Using The 5P2160 Engine Horsepower Meter Arrangement<FONT SIZE=-1>*</FONT>{0781, 0782} Caterpillar


Using The 5P2160 Engine Horsepower Meter Arrangement*{0781, 0782}

Usage:

ALL CATERPILLAR DIESEL ENGINES

The Engine Horsepower Meter is an accurate fuel system diagnostic tool designed to help evaluate engine performance without costly disassembly or testing methods. A special fuel flowmeter measures the flow of fuel through the engine. After the BSFC (an expression of the engine's efficiency) and the fuel density (in pounds per gallon) are "dialed into" the Horsepower Meter, the Meter combines this information with the fuel flow rate and computes the horsepower that the engine's fuel system is capable of developing.

It is not necessary to understand the theory or the electronics of the Meter in order to use it. However, it is preferable to have a serviceman with experience in engines and engine troubleshooting analyze the data and make other observations about engine condition.

For information on determining corrected brake horsepower using correction factors and other reference material, see Special Instruction Form SEHS6947. For information on the troubleshooting and repair of the 5P2160 Engine Horsepower Meter Arrangement, see Special Instruction Form SEHS6948.

5P2160 Engine Horsepower Meter Arrangement


5P2149 ATTACHMENT GROUP

1. 5P2146 Case Assembly

2. 2P2288 Adapter (3)

3. 7M7440 Plug (4)

4. 5P2148 Flowmeter Assembly

5. 9S4167 Stud

6. 2P2289 Adapter

7. 1L1644 Nipple (2)

8. 3P2235 Nipple (2)

9. 4D6320 Hose Assembly

10. 4J5267 Seal (11)

11. 6F8146 Seal (11)

12. 5P2156 Clamping Bracket

13. 5P2155 Solenoid Valve

14. 5P7360 Tachometer Generator

15. 9S211 Clamp (2)

16. 9S3032 Clamp (2)

17. 5P6520 Electric Fuel Pump (not part of 5P2149 Grp) 5P1759 Tachometer Drive Group (consisting of):

18. 9N641 Adapter Group

19. 5P1758 Shaft Assembly

20. 4N538 Coupling

21. 4M8303 Seal

22. 2P2270 Accumulator Group

23. 5P2963 Charging Adapter 4J7533 Seal (included with accumulator)

24. 3H2891 Tee

25. 3P2234 Nipple (2)

26. 1S2237 Hose Assembly (3)

27. 3P2232 Coupler (2)

28. 3B7284 Nipple

29. 2P5508 Adapter (2)

30. 3P2236 Nipple (4)

31. 3P1531 Adapter (2)

32. 2P5511 Plate

33. 5S2403 Fitting (2)

34. 9M1697 Adapter

35. 3J7354 Seal (included with adapter)

36. 617921 Connector

37. 4L8144 Gasket (6)

38. 4F5639 Gasket (6)

39. 5P2157 Fuel Meter Cable

40. 5P2159 Tachometer Cable

41. 5P4193 Battery Charging Cable (Use 5P2158 Cable for serial numbers 1001 - 1104.)

42. 5P2161 Solenoid Cable

43. Data Sheets Form 01-774-82695-1


NOTICE

All hoses are a special rubber that is resistant to oil and diesel fuel. Do not substitute another type of hose; damage to the fuel flowmeter and engine fuel system may result. The minimum inside diameter of all fittings and hoses must be 3/8" (9.5).



4. 5P2148 Fuel Flowmeter (complete)

44. 3P2233 Coupler (2) 5P4179 Fuel Flowmeter Repair Kit (not shown) (replacement seals)


45. 5P2150 Engine Horsepower Meter (complete) 5P2152 Digital Board Assembly 5P4187 Power Board Assembly (Use 5P2165 Power Board Assembly for serial numbers 1001 - 1104.) 8M8283 Seal (6 or 9 used)

46. 2S6024 Fuse (2) 5 amp - Bussman AGC5

47. 5P2175 Battery (2 used in serial no. 1001 - 1104)

48. Wrench (not serviced, for knob setscrews)

Required Additional Parts For Some Applications

Use a 2P8292 Box for storage and transportation of the following special purpose tools and adapters.


Tachometer Drive Adapters

NOTE: The 5P1759 Tachometer Drive (included in the 5P2149 Attachment Group) is to be used on all engines equipped with ENM Service Meters. When used on engines with sleeve metering, two 9S211 Clamps are needed for mounting.

1. 5S6106 Adapter (2:1 decrease drive ratio - for engines using 7M6001 Adapter Group)

2. 6B344 Adapter (1:2 increase drive ratio)

3. 6B3124 Adapter (Right Angle - 1:1 drive ratio)

4. 5L2277 Tee Adapter (1:1 drive ratio - for operating two tachometers at the same time)

5. 1P7448 Cable Assembly (Use where there is not enough clearance to connect the tachometer adapter directly to the Service Meter drive unit. Do not bend the cable sharply. The cable assembly is part of the 4S6553 Instrument Group)

6. 1M5061 Tachometer Drive Group (Used for current 988 and 992 Wheel Loaders. Used with the 9S2000 Hydraulic Flowmeter.)

7. 5P935 Adapter Group (Use on D3, 910, 931. The 7M6006 Adapter Group is part of the 7M6001 Adapter Group.)

8. 7M6006 Adapter Group (Use on D3, 910, 931. The 7M6006 Adapter Group is part of the 7M6001 Adapter Group.)


FT1188 Fuel Line Adapter (For checking fuel pressure, fuel temperature, and air in the fuel. Also includes valve for sampling fuel and bleeding.)

