RENR5978

October 2002

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Systems Operation
Testing and Adjusting
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G3520C Engines for Caterpillar Built
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Generator Sets
CWW1-Up (Generator Set)
CWY1-Up (Generator Set)
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GDB1-Up (Engine)
 i01658146

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as
DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.

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The meaning of this safety alert symbol is as follows:

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Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by NOTICE labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
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warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Caterpillar is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
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measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
 3
Table of Contents

Table of Contents Finding the Top Center Position for the No. 1
Piston .................................................................. 47
Camshaft Timing ................................................... 48
Systems Operation Section Air Inlet and Exhaust System
Restriction of Air Inlet and Exhaust ....................... 52
Engine Design
Measuring Inlet Manifold Temperature .................. 53
Engine Design ....................................................... 4
Measuring Exhaust Temperature .......................... 53
Compression ......................................................... 53
Electronic Control System
Valve Lash and Valve Bridge Adjustment ............. 54
Electronic Control System Operation ...................... 4
Crankshaft Position for Valve Lash Setting ........... 56
Electronic Control System Parameters ................... 9
Lubrication System
Engine Monitoring System
General Information (Lubrication System) ............ 58

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Engine Monitoring System ................................... 16
Excessive Bearing Wear - Inspect ........................ 58
Excessive Engine Oil Consumption - Inspect ....... 58
Ignition System
Increased Engine Oil Temperature - Inspect ........ 59
Ignition System .................................................... 18
Measuring Engine Oil Pressure ............................ 59
Fuel System
Cooling System

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Fuel System Operation ......................................... 19
General Information (Cooling System) ................. 60
Visual Inspection ................................................... 60
Air Inlet and Exhaust System
Test Tools for the Cooling System ......................... 61
Aftercooler ........................................................... 22
Testing the Cooling System .................................. 62
Compressor Bypass ............................................. 23
Exhaust Manifold ................................................. 24
Basic Engine
Turbocharger ........................................................ 25
Cylinder Block ....................................................... 68
Valve System Components ................................... 25
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Cylinder Liner Projection ....................................... 68
Flywheel - Inspect ................................................. 69
Lubrication System
Flywheel Housing - Inspect ................................... 70
Lubrication System .............................................. 26
Vibration Damper - Check ..................................... 72
Cooling System
Air/Electric Starting System
Cooling System .................................................... 29
General Information (Air/Electric Starting
System) ............................................................... 73
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Basic Engine
Cylinder Block, Liners and Heads ......................... 32
Electrical System
Pistons, Rings and Connecting Rods .................. 34
Test Tools for the Electrical System ...................... 75
Crankshaft ........................................................... 34
Battery .................................................................. 76
Camshaft ............................................................. 35

Air/Electric Starting System Index Section

Air/Electric Starting System .................................. 35
Index ..................................................................... 77
Electrical System
Grounding Practices ............................................ 36
Alternator ............................................................. 37
Starting Solenoid .................................................. 37
Starting Motor ...................................................... 38
Circuit Breaker ..................................................... 39

Testing and Adjusting Section

Electronic Control System
General Information (Electronic Control System) .. 40
Engine Governing - Adjust .................................... 42
Manifold Air Pressure Sensor ............................... 43
Detonation Sensor ................................................ 43
Engine Speed/Timing Sensor ............................... 43
Ignition Transformer .............................................. 44

Fuel System
General Information (Fuel System) ....................... 47
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Systems Operation Section

Systems Operation Section Note: The front end of the engine is opposite the
flywheel end of the engine. The left and the right
side of the engine are seen from the flywheel end.
The number 1 cylinder is the front cylinder on
Engine Design the right side. The number 2 cylinder is the front
cylinder on the left side.

i01822562

Engine Design Electronic Control System

SMCS Code: 1000
i01810797

Electronic Control System

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Operation
SMCS Code: 1900

Illustration 1
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g00908808
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Cylinder and valve location
(A) Inlet valve
(B) Exhaust valve

Number and arrangement of cylinders .... 60 degree

V-20
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Valves per cylinder ................................................. 4

Displacement ................................... 86 L (5263 in 3 )

