Usage:
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 excessive smoke comes from the exhaust. Excessive smoke that comes from the exhaust can be caused by a bad fuel injector, but it can also be caused by one or more of the reasons that follow:
- 1. Not enough air for good combustion.
- 2. An overload at high altitude.
- 3. Oil leakage into combustion chamber.
- 4. Not enough compression.
- 5. Low fuel pressure.
- 6. Air in the fuel.
- 2. 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.
Fuel System
(1) Tube assembly (return to tank from fuel passage in cylinder head). (2) Fuel outlet port (to tank). (3) Tube assembly (from transfer pump to fuel filter base). (4) Tube assembly (from fuel filter base to fuel passage in cylinder head). (5) Fuel inlet port (to fuel transfer pump). (6) Screen. (7) Fuel filter.
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 or air fuel leakage. Be sure the fuel supply line does not have a restriction or a bad bend.
3. Install a new secondary fuel filter. Clean screen (6) located in the inlet fitting of the fuel transfer pump.
4. Inspect the orifice in tube assembly (1) to see that there is no restriction for proper operation.
Checking Engine Cylinders Separately
Temperature of an exhaust manifold port, when the engine runs at low idle speed, can be an indication of the condition of a fuel injector. Low temperature at an exhaust manifold port is an indication of no fuel to the cylinder. This can possibly be an indication of an inoperative injector. Extra high temperature at an exhaust manifold port can be an indication of too much fuel to the cylinder, caused by a malfunctioning injector. The difference between cylinders should be no more than 70°C (158°F).
With the valve cover removed and the engine idling, the control shaft levers allow each injector to be actuated individually to the "FUEL ON" position for a few seconds. This causes excess fuel to be injected into that particular cylinder, causing a loud combustion "knock". If actuating an injector in this fashion briefly does not result in a loud combustion "knock", there may be a problem with the injector, the fuel supply to the injector, or the seal between the injector and the brass sleeve.
Use the 1U8865 Infrared Thermometer to check exhaust temperature. The Operator's Manual, Form No. NEHS0510, for the 1U8865 Infrared Thermometer gives complete operating and maintenance instructions for this tool.
Start Up Procedure
Use this procedure when an engine is started for the first time after work is done on the fuel system or governor.
1. Disconnect the air inlet system from the turbocharger.
2. Have a person in position near the turbocharger air inlet with a piece of steel plate large enough to completely cover the turbocharger air inlet.
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Be careful when plate is put against air inlet opening. Due to excessive suction, the plate can be pulled quickly against air inlet opening. To avoid crushed fingers, do not put fingers between plate and air inlet opening. |
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3. Start the engine. If the engine starts to run too fast or runs out of control, immediately put the steel plate against the turbocharger air inlet. This will stop the air supply to the engine, and the engine will stop.
Governor
The only "ON-ENGINE" adjustment to the governor is the low idle setting. All other governor adjustments (including the high idle/throttle stop setting and fuel ratio control) are to be done "OFF-ENGINE" on the governor calibration bench.
NOTE: Refer to Special Instruction, Form No. SEHS8868 for procedures and tooling required to bench test the governor. If governor disassembly and assembly is required, refer to the Disassembly And Assembly Section of this Service Manual.
NOTE: The fuel setting (rack setting), fuel timing and injector synchronization adjustments are performed "ON-ENGINE" and are located under the valve cover. See the topics Fuel Setting, Fuel Timing and Injector Synchronization.
Low Idle Adjustment
(1) Low idle screw.
The low idle screw (1) is initially set during the bench test procedure. However, if the low idle setting is not satisfactory, use 1U6672 Wrench to loosen the locknut and adjust screw (1) to the specified low idle speed. Tighten the locknut and recheck the low idle setting.
NOTE: Refer to the Fuel Setting And Related Information Fiche for the correct low idle speed.
Fuel Pressure
NOTE: 5P2720 Self-Sealing Probe Adapter and 5P2718 Pressure Probe may be used with the tools needed, to allow installation of pressure probes in the future.
1U5470 Engine Pressure Group
The 1U5470 Engine Pressure Group can be used to check engine fuel pressures.
This tool group has a gauge to read fuel pressure to the cylinder head. Special Instruction, Form No. SEHS8524 is with the tool group and gives information for its use.
Fuel Return Line
(1) Cylinder head. (2) Pressure regulating orifice. (3) Tube assembly (return to tank from cylinder head fuel gallery). (4) Check valve assembly. (5) Fuel outlet port (to tank). (6) Fuel gallery.
The fuel pressure to the cylinder head fuel gallery (6) should be 200 to 400 kPa (29 to 58 psi) at rated rpm and load condition. At low idle, the pressure regulating orfice (2) in tube assembly (3) maintains a minimum fuel pressure of 50 kPa (7.2 psi) to the injectors. Check valve (4) prevents fuel from leaving the cylinder head fuel gallery during shutdown.
Fuel Pressure Test
(7) Unfiltered fuel pressure tap. (8) Fuel filter base. (9) Filtered fuel pressure tap.
To check the unfiltered fuel pressure, remove the plug from fuel pressure tap (7). Install the adapter, seal and 1U5470 Engine Pressure Group to fuel pressure tap (7). Operate the engine. To check the filtered fuel pressure, remove the plug from fuel pressure tap (9). Install the adapter, seal and 1U5470 Engine Pressure Group to fuel pressure tap (9). Operate the engine.
NOTE: Make sure the fuel filter is clean before checking fuel pressure. A restricted fuel filter will cause lower fuel pressure at tap (9) than at tap (7).
Finding Top Center Position For No. 1 Piston
Timing Bolt Location
(1) Timing bolt. (2) Timing hole. (3) Flywheel housing.
NOTE: Depending on engine application, the timing hole (2) is located at either the left front face or right front face of the flywheel housing.
1. Remove plug from timing hole (2) on front of flywheel housing.
NOTE: Turn the engine with the four large bolts on the front of the crankshaft. Do not use the eight small bolts on the front of the crankshaft pulley.
2. Put 8T0292 Bolt (1) in hole. Now turn the engine flywheel counterclockwise until the timing bolt engages with the threaded hole in the flywheel.
NOTE: If the flywheel is turned beyond the point that the timing bolt engages in the threaded hole, the flywheel must be turned clockwise approximately 30 degrees. Then turn the flywheel counterclockwise until the timing bolt engages with the threaded hole. The reason for this procedure is to make sure the play is removed from the gears when the No. 1 piston is put on top center.
3. Remove the valve cover.
4. The intake and exhaust valves for the No. 1 cylinder are fully closed if No. 1 piston is on the compression stroke and the rocker arms can be moved by hand. If the rocker arms cannot be moved and the valves are slightly open, the No. 1 piston is on the exhaust stroke. Make reference to charts for Crankshaft Positions For Fuel Timing And Valve Clearance Setting to find the correct cylinder(s) to be checked/adjusted for the stroke position of the crankshaft when the timing bolt has been installed in the flywheel.
NOTE: When the actual stroke position is identified, and the other stroke position is needed, it is necessary to remove the timing bolt from the flywheel, turn the flywheel counterclockwise 360°, and reinstall the timing bolt.