9. 3P2233 Coupler

10. 2P8278 Flow Tube

11. 4B6067 Elbow

12. 8L6005 Tee

13. 2F7112 Thermometer

14. 3B9068 Valve

15. 8M2744 Gauge

16. 3P2236 Nipple

17. 5B1311 Nipple (Reworked as shown)

18. 6B2982 Tee (Reworked as shown)

19. 3B7722 Bushing


FT998 Adapter - Make from 9S4165 Cover Assembly. (For D348 and D349 vehicular engines.)


FT999 Adapter - Make from 8H628 Cover Assembly. (For certain D342 and D339 engines)


FT1000 Adapter - Make from 5M476 Cover Assembly. (For certain earlier D311, D320, D330, D333, 1670 and 1673 engines)


FT1019 Adapter - Make from 1S1961 Cover Assembly. (For 621 (23H) and 980 (42H) applications)


For certain earlier engines (and later engines without spin-on fuel filters), it is necessary to rework the fuel filter housing cover in order to measure the fuel flow. The above drawings show a typical cover and a reworked adapter cover. Before making an adapter cover, be sure to verify fuel flow direction.

The following parts are required for the purpose noted.

Use adapter (A) and a 1M5829 Gasket at the fuel filter housing on 5.4" bore and 6 1/4" bore inline engines. Use adapter (B) and a 4L8132 Gasket at the fuel injection housing on 6 1/4" bore "V" engines. Bend the 3N1952, 3N1953 or 3N1954 Tube Assembly as shown before cutting it to the length shown at each end. At fitting (1), loosen the braze and rotate the tube 90°. Drill out two 1H7724 Bushings to .500"(12.70); solder the bushings to the cut tubing, then install the 3P2235 Nipples.

Use adapter (C) and a 4L8144 Gasket at the fuel injection housing on 5.4" bore "V" engines. Bend the 3N4504, 3N4506, or 3N4508 Tube Assembly as shown, then cut it to the length shown. Drill out a 1H7724 Bushing to .500" (12.70), then solder the bushing to the cut tubing. Install a 3P2235 Nipple.

Replacing And Charging The Batteries


NOTICE

Always turn off the Horsepower Meter before removing or installing the face panel.


(1) Remove six screws (1). Lift panel (2) clear of the case.


NOTICE

Be careful not to damage the panel or two switches (3) when removing the panel. Disconnect plug (4) and vent tube (5) from plate (6). Disconnect the wires from the batteries, and remove plate (6). Remove the old batteries. Put the new batteries in position in the case with the positive (red) terminals at locations (A).


NOTE: Earlier Horsepower Meters do not use third battery (7) shown.

(2) Make sure the 8M8283 O-ring seals are in position in plate (6). Install plate (6) so the red wires are against the red (+) terminals of the batteries. Connect the red wires to the positive (+) terminals at locations (A), and the black wires to the negative (-) terminals at locations (B). Connect vent tube (5) to fitting (8). Connect plug (4) to plate (6) with the terminals on the electrical plug reading 1 to 15 from left to right when viewing the box as shown. Put panel (2) in position on the case, and install the six screws. Make sure the vent tube is not between the panel switches and case.


NOTICE

The new batteries should be charged for 12 hours without interruption, using a standard 12 volt battery. It is important that these instructions be followed to get the maximum life from the batteries. Do not attempt to charge the batteries outside of the Horsepower Meter case. DO NOT CHARGE WITH A SHOP BATTERY CHARGER BECAUSE THEY USUALLY HAVE POOR VOLTAGE REGULATION AND MAY CAUSE INTERNAL MALFUNCTIONS OR BLOWN FUSES.

If it is necessary to charge the batteries outside of the meter case, contact: GLOBE BATTERY DIVISION, GLOBE-UNION INC., 5757 North Green Bay Avenue, Milwaukee, Wisconsin 53201. Globe-Union can supply the proper external battery charger (Globe Part No. GRC 6750M). The special charger is not required to charge the batteries if they are installed in the Meter since the Horsepower Meter has a special internal charger.


------ WARNING! ------

Always charge the batteries in a well-ventilated area since vent tube (8) carries away gases produced during charging. Keep open flames and smoking away from the batteries during charging.

-------WARNING!-------

(3) Connect cable (11) to a charged 12 volt battery.


NOTICE

Always connect the red clip to the positive battery post (the larger post) and the black clip to the negative battery post.


(4) Put knob (12) in the BATT. TEST position and knob (13) in the OFF position. Connect the plug end of cable (11) to the BATT. CHARGE socket on the Horsepower Meter face. Put knob (13) in the 12V D.C. BATT. CHARGE position.

(5) Bring the new batteries up to full capacity by charging them for 12 hours without interruption.

(6) Turn knob (13) to the ON position. The meter readout should be a minimum of 6.00 V d.c. when fully charged.

NOTE: During the use of the Horsepower Meter, if the volt readout becomes 5.00 V d.c. or less, the batteries must be recharged. When recharging the batteries, it is only necessary to charge them for approximately 8 hours or less. Charging may be stopped when the BATT. TEST readout is 5.80 volts or more, but should be continued for 8 hours to reach maximum capacity.

If the batteries are never completely discharged, they can be recharged about 1000 or more times. Batteries are capable of a recharge even if they have been completely discharged; however, their life may be decreased. TURN THE HORSEPOWER METER OFF WHEN NOT MAKING TESTS.

Checking Horsepower Meter Calibration Before Use

(1) Turn switch (1) to the BATT. TEST position and switch (2) to the ON position. If the voltage reading is less than about 5.30 volts, recharge the batteries to have sufficient capacity to run a test.

(2) Turn switch (1) to the ENGINE SPEED VERIFY position and compare the displayed value in window (3) with the value shown on the inside of the Horsepower Meter cover.