Bore ............................................ 170 mm (6.7 inch) g00925896

Illustration 2
Stroke .......................................... 190 mm (7.5 inch) Terminal box
(1) Master Electronic Control Module (ECM)
Combustion ......................................... Spark ignited (2) Slave ECM

When the crankshaft is viewed from the flywheel
end, the crankshaft rotates in the following
direction. ....................................... Counterclockwise
Firing order
Standard rotation CCW .... 1, 2, 11, 12, 3, 4, 15, 16,
7, 8, 19, 20, 9, 10, 17, 18, 5, 6, 13, 14
Compression ratio .......................................... 11.3:1
Valve lash setting
Inlet ........................................ 0.51 mm (0.020 inch)
Exhaust .................................. 1.27 mm (0.050 inch)
The master ECM controls most of the engines
functions. The module is an environmentally sealed
unit that is in an engine mounted terminal box. The
ECM monitors various inputs from sensors in order
to activate relays, solenoids, etc at the appropriate
levels. The ECM supports the following primary
functions:
Governing of the engine
Control of ignition
Air/fuel ratio control
Start/stop control
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Systems Operation Section

Monitoring of engine operation
The slave ECM supports the following functions:
Control of ignition for the engines right bank
Monitoring of the detonation sensors on the
engines right bank
Neither ECM has a removable personality module.
The software is changed by the flash programming
of a file via the Caterpillar Electronic Technician
(Cat ET).
Each ECM provides variable ignition timing that
is sensitive to detonation. Detonation sensors
monitor the engine for excessive detonation. The
engine has one detonation sensor for each two
adjacent cylinders. The sensors generate data
on vibration that is processed by each ECM in
order to determine detonation levels. If detonation
reaches an unacceptable level, the ECM retards the
ignition timing of the affected cylinder or cylinders.
If retarding the timing does not limit detonation to
an acceptable level, the master ECM shuts down
the engine.
Levels of detonation can be displayed by the

Governing of the Engine RPM
Desired engine speed is determined by the status
of the idle/rated switch, of the desired speed input
(analog voltage or 4 to 20 mA), and of parameters
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Cylinder X Detonation Level screen of Cat ET. The
X represents the cylinder number.
Each ECM provides extensive diagnostics for the
ignition system.

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that are programmed into the software. Parameters
such as idle speed can be programmed with Cat ET.
Actual engine speed is detected via a signal
from the engine speed/timing sensor. The master
ECM monitors the actual engine speed. The ECM
calculates the difference between the actual engine
speed and the desired engine speed. The throttle
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is electronically controlled. The ECM controls the
throttle in order to maintain the desired engine
speed. The throttle is located at the inlet of the
aftercooler.
If the actual engine speed is less than the desired
engine speed, the ECM commands the throttle to
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Air/Fuel Ratio Control
The master ECM provides control of the air/fuel
mixture for performance and for efficiency at low
emission levels. The system includes the following
components: maps in the ECM, output drivers in the
ECM, inlet manifold pressure sensor, inlet manifold
temperature sensor, engine speed/timing sensor,
wattmeter, and fuel metering valve. Additionally, the
customers input via Cat ET is required. Illustration 3
is a diagram of the systems main components and
of the inputs for the system.

move toward the open position in order to increase

the flow of the air/fuel mixture. The increase of the
flow accelerates the engine speed.

If the actual engine speed is greater than the

desired engine speed, the ECM commands the
throttle to move toward the closed position in order
to decrease the flow of the air/fuel mixture. The
decrease of the flow decelerates the engine speed.