3116 Cylinder And Valve Location
Injector Synchronization
Injector synchronization is the setting of all injector racks to a reference position so each injector gives the same amount of fuel to each cylinder. This is done by setting each injector rack to the same position while the control linkage is in a fixed position (called the synchronizing position).
The control linkage is at the synchronizing position when the injector of the No. 1 cylinder is at fuel shutoff. Since the No. 1 injector is the reference point for the other injectors, no synchronizing adjustment is made to the No. 1 injector.
Always synchronize an injector when it has been removed and reinstalled or replaced. If the No. 1 injector is reinstalled or replaced, all the injectors must be synchronized.
NOTE: This procedure includes steps to remove the rocker arm assemblies for the No. 1 injector and for the injector to be checked. Removing the rocker arm assemblies provides greater access to the control linkage and injector rack. Checking valve clearance and fuel timing is recommended after the rocker arm assemblies are reinstalled.
Fuel Shutoff Solenoid (Energize To Run)
(1) Governor. (2) Fuel shutoff solenoid.
1. With engine stopped and the engine's electrical system shut off, remove fuel shutoff solenoid (2) to allow free movement of the injector rack control linkage during injector synchronization. The 4C4734 Spanner Wrench can be used to remove the fuel shutoff solenoid. Refer to the Disassembly And Assembly Section of this Service Manual for procedures and tooling.
Remove No. 1 Cylinder Rocker Arm Assembly
(3) Inlet manifold. (4) Bolt. (5) Rocker arm assembly.
2. Remove the valve cover from inlet manifold (3). Remove four bolts (4) and No. 1 cylinder rocker arm assembly (5).
NOTE: Hold rocker arm assembly (5) level when removing from engine to prevent accidental disassembly.
Install Injector Spring Compressor On No. 1 Injector
(6) 1U6675 Injector Spring Compressor.
3. Apply a small amount of clean engine oil to the top of the injector and install 1U6675 Injector Spring Compressor (6) to the cylinder head and injector as shown. Tighten the the bolt [part of the tool (6)] which is threaded into the cylinder head hole for the rocker arm assembly. This will compress the injector.
NOTE: Tap lightly with a soft hammer on the spring compressor directly above the injector to ensure free movement of the injector rack bar.
| NOTICE |
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The injector spring must be slightly compressed to allow free movement of the injector rack. Either the rocker arm assembly or the 1U6675 Injector Spring Compressor MUST be installed on all injectors to prevent internal damage to the injectors. |
Injector Spring Compressor Installed On Injector To Be Checked
(6) 1U6675 Injector Spring Compressor. (7) Bolt.
4. Remove the rocker arm assembly for the injector to be checked. Apply a small amount of clean engine oil to the top of the injector and install 1U6675 Injector Spring Compressor (6) to the cylinder head and injector as shown. Tighten the the bolt [part of the tool (6)] which is threaded into the cylinder head hole for the rocker arm assembly. This will compress the injector.
NOTE: Tap lightly with a soft hammer on the spring compressor directly above the injector to ensure free movement of the injector rack bar.
| NOTICE |
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The injector spring must be slightly compressed to allow free movement of the injector rack. Either the rocker arm assembly or the 1U6675 Injector Spring Compressor MUST be installed on all injectors to prevent internal damage to the injectors. |
5. Remove bolt (7) nearest to the injector to be checked.
Injector Synchronization Tooling
(8) 6V6106 Dial Indicator. (9) 1U6679 Indicator Group. (10) Lever (part of 1U6679 Indicator Group).
6. Install 6V6106 Dial Indicator (8) in 1U6679 Indicator Group (9). Do not tighten the indicator yet.
Injector Synchronization Tooling Installed
(8) 6V6106 Dial Indicator. (9) 1U6679 Indicator Group.
Injector To Be Checked
(10) Lever (part of 1U6679 Indicator Group). (11) Rack head. (12) Rack bar. (13) Injector base. (14) Rack stop.
7. Make sure the end face of rack bar (12) is clean. Install assembled 1U6679 Indicator Group (9) and 6V6106 Dial Indicator (8) where bolt (7) was removed. Lever (10) must contact the end face of rack bar (12).
8. Firmly push rack head (11) of the injector to be checked, by hand, toward the injector until rack stop (14) touches injector base (13). The rack is now in shutoff position.
9. While holding rack head (11) in shutoff position, adjust dial indicator (8) until all three dials read zero. Then tighten the dial indicator. Release rack head (11).
Injector Rack Control Linkage
(15) Clamp assembly.
10. Push down on clamp assembly (15) to rotate the rack control linkage in the FUEL ON direction. Now quickly release clamp assembly (15). This ensures that the springs and bearings of the control linkage are in their "normal" positions.
No. 1 Injector [View A-A From Injector Rack Control Linkage (Previous Illustration)]
(11) Rack head. (13) Injector base. (14) Rack stop.
11. Firmly push injector rack head (11) of No. 1 injector, by hand, toward the injector until rack stop (14) touches injector base (13). The No. 1 injector is now at FUEL SHUTOFF. Hold rack head (11) in this position for Steps 12 and 13.
Injector Rack Control Linkage
(16) Lever (of injector being checked).
12. Push down, then quickly release, lever (16) of the injector being checked. "Flip" the lever in this manner to make sure there is smooth movement of the injector rack.
13. The dial indicator must indicate +0.01 to +0.05 mm. Repeat Step 10 through 13 two or three times to confirm the reading.
14. If the reading is correct, go to Step 21.
15. If the dial indicator does not indicate +0.01 to +0.05 mm, go to Step 16.
Synchronize Injector [View B-B From (previous illustration) Injector Rack Control Linkage Illustration]
(13) Injector base. (14) Rack stop. (16) Lever. (17) Setscrew. (18) Clamp.
16. Use 1U6673 Wrench to loosen locknut and back out (turn CCW) setscrew (17).
| NOTICE |
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Do not loosen screws holding clamps (18) to the control shaft. (The screws can be identified as those with socket heads filled with sealant.) Clamps (18) are factory set to the shaft. Loosening the clamps will cause poor engine performance and may damage the engine. |
17. Hold the rack head of No. 1 injector in FUEL SHUTOFF position (as described in Step 11) for Steps 18 and 19.
18. Push down, then quickly release, lever (16) of the injector being synchronized.
19. With 1U6673 Wrench, turn setscrew (17) clockwise until the dial indicator reads +0.01 to +0.05 mm. Tighten the locknut while holding setscrew (17).
20. Check the adjustment by repeating Steps 10 and 11. If the indicator does not indicate +0.01 to +0.05 mm, complete Steps 16 through 19 again.
21. Remove 1U6679 Indicator Group (9) and the dial indicator (8) from the engine. Install bolt (7) that was removed in Step 5.
22. Remove 1U6675 Injector Spring Compressor (6) from the injector that was checked. Install the rocker arm assembly. Make sure push rods are properly seated in the rocker arms and lifters.
23. Synchronize the other injectors as necessary.
24. If fuel setting is to be checked, refer to subject Fuel Setting.
25. If fuel setting is known to be correct, remove the 1U6675 Injector Spring Compressor from No. 1 injector. Install the rocker arm assembly. Make sure push rods are properly seated in the rocker arms and lifters.