(3) Turn switch (1) to the GAL/HR CALIB. position. The value in window (4) should be within 00.2 of the value shown inside the cover.

(4) Turn switch (1) to the HORSEPOWER CALIB. position. The value in window (4) should be within 0004 of the value shown inside the cover. IMPORTANT: Be sure the FUEL DENSITY setting is 7.00 and the BSFC setting is .400 for HORSEPOWER CALIB. checks.

NOTE: If the HORSEPOWER CALIB. value is not correct, check the BSFC and FUEL DENSITY counters to see if they are centered. Turn each knob all the way counterclockwise, then clockwise. The range should be centered between approximately .299 to approximately .601 for the BSFC counter, and approximately 6.53 to approximately 7.47 for the FUEL DENSITY counter.

If the meter is out of calibration in any step, refer to the instructions on calibrating the instrument in Special Instruction Form SEHS6948.

Typical Installation Of The Horsepower Meter On Engines Equipped With 1P2299 And 4N5823 Fuel Filters

NOTE: Refer to the chart on page 20 for information on how to install the fuel flowmeter lines on specific engine models.

(1) If the fuel tank is located higher than the fuel filters, turn off the fuel at the tank. Remove all spin-on fuel filters (1).

(2) Install flow adapter (2) and the seals. Be sure to remove the small seal before replacing the filter. If there is more than one filter, install 2P2288 Adapter Blocks. Install a clean fuel filter on the flow adapter.

(3) Find a suitable location to mount the fuel flowmeter near the fuel system. Install bracket (3), using a bolt. Mount the fuel flowmeter (4) in the bracket as shown, with the electrical connector on top.

(4) Find a suitable location to mount the accumulator. The accumulator should be the highest item in the fuel system. Mount accumulator (5) to the engine with a 2S7010 Clip (6) and bolt as shown.

(5) Connect accumulator hoses (7) and (8) and hose (9) between the engine and the fuel flowmeter.

(6) Remove Service Meter (10) from the engine. Install the appropriate tachometer drive adapter (11) and tachometer generator (12). Connect tachometer cable (13) to the tachometer generator and to the Engine Horsepower Meter.

NOTE: On truck engines, install the 5L2277 Tachometer Tee in place of the tachometer drive adapter. Connect the truck tachometer cable to the end of the tee that gives the correct rotation for the truck tachometer. Tachometer generator (12) can turn in either direction.

(7) Connect cable (14) to the fuel flowmeter and to the Engine Horsepower Meter. The Engine Horsepower Meter should be connected to the engine as shown. The arrows indicate the direction of fuel flow.

Typical Installation Of The Horsepower Meter On Engines Equipped With 9L9100 Fuel Filters

NOTE: Refer to the chart on page 20 for information on how to install the fuel flowmeter lines on specific engine models.

(1) If the fuel tank is higher than the fuel filters, shut the fuel off at the tank. Disconnect fuel line (1) from the top of the fuel filter housing. (If there is a fuel pressure hose, disconnect it and move it out of the way.) Remove tee (2) from the top of the fuel filter housing. Install adapter groups (3) and (4) from the attachment group shown on page 3. Install a clean fuel filter.

(2) Find a position to mount the fuel flowmeter which is as high as or higher than the fuel injection pumps. Install clamping bracket (5) and a bolt. Install fuel flowmeter (6) on bracket (5). Be sure the electrical connector (7) is on top.

(3) Connect hose (8) to adapter (3) in the fuel filter and to the "IN" side of fuel flowmeter (6). Install clamp (9) and accumulator group (10) as shown. The accumulator should be the highest item in the fuel system. Connect hose (11) to adapter (4) and hose (12) to the "OUT" side of the fuel flowmeter. Make sure none of the hoses are kinked. If the fuel has been shut off, turn the fuel on at the fuel tank.

(4) Connect cable (13) to the fuel flowmeter and to the Engine Horsepower Meter. The Horsepower Meter and its accessories should now be installed as shown.

(5) Install the appropriate tachometer drive adapter (if necessary) and the tachometer generator (14). Connect tachometer cable (15) to generator (14) and to the Engine Horsepower Meter. If two tachometers are to be operated at the same time, install a 5L2277 Tachometer Tee (16). If the vehicle tachometer will operate only when rotated in one direction, be sure to connect it to the tee first since tachometer generator (14) can rotate in either direction.

Using The Data Sheets

Fill in all known information at the time of the test; see the sample data sheet below. If necessary, make a duplicate copy. Always record the horsepower (or fuel rate) and the rpm at the same time. Use the 4S6553 Instrument Group to find manifold pressure (A). Read the barometric pressure from the instrument group or obtain the "station barometric pressure" from the Weather Bureau along with relative humidity (C). Under "GENERAL COMMENTS", record any corrective action taken.

Preliminary Engine Checks

Perform the following procedures and checks prior to running the fuel rate and horsepower tests to insure accurate results.

NOTE: It is not necessary to check the rack setting until after completion of the fuel rate test (if the rate is not within specification).

(1) Check the engine high idle rpm (no load). Use the tachometer in the Horsepower Meter or another calibrated tachometer such as the one in the 4S6553 Instrument Group. Set the high idle if it is not within specification, but only after determining if balance point is also incorrect.

(2) Check for any obvious fuel leaks. Check for dilution of the engine oil with fuel. Fuel in the engine oil may best be confirmed by oil analysis. Correct any fuel leaks that are found.

(3) Check for excessive exhaust smoke and unusual engine noises which may indicate a malfunction in the combustion system. Refer to the SERVICE TRAINING MEETING GUIDE 17, "Evaluating Engine Performance in the Field", Form JE003304, which includes information on this subject.