Control of Ignition
Each cylinder has an ignition transformer. To initiate
combustion, the master ECM and the slave ECM
send a pulse of approximately 108 volts to the
primary coil of each ignition transformer at the
appropriate time and for the appropriate duration.
The transformer increases the voltage which creates
a spark across the spark plug electrode.
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Systems Operation Section
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Illustration 3
Cat ET This software is designed to run on
a personal computer. Technicians can use the
program to perform many functions. For the air/fuel
ratio control, the technician programs configuration
parameters into the ECM.
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Inlet manifold temperature sensor This sensor
monitors the temperature of the air/fuel mixture in
the air inlet manifold.
Inlet manifold pressure sensor This sensor
monitors the pressure of the air/fuel mixture in the
air inlet manifold.
Engine speed/timing sensor This sensor monitors
the rotation of a speed-timing wheel in order to
provide information on the engine timing and the
engine rpm.
Wattmeter The generators output in electrical
kilowatts is monitored by the EMCP II or by a
wattmeter. If the EMCP II is not used, the wattmeter
must be supplied by the customer. The wattmeters
output to the ECM must be an analog signal within
the range of 0 to 5 volts. The wattmeters output
of 0 to 5 volts must have a linear relationship with
the generators output of kW. The accuracy for the
wattmeters output for the ekW must be within 0.5
percent of the generators actual current.
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g00925966
Fuel metering valve This is an electronically
controlled actuator and a valve that regulates
the flow of fuel. The device monitors the fuel
temperature, the fuel pressure, and the valves
differential pressure. The ECM sends a command
signal for the fuel flow to the device. The device
modulates the opening of the valve in order to
match the command signal.
The air/fuel ratio control has two basic modes of
operation:
Open loop
Charge density feedback
The modes of operation are explained below.
To accurately control the air/fuel ratio, the control
system depends on input from the customer and
on the engine load.
Input from the Customer
Before the initial start-up, a current gas analysis
is required. Data from the gas analysis must be
entered into Caterpillar Software, LEKQ6378,
Methane Number Program. The results are
programmed into the ECM.