26. Check valve clearance and fuel timing for those cylinders that had rocker arms removed. See subjects Valve Clearance and Fuel Timing.
Fuel Shutoff Solenoid (Energize To Run)
(1) Governor. (2) Fuel shutoff solenoid.
27. With engine stopped and the engine's electrical system shut off, install fuel shutoff solenoid (2). Install the valve cover.
Fuel Setting
Fuel Setting Check
Fuel setting is the adjustment of the fuel setting screw to provide a specified injector rack position measured on the No. 1 injector rack bar. The fuel setting screw limits the power output of the engine by setting the maximum travel of all the injector racks.
Before the fuel setting is checked, the injectors must be correctly synchronized. See the subject Injector Synchronization.
NOTE: This procedure is illustrated with the No. 1 cylinder rocker arm assembly installed. Greater access to the injector rack and control linkage is provided, however, when the No. 1 rocker arm assembly is removed. Instructions for removing the rocker arm assembly are given in subject Injector Synchronization, Steps 2 and 3. Checking valve clearance and fuel timing is recommended after the rocker arm assembly is reinstalled.
| NOTICE |
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The injector spring must be slightly compressed to allow free movement of the injector rack. Either the rocker arm assembly or the 1U6675 Injector Spring Compressor MUST be installed on all injectors to prevent internal damage to the injectors. |
1. With engine stopped and the engine's electrical system shut off, remove the fuel control solenoid to allow free movement of the injector rack control linkage during fuel setting.
Remove Bolt
(1) Bolt.
2. Remove bolt (1) from the inlet manifold.
Fuel Setting Tooling
(2) 6V6106 Dial Indicator. (3) 1U6679 Indicator Group. (4) Lever (part of 1U6679 Indicator Group).
3. Install 6V6106 Dial Indicator (2) in 1U6679 Indicator Group (3). Do not tighten the indicator yet.
Fuel Setting Indicator Installed
(2) 6V6106 Dial Indicator. (3) 1U6679 Indicator Group.
No. 1 Injector
(4) Lever (part of 1U6679 Indicator Group). (5) Rack head. (6) Rack bar. (7) Injector base. (8) Rack stop.
4. Make sure the end of rack bar (6) is clean. Install assembled 1U6679 Indicator Group (3) and 6V6106 Dial Indicator (2) as shown where bolt (1) was removed. Position the dial indicator group so that the dial indicator stem is parallel to the rack bar of the No. 1 injector (perpendicular to the rocker arm shafts). Lever (4) must contact the end face of rack bar (6).
5. Firmly push rack head (5) of No. 1 injector, by hand, toward the injector until rack stop (8) touches injector base (7). The No. 1 injector is now at fuel shutoff.
NOTE: If rocker arm assembly is installed, rotate the control shaft in the "FUEL OFF" direction (against spring pressure) until all of the injector levers are in the shutoff position.
6. While holding rack head (5) in the shutoff position, adjust dial indicator (2) until all three dials read zero. Then tighten the dial indicator. Release rack head (5).
Governor
(9) Clip. (10) Governor. (11) Sleeve. (12) Inlet manifold.
7. Remove clip (9) that keeps sleeve (11) in position between governor (10) and inlet manifold (12).
NOTE: Do not use hard-jawed pliers or screwdriver to move sleeve (11). Damage may result to sleeve (11) which will damage the wiper seal in the inlet manifold when sleeve (11) is installed in inlet manifold.
8. With 6V0006 Pliers, slide sleeve (11) from governor (10) toward inlet manifold (12).
Install Governor Pin
(11) Sleeve. (13) Link pin. (14) 1U7305 Insertion Tool.
9. Install 1U7305 Insertion Tool (14) into link pin (13) of the governor output shaft. When properly installed, equal lengths of the small diameter of tool (14) will extend from both ends of link pin (13).
Governor Viewed From Rear
(10) Governor. (11) Sleeve. (12) Inlet manifold. (13) Link pin. (14) 1U7305 Insertion Tool. (15) 1U6681 Holding Tool. (A) Face of governor. (B) Small diameter of tool.
10. Install 1U6681 Holding Tool (15) between sleeve (11) and small diameter (B) of 1U7305 Insertion Tool (14). Push holding tool (15) down until small diameter (B) of tool (14) contacts face (A) of governor (10). This is the governor calibration point.
Rack Control Linkage
(16) Fuel setting screw. (17) Rack lever for No. 1 injector. (18) Clamp assembly.
11. Push down on rack lever (17) and quickly release it. "Flip" the lever in this manner to make sure there is smooth movement of the injector rack.
12. Refer to the Engine Information Plate or Fuel Setting And Related Information Fiche for the correct fuel setting.
Check Fuel Setting
(2) Dial indicator. (3) 1U6679 Indicator Group. (14) 1U7305 Insertion Tool. (15) 1U6681 Holding Tool.
13. If the reading on the dial indicator (2) is within ± 0.25 mm of the specified fuel setting, go to Step 16.
14. If the fuel setting needs adjustment, use 1U6673 Wrench to loosen the locknut of fuel setting screw (16). Adjust fuel setting screw (16) until the indicator reading is the same as the correct fuel setting. Turn the screw CCW for more fuel (greater fuel setting) or CW for less fuel (lower fuel setting).
| NOTICE |
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Do not loosen screw holding clamp assembly (18) to the control shaft. (This screw can be identified by sealant in socket head). Clamp assembly (18) is factory set to the shaft. Loosening the clamp will cause poor engine performance and may damage the engine. |
15. With 1U6673 Wrench, hold fuel setting screw (16) in position while tightening the locknut. Recheck the fuel setting by "flipping" (pushing down and releasing) lever (17). Read the dial indicator again. If the fuel setting is not correct, repeat Steps 14 and 15.
16. Remove 1U6681 Holding Tool (15) and 1U7305 Insertion Tool (14) from the engine. Use 6V0006 Pliers to slide sleeve (11) into the governor (lubricate the O-ring seal on the sleeve with engine oil if necessary). Install clip (9).
17. Remove 1U6679 Indicator Group (3) and the dial indicator. Install bolt (1) in the inlet manifold.
NOTE: If the rocker arm assembly was removed for this procedure, remove 1U6675 Injector Spring Compressor. Install the rocker arm assembly. Make sure push rods are properly seated in the rocker arms and lifters. Check valve clearance and fuel timing. See subjects Valve Clearance and Fuel Timing.
18. With engine stopped and the engine's electrical system shut off, install the fuel shutoff solenoid. Install the valve cover.
Fuel Timing
NOTE: Always turn the engine with the four large bolts on the front of the crankshaft. Do not use the eight small bolts on the front of the crankshaft pulley.
NOTE: If the rocker arm assemblies are removed and installed prior to setting the Fuel Timing Dimension, rotate the crankshaft two complete revolutions to allow the rocker arms to properly seat on the injectors.
1. Put No. 1 piston at top center (TC) position and make identification for the correct stroke (compression or exhaust). Make reference to Finding Top Center Position For No. 1 Piston.
See chart Crankshaft Positions For Fuel Timing. With the two crankshaft positions given in the chart, all of the injectors can be checked or adjusted. This will make sure the push rod lifters are off the lobes and on the base circles of the camshaft.