(4) Check for any abnormal restrictions in the air induction and exhaust system. Use the 4S6553 Instrument Group and the 1P3060 Pyrometer.

NOTE: The FT1188 Fuel Line Adapter (1) is a combination thermometer, fuel pressure gauge, fuel flow tube, and bleed valve. The adapter can be used to perform steps 5, 6, 7, and 8 that follow. Install adapter (1) at location (A) on the fuel outlet side of the fuel flowmeter (2).

(5) Check the approximate fuel temperature by feeling the fuel injection lines. If the fuel temperature seems to vary much from 90°F (32°C), use a thermometer to determine the fuel temperature. Record this temperature on the Data Sheet.

(6) Check the fuel pressure at the full load rated speed. Use the FT1188 Adapter (1) to check the fuel pressure.

(7) Bleed the fuel lines using the valve in adapter (1). (This valve can also be used to take a sample of the diesel fuel for fuel density corrections.)

(8) Check for air trapped in the fuel by observing the fuel flow through the tube in adapter (1). Install an additional 2P8278 Flow Tube at the inlet side of the fuel transfer pump. Be sure all fuel line connections are tight. Excessive air in the fuel can cause erratic readings on the Horsepower Meter. Air in the fuel can also account for up to a 9% power loss. Refer to Special Instruction Form GMG00825 for more information on this subject.

Performing A Fuel Rate Test

NOTE: On some engines, there is a bypass line in the fuel injection pump housing after the point of measurement. To get the correct readings, the bypass line must be blocked off during the test; See pages 27 and 28.

On some No. 16G Motor Grader engines, and on engines with Sleeve Metering Fuel Systems, it may be necessary to pressurize the fuel going into the fuel flowmeter; see page 29.

(1) Make sure all preliminary checks have been made as listed on page 16.

(2) Turn knob (1) to the "GAL/HR" position and knob (2) to the "ON" position.

(3) Start the engine and check for a fuel flow reading in display window (3). The reading should increase as the engine rpm increases with no load on the engine (at low idle flows below 3 gph may be slightly erratic).

NOTE: The settings on the "FUEL DENSITY" and "BSFC" dials are disregarded by the Horsepower Meter when knob (1) is in the "GAL/HR" position.

(4) Run the engine until it reaches operating temperature. Load the engine to full load rpm. Refer to the section, TECHNIQUES FOR LOADING ENGINES, for more information. Obtain the full load rpm from the Rack Setting Information Book.

IMPORTANT: At full load, the fuel flow reading will be a maximum value as will the horsepower and the inlet manifold "boost" pressure. Look at the tachometer reading when the fuel flow rate is the maximum value to check the full load speed. The speed at which maximum fuel delivery is obtained may not agree exactly with a continuity light indication (if used) because of the ability of some oils to conduct electricity when the rack is not completely against the stop.

NOTE: For engines that cannot be loaded to full load rpm (such as marine engines, engines driving pumps, etc.) take readings of the rpm and fuel flow rates at several engine speeds. Refer to the section on part load horsepower measurements in Special Instruction Form SEHS6947 for more information.

(5) Observe the fuel flow rate in gal/hr at the full load rpm. Make sure the fuel rate increases and decreases smoothly with gradual changes in throttle position or load. Record the fuel rate on the Data Sheet. Always take readings after the instrument has stabilized. A sudden change in fuel rate may give an obvious high or low value momentarily; disregard these false readings.

TO CONSERVE THE BATTERIES, ALWAYS TURN OFF THE HORSEPOWER METER WHEN NOT TAKING READINGS.

Performing A Horsepower Test

All Caterpillar diesel engines are rated at the factory under certain "standard conditions." By using the procedure below, the results can be compared directly to the values listed in the RACK SETTING INFORMATION BOOK. If the test conditions vary appeciably from standard conditions, the effect of these non-standard conditions may be compensated for by using the appropriate correction factors. After completion of the "standard conditions" test, refer to Special Instruction Form SEHS6947 for more information on correction factors.

NOTE: Turbocharged and aftercooled (TA) engines do not require any correction for non-standard air temperature or air pressure. Turbocharged only (T) engines do not require any correction for non-standard air pressure.

NOTE: Make sure all preliminary checks have been made as shown in the section, PRELIMINARY ENGINE CHECKS, on page 16. Always perform the fuel rate test on page 17 before starting the horsepower test.

(1) Turn knob (1) to the "ON" position and knob (2) to the "HORSEPOWER" position.

(2) Use knob (3) to dial in 6.98 pounds/gallon for the FUEL DENSITY setting. This automatically makes the calculations assume that 35° API fuel at 90°F is being used.

(3) Look at the Rack Setting Information Book for the BSFC of the engine. (BSFC = Brake Specific Fuel Consumption, expressed in pounds of fuel per hour per horsepower.) Use knob (4) to dial in the BSFC value.

The BSFC value and horsepower specification must be compatible. For example, when using the "In Vehicle BSFC," use the "Horsepower with Fan" specification for horsepower.

NOTE: If the temperature of the fuel at the fuel flowmeter (with the engine at operating temperature) differs more than 10°F (5.6°C) from 90°F (32°C), use the following table to find the corrected density of standard 35° API fuel. Use this value for the fuel density in step 3.

(4) Load the engine to full load rpm. (For more information on this subject, refer to the section, TECHNIQUES FOR LOADING ENGINES.) The speed at which a maximum reading is obtained should also be the point of maximum fuel rate and the full load speed of the engine.