Note: It is very important to use the Caterpillar
Software, LEKQ6378, Methane Number
Program. Use of only the data from the gas
analysis can result in incorrect settings.
The following parameters are programmed into the
ECM via the Configuration screen of Cat ET:
Fuel Quality
Gas Specific Gravity
Fuel Specific Heat Ratio
Four inputs for the engine load
Note: For more details on these topics, refer
to Systems Operation/Testing and Adjusting,
Electronic Control System Parameters.
Fuel Quality This is the fuels Lower Heating
Value (LHV).
During operation, the ECM uses the LHV to help
determine the command signal for the fuel flow.
Gas Specific Gravity This is the fuels specific
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gravity in relation to the specific gravity of air.
Fuel Specific Heat Ratio This is a ratio of the
fuels specific heat at a constant pressure and the
fuels specific heat at a constant volume.
The ECM provides the fuels specific gravity
and heat ratio to the fuel metering valve via the
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CAN data link. The fuel metering valve uses this
information to help regulate the fuel flow.
In addition to the information on the fuel, the ECM
requires information on the engine load.
Engine Load
The mode of operation depends on the engine
load. For this reason, the ECM must be able to
determine the percent of the load at all times during
operation. The ECM determines the engines load
with two inputs:
Load of any auxiliary driven equipment such as a
radiator that is directly driven by the engine
Generators output in electrical kilowatts (ekW)
The load for the auxiliary driven equipment must be
entered into the ECM by the customer.
The generators output in electrical kilowatts is
provided by a wattmeter.
The customer must program the following
parameters into the ECM:
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Systems Operation Section
Engine Full Load Rating
Engine Driven Equipment Load
Generator Output Power Sensor Scale Factor
Generator Output Power Sensor Offset
Engine Full Load Rating This is the engines full
load rating in kW. The rating is stamped on the
engines Information Plate.
Engine Driven Equipment Load This is the load
of the auxiliary equipment such as a radiator that is
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directly driven by the engine.
Generator Output Power Sensor Scale Factor
This is a scale for the wattmeters output.
Because there are different wattmeters, the scale
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for the wattmeters output must be entered into
the ECM. The scale provides a linear relationship
between the wattmeters voltage output and the
generators output of ekW. The scale corresponds
to the wattmeters output of 1 volt.
For example, suppose that a scale factor of 400
is used. This indicates that the wattmeters output
of 1.0 volt to the ECM is equal to the generators
output of 400 ekW. When the wattmeters output is
0.5 volts, the generators output is 200 ekW. When
the wattmeters output is 2.0 volts, the generators
output is 800 ekW.
Generator Output Power Sensor Offset The offset
is used to make the wattmeters scale accurate.
Because the output from different wattmeters can
vary, an offset for the wattmeter must also be
entered into the ECM. For example, a wattmeters
minimum output could be 1.5 volts. If a scale of 400
is used, the ECM could assume that the generators
output is 600 ekW when the generators actual
output is 0 ekW. The ECM subtracts the offset from
the wattmeters scale. The offset provides accuracy
for the scale.
All of the above parameters are programmed
into the ECM via the Configuration screen
of Cat ET. For more details, refer to Systems
Operation/Testing and Adjusting, Electronic Control
System Parameters.
Note: The signal from the wattmeter is monitored
for the systems diagnostics. If the voltage is less
than 0.2 VDC, the input is assumed to have a short
circuit to ground. If the voltage is greater than 4.8
VDC, the input is assumed to have a short circuit
to a +Battery source or an open circuit. The ECM
generates a diagnostic code for either condition. If
the engines load is greater than 25 percent and a
diagnostic code is generated, the engine is shut
down.
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Systems Operation Section
Note: The generators output will vary slightly when
the engine is operating at the rated load. For this
reason, the operating system will allow normal
operation at a maximum of 110 percent of the rated
load. If 110 percent of the rated load is exceeded,
the ECM will limit the fuel.
Open Loop Mode
Open loop During operation in this mode, the
ECM controls the air/fuel ratio with maps and with
calculations for the desired air/fuel ratio. This mode
of operation uses no feedback. The air/fuel ratio is
controlled in the open loop mode from start-up until
the engine load becomes greater than 25 percent.
The ECM uses a Fuel Correction Factor (FCF) to
help determine the fuel flow. During operation in the
open loop mode, the FCF is always 1. This enables
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the customer programmable Fuel Quality or LHV
to affect the air/fuel ratio.
To richen the air/fuel mixture, reduce the LHV. The
ECM will compensate for the reduced LHV by
increasing the fuel flow.
To lean the air/fuel mixture, increase the LHV. The
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ECM will compensate for the increased LHV by
reducing the fuel flow.
Charge Density Feedback
Charge density This is the density of the air/fuel
mixture in the air inlet manifold.
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Charge density feedback The ECM calculates the
actual charge density. The actual charge density
is compared to the desired charge density. To
achieve the desired condition, the ECM sends a
command signal to the fuel metering valve. This is
a continuous process during operation with loads
that are greater than 25 percent.
If the charge is too dense, the volume of fuel is
increased.
If the charges density is inadequate, the volume of
fuel is decreased.
The same customers inputs that are required
for operation in the open loop are used for the
feedback mode. In addition, the following additional
configuration parameter must be programmed into
the ECM via the Configuration screen of Cat ET:
NOx Emission Gain Adjustment This is an
adjustment for the charge density. To richen the
air/fuel mixture, increase the gain adjustment.
To lean the air/fuel mixture, decrease the gain
adjustment.
The ECM uses the gain adjustment to help
determine the FCF. The FCF varies during operation
in the feedback mode.
Note: A small change in the NOx Emission Gain
Adjustment causes a large change in the actual
exhaust emissions. For example, an adjustment of
0.01 in the parameters value will result in a change
of 20 to 40 ppm in the actual level of NOx.
Start/Stop Control
The master ECM contains the logic and the
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outputs for control of start-up and of shutdown. The
customer programmable logic responds to signals
from the following components: engine control
switch, emergency stop switch, remote start switch,
data link, and other inputs.
To control the engine at the appropriate times, the
ECM provides +Battery voltage to the solenoids that
control the gas shutoff valve and the starting motor.
The engine has an energize-to-run type of Gas
Shutoff Valve (GSOV). When the programmable
logic determines that fuel is required to start the
engine or to run the engine, the ECM supplies
+Battery voltage to the valves solenoid.
When the programmable logic determines that it is
necessary to crank the engine, the ECM supplies
+Battery voltage to the solenoid for the starting
motor.
The ECM removes the voltage from the starting
motors solenoid when the programmable
crank terminate speed is reached or when a
programmable cycle crank time has expired. The
starter motor pinion disengages from the flywheel
ring gear.
When the programmable logic determines that an
engine shutdown is necessary, the ECM removes
+Battery voltage from the solenoid for the GSOV.
The fuel is shut off.
Engine Monitoring and Protection
The master ECM monitors both the engine operation
and the electronic system.
Problems with engine operation cause the ECM
to generate an event code. The ECM can issue a
warning or a shutdown for events. This depends on
the severity of the condition.
For more information on monitoring of the engine,
refer to Systems Operation, Engine Monitoring
System.
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Systems Operation Section