NOTE: Two dial indicators each with their own procedure are available for this procedure. If the 1U8869 Digital Dial Indicator is to be used, use Procedure B. If the 6V6106 Dial Indicator is to be used, use Procedure A.
Procedure A (6V6106 Dial Indicator)
Calibrate Injector (Fuel) Timing Fixture
(1) 6V6106 Dial Indicator. (2) 4C4716 Timing Fixture. (3) 1U8702 Injector Timing Block. (4) 1U6678 Calibration Fixture. (A) Collet sleeve. (B) Bolt. (C) Locating pin.
Before a check or an adjustment of the Fuel Timing Dimension can be made, the tooling must be calibrated as follows:
2. Install the 9S8883 Contact Point [12.7 mm (.50 in) excluding threads] on the dial indicator stem.
4. Put the dial indicator and timing fixture (2) on the 1U8702 Injector Timing Block (3) and 1U6678 Calibration Fixture (4) as shown. Make sure locating pin (C) in left side of timing fixture (2) engages hole in calibration fixture (4). Install bolt (B) on the right side and tighten to secure timing fixture (2) firmly to calibration fixture (4). The long pin of timing fixture (2) must be in the hole located in the center of injector timing block (3). The ends of the injector timing block and surface of calibration fixture must be clean.
5. Refer to the Engine Information Plate or the Fuel Setting And Related Information Fiche for the correct Fuel Timing Dimension to use. Make a note of the specified Fuel Timing Dimension. Now subtract the length of the 1U8702 Injector Timing Block (62.00 mm) from the specified Fuel Timing Dimension. Make a note of the result. Put a minus (-) sign in front of the result.
Now move the dial indicator in the collet until the pointers indicate the result found above, using the negative or minus (-) dial indicator scale (red numbers on the 6V6106 Dial Indicator). Then tighten the collet and recheck the indicator reading (red scale).
Example #1
NOTE: This is only an example. Be sure to use the correc Fuel Timing Dimension for the engine being checked.
The difference is 2.01 mm. Put a minus (-) sign in front of the result (-2.01 mm). The dial indicator must be moved in the collet so that the pointers indicate this value on the red minus (-) or negative scale on the 6V6106 Dial Indicator while timing fixture (2) is mounted securely on calibration fixture (4).
Fuel Timing Dimension
(5) Tappet. (6) Adjustment screw. (7) Shoulder. (D) Fuel Timing Dimension.
6. Make sure the top surfaces of injector tappet (5) and shoulder (7) are clean and dry.
4C4716 Timing Fixture Installed
(1) 6V6106 Dial Indicator. (2) 4C4716 Timing Fixture. (6) Adjustment screw. (8) Inlet manifold.
NOTE: After timing fixture (2) has been installed on the inlet manifold, do not rotate the engine. The timing fixture may be damaged.
7. Remove bolt (B) from timing fixture (2). While holding up collet sleeve (A), gently put 6V6106 Dial Indicator (1) and 4C4716 Timing Fixture (2) in position on the inlet manifold over the injector to be checked.
When properly positioned, locating pin (C) and bolt (B) on timing fixture (2) will engage holes in top face of inlet manifold (8). Tighten bolt (B) to secure timing fixture (2) firmly to inlet manifold (8).
Slowly lower collet sleeve (A) until the long pin of timing fixture (2) contacts shoulder (7) of the injector.
NOTE: The sliding locating pin (C) and two hole positions for bolt (B) are provided in the timing fixture because of a different valve cover bolt hole position on the rear cylinder.
8. Dial indicator pointers must indicate 0.00 within ± 0.20 mm. Each injector must be checked separately, and adjusted if necessary.
9. If the dial indicator pointers indicate 0.00 ± 0.20 mm, no adjustment is necessary, proceed to step 16.
10. If the dial indicator pointers do not indicate 0.00 within ± 0.20 mm, do Steps 11 and 12.
NOTE: The ± 0.20 mm is a checking tolerance only. If adjustment is necessary, adjust each injector to the specified Fuel Timing Dimension.
11. Loosen the locknut on push rod adjustment screw (6) for the injector to be adjusted.
12. Turn the adjustment screw (6) until the dial indicator reads 0.00. Tighten the locknut on the adjustment screw (6) to a torque of 25 ± 7 N·m (18 ± 5 lb ft) and check adjustment again. If necessary, do this procedure again until the adjustment is correct.
NOTE: After timing fixture (2) has been installed on the inlet manifold, do not rotate the engine. The timing fixture may be damaged.
13. The Fuel Timing Dimension can be checked or adjusted on half of the cylinders with the timing bolt installed. Then, the timing bolt must be removed, and the flywheel rotated counterclockwise 360° (1 revolution) and the timing bolt reinstalled to check the Fuel Timing Dimension on the remaining cylinders. Refer to chart Crankshaft Positions For Fuel Timing.
14. Remove the timing bolt from the flywheel when the Fuel Timing Check is completed.
Procedure B (1U8869 Digital Dial Indicator)
Calibrate Injector (Fuel) Timing Fixture
(2) 4C4716 Timing Fixture. (3) 1U8702 Injector Timing Block. (4) 1U6678 Calibration Fixture. (9) 1U8869 Digital Dial Indicator. (A) Collet sleeve. (B) Bolt. (C) Locating pin.
Before a check or an adjustment of the Fuel Timing Dimension can be made, the tooling must be calibrated as follows:
2. Program the 1U8869 Digital Dial Indicator to read the actual timing dimension. Since the gauge block in the timing and fuel setting group is 62.00 mm, the digital dial indicator is to be programmed for 62.00 mm.
a. Turn the indicator ON by pushing the "on/off" button.
b. Push the "in/mm" button so the display shows mm.
c. A negative sign (-) should be in the display window under REV. If that space is blank, push the "±" button so the display shows (-). When this is done, plunger movement into the indicator will show on the display as negative movement, and plunger movement out of the indicator as positive movement.
d. Push and hold the "preset" button down until there is a flashing(P) in the upper right corner of the display, and then release the button.
e. Push and hold the "preset" button down until the (P) stops flashing, and a flashing indicator bar is seen in the lower left corner of the display, and then release. Momentarily pushing the "preset" button will cause a minus sign to appear or disappear above the flashing indicator. Use the "preset" button to make this position blank.
f. Push and hold the "preset" button down until flashing indicator begins to flash under the first number position (fourth position to the left of the decimal), then release. Momentarily pushing the "preset" button will cause the display number in that position to change. Use the "preset" button to make the position show zero (0).
g. Use the "preset" button to move the flashing indicator and change the display numbers until the display shows 0062.00 mm.
h. Push and hold the "preset" button until the flashing (P) is shown in the upper right corner of the display, and then release. Momentarily push the "preset" button so the flashing (P) and the zeros to the left of 62.00 mm disappear.
i. The indicator can now be turned OFF if desired. The indicator will retain the preset number in memory (only one preset number is retained). To recall the preset number, repeat Steps 2a through 2d. Then momentarily push the "preset" button so the flashing (P) and the zeros to the left of 62.00 mm disappear.
j. Turn the indicator OFF. Make sure the indicator plunger is extended out fully. Repeat steps 2a through 2d. Then momentarily push the "preset" button so the flashing (P) and the zeros to the left of 62.00 mm disappear.