NOTE: For engines that cannot be loaded to full load rpm (such as marine engines, engines driving pumps, etc.), take readings of the rpm and fuel flow rates at several engine speeds. Refer to the section, PART LOAD HORSEPOWER MEASUREMENTS, in Special Instruction Form SEHS6947.

(5) Observe the horsepower reading and compare it to the value shown in the RACK SETTING INFORMATION BOOK for standard conditions.

Analysis Of Test Results

Basis of Calculations

The engine ratings shown in the RACK SETTING INFORMATION BOOK are based upon the standard factory conditions of 85°F (29°C) air inlet temperature, using 35° API gravity fuel (corrected to 60°F), and a dry (no water vapor) barometric air pressure of 29.0 inches of Hg (mercury). The results of the horsepower test using no correction factors (except fuel temperature) are directly comparable to the factory specifications.

Because the Horsepower Meter calculations are based on a measured volume of fuel, they are unaffected by fuel density and ambient atmospheric conditions. The Meter measures the volume of fuel being used by the fuel system. It then assumes that if the fuel were 35°F API @ 60°F and atmospheric conditions were at the factory standard, then the engine could produce the computed horsepower. This computed horsepower can then be compared directly to the ratings listed in the Rack Charts.

NOTE: If it is desired to see what effect fuel density and atmospheric conditions have on engine horsepower, use the optional correction factors shown in Special Instruction Form SEHS6947.

Tolerances

New engines must be within 3% of the horsepower rating shown in the Rack Charts to pass factory inspection requirements. An engine being tested under field conditions using the Engine Horsepower Meter should test within 4% of the horsepower shown in the Rack Charts. When an engine is within this tolerance, this is an indication that the engine is consuming an amount of fuel within the range that was permissible when that engine was inspected at the factory.

Readings Within 4% of Rated Horsepower

A Meter reading within 4% of the rated horsepower indicates that the fuel system is operating correctly and delivering the correct amount of fuel for combustion. When other engine systems are also operating correctly, the displayed horsepower is an accurate indication of the actual horsepower.

Low Horsepower Reading

A low horsepower reading (less than 96% of rated horsepower) indicates that the engine is not receiving the proper amount of fuel. Possible sources of trouble may be insufficient fuel pressure, air in the fuel, improper rack setting, a major fuel leak before the fuel flowmeter, worn or defective fuel injection pumps, bad nozzles or injection valves, or incorrect injection timing (incorrect injection timing cannot be sensed by the Horsepower Meter). A low reading on the Engine Horsepower Meter indicates a definite fuel system problem that should be corrected before checking other systems.

High Horsepower Reading

A high horsepower reading indicates excessive fuel delivery. A computed horsepower reading higher than 6% above the Rack Chart value may be caused by a fuel leak after the fuel flowmeter or by an improper rack setting. Excessive fuel flow can be caused by leakage into the engine lubrication system. Fuel in the oil can be detected by oil analysis. On direct injection engines, a high fuel rate may reflect excessive fuel nozzle return leakage. (NOTE: Injector bleed leakage of 45 drops per minute is only about 0.06 gallons per hour, so only a very high return rate will seriously affect computations.) Check the rack setting and reduce it to specifications as necessary. Also, check the fuel injection pumps.

On engines with a fuel bypass line after the point of measurement, high fuel rates may indicate failure to block off the bypass line or leakage through the solenoid valve. Install a 2P8278 Fuel Flow Tube in the bypass line to check for leakage, or put a plug in the bypass line to stop the flow completely (not recommended for operation longer than five minutes).

Erratic Readings

If the flow rate varies more than ± 0.3 gal/hr or the horsepower varies more than ± 1%, check for a shifting load, low fuel pressure, or air in the fuel. Air in the fuel can be caused by bad seals in the female couplers or by air trapped in the flowmeter. To remove air trapped in the flowmeter, turn the flowmeter upside down several times while running the engine. Also refer to page 29 of this instruction and the General Troubleshooting Procedure in Special Instruction Form SEHS6948.

Erratic horsepower readings can also be caused by the governor rapidly changing fuel rates. To obtain a relatively stable rpm and flow without substantially changing the results, load the engine to a speed just below full load rpm (20 to 30 rpm).

Engine And Vehicle Cross-Reference Chart

NOTE: See pages 28 and 29 for all engines with Sleeve Metering Fuel Systems.

Installing Fuel Flowmeter Lines

Engine Models: (All having one "Spin-on" filter) D334 (92B, 93B), 1674 (94B), D333C (23C,66D,67D), 1673 (69D), D330C (2B,4B,5B), 3304 (2B4364, 4B6032, 5B1197, 78P18799), 3306 (23C740, 66D8891, 67D1103, 76R), 3406 (90U, 91U, 92U)

Vehicles: Refer to the chart on pages 21 and 22.

Remove the "Spin-on" filter (1), and install adapter group (2). Install a new filter on adapter group (2). Connect hose (3) to the inlet side of the fuel flowmeter and hose (4) to the outlet side of the flowmeter.

Engine Models: (All having two "Spin-on" filters) D353 (46B3013,47B2329), D343 (33B3028,62B6728), 1693 (65B782), D336 (55B,60B), 1676 (54B)

Vehicles: Refer to the chart on pages 21, 22 and 23.

Remove the two "Spin-on" filters. Install a 2P2288 Adapter Block (1). Install adapter group (2). Install a new filter on adapter group (2). Connect hose (3) to the inlet side of the fuel flowmeter and hose (4) to the outlet side of the flowmeter.

Engine Models: (All having three "Spin-on" filters) D346 (98N)

Vehicles: 641B (65K), 650B,660B (58K), 651B (67K), 657B (68K), 666B (66K), 772 (80S), 773 (63G)

Remove the three "Spin-on" filters (1). Install two 2P2288 Adapter Blocks (2). Install adapter group (3). Install a new filter on adapter group (3). Connect hose (4) to the inlet side of the fuel flowmeter and hose (5) to the outlet side of the flowmeter.

