voltmeter to the battery wire connection of the starter switch and put the other lead to a good ground. A voltmeter reading indicates a failure in the switch.
A starter motor that operates too slow can have an overload because of too much friction in the engine being started. Slow operation of the starting motor can also be caused by shorts, loose connections, and/or dirt in the motor.
Pinion Clearance Adjustment (Delco-Remy)
Whenever the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be made with the starter motor removed.
CONNECTION FOR CHECKING PINION CLEARANCE
1. Connector from MOTOR terminal on solenoid to motor. 2. SW terminal. 3. Ground terminal.
1. Install the solenoid without connector (1) from the MOTOR connection (terminal) on solenoid to the motor.
2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), "SW".
3. Connect the other side of battery to ground terminal (3).
PINION CLEARANCE ADJUSTMENT
4. Shaft nut. 5. Pinion. 6. Pinion clearance.
4. Connect for a moment, a wire from the solenoid connection (terminal) "MOTOR" to the ground connection (terminal). The pinion will shift to crank position and will stay there until the battery is disconnected.
5. Push the pinion toward commutator end to remove free movement.
6. Pinion clearance (6) must be .36 in. (9.1 mm).
7. Pinion clearance adjustment is made by removing plug and turning nut (4).