3. Install the 3S3269 Contact Point [25.45 mm (1.0 in) excluding threads] on the dial indicator stem.
4. Install 1U8869 Digital Dial Indicator (9) in the collet of 4C4716 Timing Fixture (2). Leave the collet loose.
5. Put the dial indicator and timing fixture (2) on the 1U8702 Injector Timing Block (3) and 1U6678 Calibration Fixture (4) as shown. Make sure locating pin (C) in left side of timing fixture (2) engages hole in calibration fixture (4). Install bolt (B) on the right side and tighten to secure timing fixture (2) firmly to calibration fixture (4). The long pin of timing fixture (2) must be in the hole located in the center of injector timing block (3). The ends of the injector timing block and surface of calibration fixture must be clean.
6. Position the 1U8869 Digital Dial Indicator in the bracket so the indicator display shows 55.40 mm ± 0.40 mm and tighten the collet. Turn OFF the indicator. This step is to ensure that the indicator plunger has adequate travel in both directions.
7. Repeat steps 2a through 2d.
8. Momentarily push the "preset" button. The display should show 62.00 mm. Lift up on the injector timing block slightly, the display should increase in the positive direction. If this is not true repeat steps 2 through 7.
Fuel Timing Dimension
(5) Tappet. (6) Adjustment screw. (7) Shoulder. (D) Fuel Timing Dimension.
9. Make sure the top surfaces of injector tappet (5) and shoulder (7) are clean and dry.
4C4716 Timing Fixture Installed
(2) 4C4716 Timing Fixture. (6) Adjustment screw. (8) Inlet manifold. (9) 1U8869 Digital Dial Indicator.
NOTE: After timing fixture (2) has been installed on the inlet manifold, do not rotate the engine. The timing fixture may be damaged.
10. Remove bolt (B) from timing fixture (2). While holding up collet sleeve (A), gently put 1U8869 Digital Dial Indicator (9) and 4C4716 Timing Fixture (2) in position on the inlet manifold over the injector to be checked.
When properly positioned, locating pin (C) and bolt (B) on timing fixture (2) will engage holes in top face of inlet manifold (8). Tighten bolt (B) to secure timing fixture (2) firmly to inlet manifold (8).
Slowly lower collet sleeve (A) until the long pin of timing fixture (2) contacts shoulder (7) of the injector.
NOTE: The sliding locating pin (C) and two hole positions for bolt (B) are provided in the timing fixture because of a different valve cover bolt hole position on the rear cylinder.
11. The digital dial indicator will display the Fuel Timing Dimension directly, for example 63.00 mm will be displayed as 63.00 mm and 63.50 mm will be displayed as 63.50 mm.
Refer to the Engine Information Plate or the Fuel Setting And Related Information Fiche for the correct Fuel Timing Dimension to use.
The digital dial indicator must show the correct Fuel Timing Dimension within ± 0.20 mm. Each injector must be checked separately, and adjusted if necessary.
12. If the digital dial indicator displays the correct dimension or is within the ± 0.20 mm checking tolerance, no adjustment is necessary, proceed to step 15.
13. If the dial indicator points do not indicate 0.00 ± 0.20 mm, loosen the locknut on push rod adjustment screw (6) for the injector to be adjusted.
14. Turn the adjustment screw (6) until the digital dial indicator displays the correct Fuel Timing Dimension. Tighten the locknut on the adjustment screw (6) to a torque of 25 ± 7 N·m (18 ± 5 lb ft) and check adjustment again. If necessary, do this procedure again until the adjustment is correct.
NOTE: After timing fixture (2) has been installed on the inlet manifold, do not rotate the engine. The timing fixture may be damaged.
15. The Fuel Timing Dimension can be checked or adjusted on half of the cylinders with the timing bolt installed. Then, the timing bolt and the timing fixture must be removed. Only then may the flywheel be rotated counterclockwise 360° (1 revolution), the timing bolt and the timing fixture reinstalled to check Fuel Timing Dimension on the remaining cylinders. Refer to chart Crankshaft Positions For Fuel Timing.
16. Remove the timing bolt from the flywheel when the Fuel Timing Check is completed.
Engine Speed Measurement
6V3121 Multitach Group
The 6V3121 Multitach Group can measure engine speed from a magnetic pickup on the flywheel housing. It also has the ability to measure engine speed from visual engine parts in rotation.
Special Instruction, Form No. SEHS7807 is with the 6V3121 Multitach Group and gives instructions for the test procedure.
Air Inlet And Exhaust System
Inlet Air Heater
For the testing procedure of the air inlet heater, refer to the Troubleshooting Section of this Service Manual.
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 (negative pressure difference measurement between atmospheric air and air that has gone through air cleaner) of more than 762 mm (30 in) of water.
Back pressure from the exhaust (pressure difference measurement between exhaust at outlet elbow and atmospheric air) must not be more than 686 mm (27 in) of water.
Measurement Of Pressure In Inlet Manifold
The efficiency of an engine can be checked by making a comparison of the pressure in the inlet manifold with the specifications given in the Fuel Setting And Related Information Fiche. 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 And Related Information Fiche. Development of this information is done with these conditions:
- 1. 737 mm (29 in) of mercury barometric pressure (dry).
- 2. 29°C (85°F) outside air temperature.
- 3. 35 API rated fuel.
- 2. 29°C (85°F) outside air temperature.
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 a lower inlet manifold pressure measurement than given in the Fiche. Outside air that has a lower temperature and a higher barometric pressure will cause higher horsepower and a higher inlet manifold pressure measurement.
A difference in fuel API 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 Fiche. If the fuel is rated below 35 API, the pressure in the inlet manifold can be more than given in the Fiche. BE SURE THAT THE AIR INLET OR EXHAUST DOES NOT HAVE A RESTRICTION WHEN MAKING A CHECK OF PRESSURE IN THE INLET MANIFOLD.
1U5470 Engine Pressure Group
To check the inlet manifold pressure, remove one of the plugs (1) on top of inlet manifold. Connect the adapter, seal, reducing bushing, and 1U5470 Engine Pressure Group to this opening.
Pressure Test Location
(1) Plug.
The 1U5470 Engine Pressure Group has a gauge to read pressure in the inlet manifold. Special Instruction, Form No. SEHS8524, is with the tool group and gives instruction for its use.
Exhaust Temperature
Use the 1U8865 Infrared Thermometer to check exhaust temperature. The Operator's Manual, Form No. NEHS0510, for the 1U8865 Infrared Thermometer gives complete operating and maintenance instructions for this tool.
Crankcase Pressure
Pistons or rings that have damage can be the cause of too much pressure in the crankcase. This condition will cause the engine to run rough. There will also be more than the normal amount of fumes (blow-by) coming from the crankcase breather. The breather can then become restricted in a very short time, causing oil leakage at gaskets and seals that would not normally have leakage. Other sources of blow-by can be worn valve guides or turbocharger seal leakage.
8T2700 Indicator Group
The 8T2700 Indicator Group is used to check the amount of blow-by. The test procedure is in Special Instruction, Form No. SEHS8712.