Engine Models: 1140 (36B), 1145 (97B), 1150 (96B), 1160 (95B), 3145 (96M,65P), 3150 (97M,66P) 3160 (98M,67P,68P)

Vehicles: 613 (71M), 225 (51U) (Refer to the chart on page 20 for lift truck models.)

Remove tee (1) from the filter housing. Install adapters (2) and (3) as shown. Install a new fuel filter. Connect hose (4) to the inlet side of the fuel flowmeter and hose (5) to the outlet side of the flowmeter.

Vehicles: D3 (6N, 79U, 82U, 83U), 910 (80U), 931 (8N, 10N, 78U, 81U)

Disconnect the fuel line from the tee at the top of the fuel filter. Remove tee (1). Using two 90° elbows (see page 7), install adapters (2) and (3). (These adapters are the same as used for 1100 and 3100 Series Engines above, with the addition of the elbows.) Connect hose (4) to the inlet side of the fuel flowmeter and hose (5) to the outlet side of the flowmeter.

Engine Models: D348 (57K), D349 (32R)

Vehicles: 992 (25K)

Disconnect tube (1) from cover (2). Remove bleed plugs (3), cover (4), and priming pump (5) from cover (2). Remove cover (2) and replace it with FT998 Cover (6). Install plugs (3), cover (4), and pump (5) in cover (6). Connect hose (7) to the inlet side of the fuel flowmeter and hose (8) to the outlet side of the flowmeter.

Engine Models: D346 (39J,40J), D348 (36J,38J), D379 (68B1-68B2539, 69B1-69B1226, 76B), D398 (66B1-66B3560, 67B1-67B1390, 75B)

Vehicles: None

Disconnect tube (1) from the filter housing. Install two 2P5509 Adapters (2) using 4L8144 Gaskets. Connect hose (3) to the inlet side of the fuel flowmeter and hose (4) to the outlet side of the fuel flowmeter.

Engine Models: D399 (35B1-35B687, 91B1-91B386)

Vehicles: None

Remove tube (1). Disconnect tube (2) from the end of the filter housing. Install two 2P5509 Adapters (3) using two 4L8144 Gaskets. Install a 2P5511 Plate (4) and one 4L8144 Gasket on each side of the plate to block the flow to filter (5). Connect hose (6) to the inlet side of the fuel flowmeter and hose (7) to the outlet side of the flowmeter.

Engine Models: D349 (61P,62P), D379 (68B2540,69B1227), D398 (66B3561, 67B1391), D399 (91B387, 35B688)

Vehicles: None

Disconnect tube (1) from the fuel filter housing. Install two 3P1532 Adapters (2) using two 1B9575 Bolts, 1D4716 Nuts, 3B4505 Lockwashers, 4F5639 Gaskets. Connect hose (3) to the inlet side of the fuel flowmeter and hose (4) to the outlet side of the flowmeter. If needed for clearance, install a 32143 Elbow (90°) between the adapter block and the quick disconnect nipple.

Engine Models: D346, D348, D349, D379, D398, and D399 Marine Engines with Duplex Fuel Filters

Vehicles: None

It is easiest to completely remove tube (1) between the fuel injection pump housing and the fuel filter housing. See page 8 for the correct adapters to use with each engine model. Install one adapter at each end where tube (1) was removed. Connect hose (2) between the inlet side of the fuel flowmeter and the adapter at the fuel injection pump housing. Connect the hose from the outlet side of the fuel flowmeter and accumulator to the adapter installed on the fuel filter housing.

Engine Models: 3406 (90U, 91U, 92U)

Vehicles: No. 16G (93U), 621B (45P, 35V), 623B (46P)

There is a continuous return of fuel to the fuel tank in this type of system. Since the fuel passes through the fuel flowmeter but is not burned, the bypassed fuel must be blocked during testing or the horsepower and flow readings will be about 30% too high.

Install the shutoff solenoid at (A). Connect the pressure port (P) of the solenoid valve to the right port of the junction block. Use the solenoid cable (see page 3) with a 12 volt source to block off the flow when taking readings. NOTE: Install the flowmeter and Horsepower Meter as in any system having a standard spin-on fuel filter.

Push the button on the cable to block the return flow. Let the incoming flow stabilize before taking readings. When no readings are being taken, release the solenoid valve to allow air to escape the system and to keep the fuel gallery temperature from increasing.

Engine Models: 3408 (67U, 99U, 28V), 3412 (60M, 38S, 39S), and all engines with Sleeve Metering Fuel Systems (SMFS)

These engines use standard spin-on fuel filters. Install the fuel flowmeter in the usual manner, and connect it to the Horsepower Meter.

All 3408 and 3412 engines and most SMFS engines have a continuous fuel return to the tank to eliminate air from the fuel and to prevent an increase in fuel temperature inside the pump housing. If so equipped, locate the continuous bleed valve (at A or B), and install the solenoid valve (shown on page 3) between the bleed valve and the fuel tank. Use the appropriate fittings shown on page 8 as necessary.

Connect the solenoid cable to the solenoid valve and to a 12 volt source. Polarity is not important.

When performing a test, push the button on the solenoid cable to shut off the flow in the continuous bleed line. Allow the flow to stabilize then take the readings. Release the button on the solenoid cable when readings are not being taken.

For rpm readings on 3306 only, remove cover (1) and install the 5P1759 Drive Group (shown on page 3) with the short 4N538 Coupling.

A boost pump may be needed for the testing of engines with SMFS; see page 29.

Engine Models: All engines with Sleeve Metering Fuel Systems

Vehicles: Earlier No. 16G Motor Graders with scroll metering and fuel filter on the suction side of the fuel transfer pump

Many engines with Sleeve Metering Fuel Systems do not require the following procedure, especially if the fuel tank level is high enough to put a positive "head" of pressure on the fuel at the fuel filter. Use this procedure only if erratic flow readings are encountered when the engine speed seems to be relatively stable. The following procedure covers installation of a 5P6520 Electric Transfer Pump to ensure that at least 2 psi of fuel pressure is available at the fuel flowmeter pistons. Too low of a fuel pressure will cause cavitation in the flowmeter and erratic meter readings even though the engine runs properly. Be sure readings are being taken at full load or slightly into lug, not in the governor overrun portion of the horsepower curve.

NOTE: When checking Sleeve Metering Fuel Systems, always use a clean fuel filter.

Use suitable connections to install the electric transfer pump (1) between the fuel supply line (2) and the fuel filter. The 5P6520 Pump can be operated continuously without damage from pressure buildup. Connect the pump to a 12 volt power source. Install the fuel flowmeter and Horsepower Meter in the usual manner.

NOTE: It is preferable to use a hose (3) between the electric transfer pump and the fuel filter to help dampen vibrations created in the pump.

Engine Models: D311H (51B, D320 (63B), D330 (56B,57B,81B,82B,85B,86B,98B, 29F,37F), 1670 (6A,61B), D333 (58B,59B,79B,80B,87B,88B,34F), 1673 (70B,74B,78B,83B,1L)

Vehicles: 621, J621 (23H), 623 (52U), 980 (42H) (Refer to the chart on page 21 for other vehicles.)

Remove cover (1). Install FT1000 Cover Assembly (2) with the standard hardware from cover (1). Use the FT1019 Adapter on the 621, J621, and 980. (See pages 6 and 7 for information on FT1000 Cover Assembly and FT1019 Adapter.) Connect hose (3) to the inlet side of the fuel flowmeter and hose (4) to the outlet side of the flowmeter.

Engine Models: D342 (31B2040, 32B1198, 49B, 50B), D339 (34B1224)

Vehicles: (Refer to the chart on page 23.)

Remove cover assembly (1) from the fuel filter housing. Install the FT999 Cover Assembly (2) using the hardware from cover assembly (1) and an 8H619 Gasket. Connect hose (3) to the inlet side of the fuel flowmeter and hose (4) to the outlet side of the flowmeter.

Engine Models: D343 (33B1-33B3027, 62B1-62B1-62B6727), 1693 (65B1-65B781), D353 (46B1-46B3012, 47B1-47B2328)

Vehicles: D9 (34A, 49A, 50A, 66A), DD9 (90J, 91J), SxS D9 (29N, 30N), 594 (62H)

Remove cover assembly (1) and the filters as a unit. On the D9 and 594, install a 5H5797 Gasket and a 1P3175 Cover Assembly where cover assembly (1) was removed. On the D353 only, install a 5H5797 Gasket and an 8L4942 Cover Assembly (2) where cover assembly (1) was removed. On the D343 only, install a 7S5792 Gasket and a 7S3680 Cover Assembly in place of cover (1). Install a 2P2288 Adapter Block (3) at location (A). Install adapter group (4) and a new filter. Connect hose (5) to the inlet side of the fuel flowmeter and hose (6) to the outlet side of the flowmeter.

Techniques For Loading Engines

Different engine applications require different techniques of loading. The following brief summaries give general ideas on engine loading techniques so as to "steady state" the engine at maximum load and rated rpm. In some applications it may be necessary to use other methods which are more appropriate to the situation. The engine should be held at full throttle during loading and then the load (braking, etc.) can be applied to bring the engine rpm down to the rated full load speed.

------ WARNING! ------

Regardless of the testing methods used, perform all operations using safe practices. Whenever possible, allow the operator who normally runs the machine to do so while a second person operates the Engine Horsepower Meter. Do not ride on a machine unless a seat and a seat belt are provided. In many cases, it is possible for the analyst to operate the machine and the Meter at the same time, since the Meter requires almost no attention after it is set up. In all cases, however, be familiar with the surface over which the machine is being operated, and be sure that it is clear of obstacles and people. IF THERE IS A CHANCE OF PERSONAL INJURY OR MACHINE DAMAGE OCCURRING, STOP THE TEST IMMEDIATELY UNTIL A SAFE METHOD CAN BE FOUND.

-------WARNING!-------

TRACK-TYPE TRACTORS

The testing of track-type tractors can be done by one man. The oil-cooled brakes provide the loading medium to be used while testing a tractor. With oil-cooled brakes, there is only a slim chance of overheating occurring in the brake drums, but caution is advised in this area because extended periods of extreme brake application may overheat and damage the brake drums.

1. Provide adequate clearance around the tractor in the test area. Generally this test can be conducted in a distance of about 150 feet (50 meters).

2. Operate the tractor in third range with the throttle in the high idle position. On tractors with torque converters, it is very important that the tractor be hot.

3. Operate the brakes to bring the engine down from high idle to the desired full load rpm. This should occur before the torque converter stall speed.

WHEEL LOADERS

The techniques used for wheel loaders is somewhat similar to that of track-type tractors. It is an inmotion type test using the vehicle brakes as the prime method of applying the load. If convenient, the bucket can be loaded with dirt to provide additional weight to the vehicle; this will reduce the load requirement of the brakes. (Torque converter stall speed will normally occur at a higher rpm than full load.) Since the brakes on wheel loaders are not oil-cooled, caution should be used to prevent overheating of the brake drums. It is also possible to operate the hydraulic controls against the relief valve to provide additional loading. If a hydraulic "tee" test is also being performed, connect the "tee" test equipment and use the manual load valve to increase the system pressure for exact control of the load; use torque converter stall for primary loading.