Compression
An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Removal of the head and inspection of the valves and valve seats is necessary to find those small defects that do not normally cause a problem. Repair of these problems is normally done when reconditioning the engine.
Cylinder Head
The cylinder head has valve seat inserts and valve guides that can be removed when they are worn or have damage. Replacement of these components can be made with the tools that follow.
Valves
Valve removal and installation is easier with use of the 5S1330 Pneumatic Valve Spring Compressor.
Valve Seat Inserts
To remove and install valve seat inserts, use the 1U6685 Tool Group. For installation, lower the temperature of the insert before it is installed in the head.
Valve Guides
The 1U6685 Tool Group is used to remove and install the valve guides. The counterbore in the driver and bushing installs the guide to the correct height.
Valve Clearance
3116 Cylinder And Valve Location
Valve clearance (lash) is measured between the rocker arm and the valve. All clearance measurements and adjustments must be made with the engine stopped, and with the valves FULLY CLOSED.
Crankshaft Positions For Fuel Timing And Valve Clearance Setting
Valve Clearance Check
When the valve clearance is checked, adjustment is NOT NECESSARY if the measurement is in the range given in the chart for Valve Clearance Check: Engine Stopped. Refer to Operation And Maintenance Guide for service interval for valve clearance adjustment.
If the measurement is not within this range, adjustment is necessary. See the subject Valve Clearance Adjustment.
Valve Clearance Adjustment
Use the procedure that follows for adjustment of the valves:
1. Put No. 1 piston at top center (TC) position. Make reference to Finding Top Center Position For No. 1 Piston.
2. With No. 1 piston at top center position of the correct stroke, adjustment can be made to the valves as shown in the chart Crankshaft Positions For Fuel Timing And Valve Clearance Setting.
NOTE: Before any actual adjustments are made, tap (hit lightly) each rocker arm (at top of adjustment screw) with a soft hammer to be sure that the lifter roller is seated against the camshaft base circle.
Valve Clearance Adjustment
(1) Valve. (2) Rocker arm. (3) Locknut. (4) Adjustment screw.
3. Loosen the locknut (3) for the push rod adjustment screw. If there is not enough clearance for feeler gauge between rocker arm (2) and valve (1), turn the adjustment screw (4) counterclockwise to increase the valve clearance.
4. Put a feeler gauge of the correct dimension between the rocker arm and valve. Turn the adjustment screw clockwise until the valve clearance is set to the specifications in the chart Valve Clearance Setting: Engine Stopped.
5. After each adjustment, tighten locknut (3) to a torque of 25 ± 7 N·m (18 ± 5 lb ft) and check the adjustment again.
6. Remove the timing bolt and turn the flywheel 360° in the direction of engine rotation. This will put No. 1 piston at top center (TC) position on the opposite stroke. Install the timing bolt in the flywheel.
7. With No. 1 piston at top center position on the opposite stroke, adjustment can be made to the remainder of the valves as shown in the chart Crankshaft Positions For Fuel Timing And Valve Clearance Setting.
8. Repeat Steps 3, 4 and 5 for these valve adjustments.
9. Remove the timing bolt from the flywheel when all valve clearances have been adjusted.
Lubrication System
One of the problems in the list that follows will generally be an indication of a problem in the lubrication system for the engine.
- Too Much Oil ConsumptionOil Pressure Is LowOil Pressure Is HighToo Much Bearing WearIncreased Oil Temperature
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, oil cooler, and all lubrication system connections. Check to see if oil comes 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 in the piston.
- 3. Worn or damaged and/or intermediate ring not installed correctly.
- 4. Oil leakage past the seal ring in the impeller end of the turbocharger shaft.
- 2. Worn or damaged piston rings, or dirty oil return holes in the piston.
Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thin viscosity can be caused by fuel leakage into the crankcase, or by increased engine temperature.
Measuring Engine Oil Pressure
An oil pressure gauge that has a defect can give an indication of low or high oil pressure
1U5470 Engine Pressure Group
The 1U5470 Engine Pressure Group can be used to measure the pressure in the system. This tool group has a gauge to read pressure in the oil manifold. Special Instruction, Form No. SEHS8524 is with the tool group and gives instructions for its use.
Oil Gallery Plug
(1) Plug.
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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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Oil pressure to the camshaft and main bearings should be checked on the side of the cylinder block at oil gallery plug (1). Install the adapter, seal, reducing bushing, and the 1U5470 Engine Pressure Group to this opening. With the engine at operating temperature (using SAE 10W30 oil), under full load condition, minimum oil pressure should be 250 kPa (36 psi). With the engine at operating temperature (using SAE 10W30 oil), at 750 to 850 rpm low idle, minimum oil pressure is 100 kPa (15 psi). With the engine at operating temperature (using SAE 10W30 oil), under full load condition, maximum oil pressure is 600 kPa (88 psi).
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 cause the oil pump not to have 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 cause cavitation (low pressure bubbles suddenly made in liquids by mechanical forces) and a loss of oil pressure. Air leakage in the supply side of the oil pump will also cause cavitation and loss of oil pressure. If the bypass valve for the oil pump is held in the open (unseated) position, the lubrication system cannot get to maximum pressure. Oil pump gears that have too much wear will cause a reduction in oil pressure.
Oil Filter Bypass Valve
If the bypass valve for the oil filter is held in the open position (unseated) because the oil filter has a restriction, a reduction in oil pressure can result. To correct this problem, remove and clean the bypass valve and bypass valve bore. Install a new Caterpillar oil filter to be sure that no more debris makes the bypass valve stay open.
Too Much Clearance At Engine Bearings Or Open Lubrication System (Broken Or Disconnected Oil Line Or Passage)
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.
Piston Cooling Jets
When the engine is operated, cooling jets direct oil toward the bottom of the piston to cool the piston and also provide lubrication for the piston pin. If a jet is broken, plugged or installed wrong, seizure of the piston could result in a very short time.
Oil Pressure Is High
Oil pressure will be high if the bypass valve for the oil pump cannot move from the closed position.
Too Much Bearing Wear
When some components of the engine show bearing wear in a short time, the cause can be a restriction in an oil passage.
If the gauge for oil pressure shows enough oil pressure, but a component is worn because it cannot get enough lubrication, look at the passage for oil supply to the component. A restriction in a supply passage will not let enough lubrication get to a component, and this will cause early wear.
Increased Oil Temperature
With the engine at operating temperature (using SAE 10W30 oil), the maximum oil temperature is 115°C (230°F).
Look for a restriction in the oil passages of the oil cooler. If the oil cooler has a restriction, the oil temperature will be higher than normal when the engine is operated. The oil pressure of the engine will not get low just because the oil cooler has a restriction.
Also check the oil cooler bypass valve to see if it is held in the open position (unseated). This condition will let the oil through the valve instead of the oil cooler, and oil temperature will increase.
Gauges For Oil Pressure
An oil pressure gauge or a sender that has a defect can give an indication of low or high oil pressure.
The 1U5470 Engine Pressure Group can be used to make a comparison with instrument panel gauges.
Cooling System
This engine has a pressure type cooling system. A pressure type cooling system gives two advantages. The first advantage is that the cooling system can have safe operation at a temperature that is higher than the normal boiling (steam) point of water. The second advantage is that this type system prevents cavitation (low pressure bubbles suddenly made in liquids by mechanical forces) in the water pump. With this type system, it is more difficult for an air or steam pocket to be made in the cooling system.