MOTOR GRADERS

The loading technique for motor graders is similar to that used for wheel loaders except that a load cannot be added to the machine. It is not recommended to attempt to load the vehicle with the blade. Instead, the operator can use the transmission to accelerate against. It is desirable to have a grade of 3% or more when testing motor graders.

OFF-HIGHWAY TRUCKS

The testing of off-highway trucks requires an engine analyst with machine handling experience; but preferably, the regular operator should drive the truck while the analyst uses the other seat to run the test. If it is possible to load the bed of the truck, the test procedure will be simplifed. If not possible, then a 3 to 5% grade will be needed for the test. On machines with an eight-speed transmission, select the fourth range and accelerate to the desired engine rpm.

TRACTOR-SCRAPERS

Tractor-scrapers equipped with a hydraulic retarder are comparatively easy to load. If the facilities are available, fill the scraper bowl with dirt. The additional weight will reduce the need of using the retarder and the possibility of overheating the torque converter. Whenever the retarder is used to apply additional load, observe the converter temperature gauge very closely. DO NOT LET THE TORQUE CONVERTER OVERHEAT. The operator can hold the Horsepower Meter beside him and observe the readings while operating the machine.

Tractor-scrapers with rear engines can be checked under static machine conditions. Extreme caution should be used while conducting this test. This test requires two men, one to operate the engine from the operator's seat and the other to conduct the analysis near the rear engine. Raise the rear wheels off the ground by lowering the scraper bowl. With the wheels off the ground, open the rear engine throttle to the high idle position and control the engine speed with the retarder. Take extreme care while doing this; stay clear of the machine and be sure there are no cables hanging around moving parts.

HYDRAULIC EXCAVATORS

The best method for loading hydraulic excavators requires closing the track brake valve by turning in the plunger located on the bottom of the valve. This blocks off oil for releasing the brakes thereby keeping the brakes locked on. After closing the valve, run the engine at high idle and load it by pushing down on the right foot pedal. An alternate method for loading hydraulic excavators is to "feather" the bucket controls to load the engine to full load.

HIGHWAY TRUCKS

If a chassis dynamometer is available, it may be used as a loading device to accelerate against, especially since the load is usually relatively easy to maintain at a given point for a considerable length of time.

If a chassis dynamometer is not available, loading may be done on a multi-lane, limited access highway. Testing will require a qualified, licensed operator as well as the analyst. Under no circumstances, attempt to proceed with the test if there is a situation that might create traffic problems. Always stay within the legal limitations and give preference to surrounding traffic conditions.

Select a transmission gear at the upper end of the transmission range. With the truck operating at road speed, let the engine rpm drop 300 to 400 rpm below the desired test range, then accelerate the engine against the transmission. As the engine overcomes resistances and accelerates out of lug, the readings will reach a maximum at balance point until they overshoot into governor overrun. The longer the period of acceleration out of lug, the better the results. Choose the gear for the most prolonged acceleration that is feasible. Disregard false readings as the engine goes through balance point rpm.

It is desirable to pull a loaded trailer to simulate actual conditions if possible. If a trailer is not available, a test can be conducted without one, but not in as desirable a manner. If possible, a 3% to 5% grade will provide the best test conditions.

Depending on terrain and other conditions, another available method of loading involves operating the truck engine at full throttle and loading it by applying the brakes. The greatest disadvantage with this method is the danger of overheating the brakes and excessive brake wear.

INDUSTRIAL ENGINES

The loading techniques for industrial engines will depend upon their particular application. Since there are many varied applications, a particular loading technique cannot be pinpointed for industrial installations. The only recommendation is that the analyst familiarize himself with the techniques used for loading other machines. From these should be developed adequate judgment to create a load situation for the particular application.

For a discussion on loading characteristics of pumps, etc., see the section on part load horsepower measurements in Special Instruction Form SEHS6947.

ELECTRIC SETS

Electric sets can be tested by putting a full electrical load on the generator thus causing the engine to go to full load. The electric set is similar to the marine application; it will work only as hard as the electric set demands. Electric sets can be comparatively easy to test because they run at a constant speed when loaded properly. Never create an electrical overload situation in which the kilowatt rating of the generator is exceeded.

MARINE ENGINES

The testing of marine engines comes under two categories: 1) Pleasure craft and other vessels which are used to propel only themselves, and 2) Work boats, tug boats, and river boats which are designed to push or pull against a load. Pleasure craft can be tested by themselves in normal water conditions. The engine will usually "steady state" itself readily. While testing work boats, it will be necessary to create an artificial load. This can be done by operating the boat at full load rpm and turning sharply. The boat will have a tendency to push water with the side and load the engine down.

It is not recommended to run a boat tied to a dock or into a mud bank because the boat's hull becomes stationary and the water cannot flow along the hull and through the propellers, thereby causing cavitation. When there is no hull-to-water movement, the propeller will begin to cavitate and the fuel rack will not come on full. In addition, docks are not built to withstand such loads.

NOTE: In general, the power demanded by a boat will depend on the load the boat is working against. A boat engine will operate only at the loaded condition demanded by the propeller. If the propeller is too large or the pitch is wrong (overwheeled), the engine will not come up to the rated speed. When testing marine craft, it is best to test the vessel at the same conditions for which it was designed to work.

For more information on loading characteristics of marine engines, see the section on part load horsepower measurements in Special Instruction Form SEHS6947.

Caterpillar Information System:

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