The cause for increased engine temperature is generally because regular inspections of the cooling system were not made. Make a visual inspection of the cooling system before a test is made with test 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 belts 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 filler cap and the surface that seals the cap. This surface must be clean.
Testing The Cooling System
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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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Remember that temperature and pressure work together. When a diagnosis is made of a cooling system problem, temperature and pressure must both be checked. Cooling system pressure will have an effect on coolant boiling 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
8T0470 Thermistor Thermometer Group
The 8T0470 Thermistor Thermometer Group is used in the diagnosis of over heating (engine hotter than normal) or over cooling (engine cooler than normal) problems. This group can be used to check temperatures in several different parts of the cooling system. The testing procedure is in Special Instruction, Form No. SEHS8446.
8T2700 Indicator Group
The 8T2700 Blow-by/Air Flow Indicator Group is used to check the air flow through the radiator core. The test procedure is in Special Instruction, Form No. SEHS8712.
6V3121 Multitach Group
The 6V3121 Multitach Group is used to check the fan speed. The testing procedure is in Special Instruction, Form No. SEHS7807.
9S8140 Cooling System Pressurizing Pump Group
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressure check the cooling system for leaks.
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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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Checking Pressure Cap
One cause for a pressure loss in the cooling system can be a bad seal on the radiator pressure cap.
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressure check the cooling system for leaks.
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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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After the engine is cool, loosen the pressure cap and let the pressure out of the cooling system. Then remove the pressure cap.
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, seal or surface that seals, must be removed.
Typical Schematic Of Pressure Cap
(A) Sealing surface of cap and radiator.
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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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To check the pressure cap for the pressure that makes the pressure cap open, use the procedure that follows:
1. Remove the pressure cap from the radiator.
2. Put the pressure cap on the 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.
5. If the pressure cap is bad, install a new pressure cap.
Testing Radiator And Cooling System For Leaks
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressure check the cooling system for leaks.
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. Remove the pressure cap from the radiator.
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 20 kPa (3 psi) 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 leakage, there is leakage on the inside of the cooling system. Make repairs as necessary.
Water Temperature Gauge Test
Test Location
(1) Plug.
Check the accuracy of the water temperature gauge if either of the conditions that follow are found:
- 1. The gauge reads normal, but the engine is too hot and a loss of coolant is found.
- 2. The gauge shows that the engine is hot, but no loss of coolant can be found.
Remove plug (1) and install the adapter, seal, and the 8T0470 Thermistor Thermometer Group or the 2F7112 Thermometer. A temperature gauge of known accuracy can also be used to make this check.
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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 and run it until the temperature reaches the desired range according to the test thermometer. If necessary, put a cover over part of the radiator or cause a restriction of the coolant flow. The reading on the gauge for water temperature should agree with test thermometer within the tolerance range of the gauge.
Water Temperature Regulator Test
1. Remove the regulator from the engine.
2. Heat water in a pan until the temperature is 94°C (202°F). Move the water around in the pan to make it all the same temperature.
3. Hang the regulator in the pan of water. The regulator must be below the surface of the water and it must be away from the sides and bottom of the pan.
4. Keep the water at the correct temperature for 10 minutes.
5. After ten minutes, remove the regulator and immediately measure the distance the regulator has opened. The distance must be a minimum of 6.6 mm (.26 in).
6. If the distance is less than 6.6 mm (.26 in), make a replacement of the regulator.
Water Pump Pressure Check
Water Pump Group
(1) Pump outlet pressure (alternate heater supply). (2) Alternate pump outlet pressure (for engine diagnosis). (3) Water pump inlet, 2 ports (heater return).
The pressure rise (increase in pressure or pressure differential) tells if the water pump is operating correctly. Measure the pressure rise across or between port (1) or port (2) and one of two ports (3). Ports (1) and (2) represent water pump outlet pressure. Ports (3) represent water pump inlet pressure (suction). With the engine at operating temperature, under full load condition, the pressure rise must be a minimum of 80 kPa (12 psi).
Belt Tension Chart
Basic Block
Connecting Rod Bearings
The connection rod bearings fit tightly in the bore in the rod. If bearing joints or backs are worn (fretted), check bore size. This can be an indication of wear because of a loose fit.
Connecting rod bearings are available with 0.25 mm (.010 in) and 0.50 mm (.020 in) smaller inside diameter than the original size bearings. These bearings are for crankshafts that have been ground (made smaller than original size).
Main Bearings
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). The size available is 0.50 mm (.020 in) larger outside diameter than the original size bearings.
Main bearings are available with a smaller inside diameter than the original size bearings. These bearings are for cylinder blocks that have a crankshaft that has been ground (made smaller than original size). Main bearings are available with 0.25 mm (.010 in) and 0.50 mm (.020 in) smaller inside diameter than the original size bearings.
Cylinder Block
1P3537 Dial Bore Gauge Group
The bore in the block for main bearings can be checked with the main bearing caps installed without bearings. Tighten the nuts that hold the caps to the torque shown in the Specifications Section of this Service Manual. Alignment error in the bores must not be more than 0.08 mm (.003 in).
The 1P3537 Dial Bore Gauge Group can be used to check the size of the bore. Special Instruction, Form No. GMG00981 is with the group.
Flywheel And Flywheel Housing
Face Run Out (Axial Eccentricity) Of The Flywheel Housing
8T5096 Dial Indicator Group Installed (Typical Example)
If any method other than given here is used, always remember bearing clearance must be removed to get correct measurements.
1. Fasten a dial indicator to the flywheel so the anvil of the indicator will touch the face of the flywheel housing.
2. Put a force on the crankshaft toward the rear before the indicator is read at each point.
Checking Face Runout Of The Flywheel Housing
3. With dial indicator set at "0" (zero) at location (A), turn the flywheel 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 0.38 mm (.015 in), which is the maximum permissible face run out (axial eccentricity) of the flywheel housing.
Bore Runout (Radial Eccentricity) Of The Flywheel Housing
1. Fasten the dial indicator as shown so the anvil of the indicator will touch the bore of the flywheel housing.
2. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft up against the top of the bearing. Write the measurement for bearing clearance on line 1 in column (C) in the Chart For Dial Indicator Measurements.
8T5096 Dial Indicator Group Installed (Typical Example)
NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation (signs). This notation is necessary for making the calculations in the chart correctly.
3. Divide the measurement from Step 2 by 2. Write this number on line 1 in columns (B) & (D).
4. Turn the flywheel to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).
5. Turn the flywheel counterclockwise to put the dial indicator at (B). Write the measurements in the chart.
Checking Bore Runout Of The Flywheel Housing
6. Turn the flywheel counterclockwise to put the dial indicator at (C). Write the measurement in the chart.
7. Turn the flywheel counterclockwise to put the dial indicator at (D). Write the measurement in the chart.
8. Add lines I & II by columns.
9. 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 III, column (C) is the vertical eccentricity.
10. On the graph for total eccentricity, find the point of intersection of the lines for vertical eccentricity and horizontal eccentricity.
11. 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.
Graph For Total Eccentricity
Face Runout (Axial Eccentricity) Of The Flywheel.
1. Install the dial indicator as shown. Always put a force on the crankshaft in the same direction before the indicator is read so the crankshaft end clearance (movement) is always removed.
Checking Face Runout Of The Flywheel (Typical Example)
2. Set the dial indicator to read "0" (zero).
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 0.15 mm (.006 in), 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.
2. Set the dial indicator to read "0" (zero).
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 0.15 mm (.006 in), 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 0.13 mm (.005 in).
Checking Bore Runout Of The Flywheel (Typical Example)
(1) 7H1945 Holding Rod (2) 7H1645 Holding Rod (3) 7H1942 Indicator (4) 7H1940 Universal Attachment
Checking Flywheel Clutch Pilot Bearing Bore
Vibration Damper
Damage to or failure of the damper will increase vibrations and result in damage of the crankshaft.
If the damper is leaking, bent or damaged, or if the bolt holes in the damper are loose fitting, replace the damper. Replacement of the damper is also needed at the time of a crankshaft failure due to torsional forces.
Cross Section Of Vibration Damper
(1) Crankshaft. (2) Weight. (3) Case.
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Inspect the viscous damper for signs of leakage or a dented (damaged) case (2). Either condition can cause weight (2) to make contact with case (3) and affect damper operation. |
Electrical System
Test Tools For Electrical System
Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good condition, the wire and cable connections must be clean and tight, and the battery must be fully charged. If the on-engine test shows a defect in a component, remove the component for more testing.
Service Manual Form No. REG00636, Testing And Adjusting Electrical Components, has complete specifications and procedures for the components of the starting circuit and the charging circuit.
6V4930 Battery Load Tester
The 6V4930 Battery Load Tester is a portable unit in a metal case for use under field conditions and high temperatures. It can be used to load test all 6, 8 and 12V batteries. This tester has two heavy-duty load cables that can easily be fastened to the battery terminals, and a load adjustment knob on the front panel permits a current range up to a maximum of 700 amperes. The tester also has a thermometer to show when the safe operating temperature limit of the unit has been reached.
NOTE: Make reference to Special Instruction, Form No. SEHS8268 for more complete information for use of the 6V4930 Battery Load Tester.
8T0900 AC/DC Clamp-On Ammeter
The 8T0900 AC/DC Clamp-On Ammeter is a completely portable, self-contained instrument that allows electrical current measurements to be made without breaking the circuit or disturbing the insulation on conductors. A digital display is located on the ammeter for reading current directly in a range from 1 to 1200 amperes. If a optional 6V6014 Cable is connected between this ammeter and one of the digital multimeters, current readings of less than 1 ammeter can then be read directly from the display of the multimeter.
A lever is used to open the jaws over the conductor [up to a diameter of 19 mm (.75 in)], and the spring loaded jaws are then closed around the conductor for current measurement. A trigger switch that can be locked in the ON or OFF position is used to turn on the ammeter. When the turn-on trigger is released, the last current reading is held on the display for 5 seconds. This allows accurate measurements to be taken in limited access areas where the digital display is not visible to the operator. A zero control is provided for DC operation, and power for the ammeter is supplied by batteries located inside the handle.
NOTE: Make reference to Special Instruction, Form No. SEHS8420 for more complete information for use of the 8T0900 Clamp-On Ammeter.
6V7070 Heavy-Duty Digital Multimeter
The 6V7070 Heavy-Duty Digital Multimeter is a completely portable, hand held instrument with a digital display. This multimeter is built with extra protection against damage in field applications, and is equipped with seven functions and 29 ranges. The 6V7070 Multimeter has an instant ohms indicator that permits continuity checking for fast circuit inspection. It also can be used for troubleshooting small value capacitors.
The 6V7800 Regular-duty Digital Multimeter (a low cost option to the Heavy-Duty Multimeter) is also available; however, the 6V7800 Multimeter does not have the 10A range or the instant ohms feature of the 6V7070 Multimeter.
NOTE: Make reference to Special Instruction, Form No. SEHS7734 for more complete information for use of the 6V7070 and 6V7800 Multimeters.
Battery
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Never disconnect any charging unit circuit or battery circuit cable from battery when the charging unit is operated. 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 in operation. 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.
Use the 6V4930 Battery Load Tester, the 8T900 Clamp-On Ammeter and the 6V7070 Multimeter to load test a battery that does not hold a charge when in use. See Special Instruction, Form No. SEHS8268 for the correct procedure and specifications to use.
Charging System
The condition of charge in the battery at each regular inspection will show if the charging system operates correctly. An adjustment is necessary when the battery is constantly in a low condition of charge or a large amount of water is needed (more than one ounce of water per cell week or per every 100 service hours).
When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and components that are a permanent part of the system. Off-engine (bench) testing will give a test of the charging unit and voltage regulator operation. This testing will give an indication of needed repair. After repairs are made, again make a test to give proof that the units are repaired to their original condition of operation.
Before the start of on-engine testing, the charging system and battery must be checked as shown in the Steps that follow:
1. Battery must be at least 75% (1.225 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 correct circuit control.
4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and have the ability to operate the charging unit.
Alternator
Make reference to the Specifications Section of this Service Manual to find all testing specifications for the alternators and regulators.
No adjustment can be made to change the rate of charge on 12V alternator regulators. If rate of charge is not correct, a replacement of the alternator regulator is necessary.
Starting System
Use a D.C. Voltmeter to find starting system components which do not function.
Move the start control switch to activate the starter solenoid. Starter solenoid operation can be heard as the pinion of the starter motor is engaged with the ring gear on the engine flywheel.
If the solenoid for the starter motor will not operate, it is possible that the current from the battery did not get 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 broken circuit from the battery. More testing is necessary when there is a reading on the voltmeter.
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.
Make a test with one voltmeter lead fastened 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 start switch or the wires for the start switch.
Fasten one voltmeter lead to the start switch at the connection (terminal) for the wire from the battery. Fasten the other lead to a good ground. No voltmeter reading indicates a broken circuit from the battery. Make a check of the circuit breaker and wiring. If there is a voltmeter reading, the problem is in the start switch or in the wires for the start 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 starter motor can also be caused by short circuit, loose connections and/or dirt in the motor.
To test for correct output of starter motors and starter solenoid, make reference to the Specification Section of this Service Manual.
Pinion Clearance Adjustment (Delco-Remy)
When 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. With solenoid installed on the starter motor, remove connector (1).
2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), marked SW.
3. Connect the other side of battery to ground terminal (3).
4. Connect for a moment, a wire from the solenoid connection (terminal) marked MOTOR to the ground connection (terminal). The pinion will shift to crank position and will stay there until the battery is disconnected.
Pinion Clearance Adjustment
(4) Shaft nut. (5) Pinion. (6) Pinion clearance.
5. Push the pinion toward the commutator end to remove free movement.
6. Pinion clearance (6) must be 1.0 ± 0.8 mm (.040 ± .030 in).
7. To adjust pinion clearance, remove plug and turn nut (4).
8. After the adjustment is complete, install the plug over adjustment nut (4) and install connector (1) between the MOTOR terminal on the solenoid and the starter motor.