The Integrated Temperature Sensing Module (ITSM) (Table 1, contd)

monitors the thermocouples for the cylinders and for
the turbocharger. The ITSM sends signals regarding
the parameters to the ECM over the CAT Data Link.
If any parameter exceeds the acceptable range, the
ECM can initiate a warning or a shutdown.
Problems with the electronic system such as an
open circuit produce a diagnostic code. For more
information, refer to the engines Troubleshooting
manual.
i01820699
Configuration Parameters for G3500C Engines
Auxiliary 1 Proportional Governor Gain
Auxiliary 1 Integral Governor Gain
Auxiliary 1 Derivative Governor Gain
Start/Stop Control
Driven Equipment Delay Time
Crank Terminate Speed
Engine Purge Cycle Time

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Engine Cooldown Duration
Electronic Control System Cycle Crank Time
Parameters Engine Overcrank Time
SMCS Code: 1901 Engine Speed Drop Time

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Configuration Parameters
Certain parameters are unique for each engine
application. Table 1 is a list of the parameters
that can be configured for G3500C Engines. The
parameters are described below. The values of the
parameters can be viewed on the Configuration
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screen of the Caterpillar Electronic Technician (Cat
ET).
Table 1
Configuration Parameters for G3500C Engines
Air/Fuel Ratio Control
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Engine Pre-lube Time Out Period
Monitoring and Protection
High Inlet Air Temp Engine Load Set Point
Power Monitoring
Generator Output Power Sensor Scale Factor
Generator Output Power Sensor Offset
Engine Full Load Rating
Engine Driven Equipment Load
Override
Requested Detonation Derate Percentage Override

Fuel Quality Information for the Electronic Control Module (ECM)

Gas Specific Gravity Engine Serial Number
Fuel Specific Heat Ratio Equipment ID
Air/Fuel Ratio Proportional Gain Customer Password #1
Air/Fuel Ratio Integral Gain Customer Password #2
NOx Emission Gain Adjustment Total Tattletale
Speed Control
Low Idle Speed Governing of the Air/Fuel Ratio
Minimum Engine High Idle Speed Control and of the Engine Speed
Maximum Engine High Idle Speed Gain and stability can be adjusted for the following
Engine Accel. Rate functions:
Desired Speed Input Configuration
Primary governor
Governor Type Setting
Auxiliary governor
Grid Status
Engine Speed Droop Fuel metering valve
Governor Proportional Gain For the two governors, compensation can also be
Governor Integral Gain adjusted.
Governor Derivative Gain
(continued)
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Systems Operation Section

Gain determines the speed of the controls response

in adjusting for the difference between the actual
condition and the desired condition. Increasing the
gain provides a faster response to the difference
between the actual condition and the desired
condition.

Stability controls the speed for elimination of the

error in the difference between the actual condition
and the desired condition. The stability dampens
the response to the error. Increasing the stability
provides less damping.

Compensation is used to adjust for the time delay

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between the control signal and the movement of the
actuator. If the compensation is too low, the engine
speed will slowly hunt. If the compensation is too
high, the engine speed will rapidly fluctuate.

Illustration 4 shows some typical curves for transient

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responses. O
g00806254
Illustration 4
(Y) Engine speed
(X) Time
(1) The gain is too high and the stability is too low. There is a large
overshoot on start-up and there are secondary overshoots on
transient loads.
(2) The gain is slightly high and the stability is slightly low. There
is a slight overshoot on start-up but the response to transient
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loads is optimum.
(3) The gain is slightly low and the stability is slightly high. There
is optimum performance on start-up but slow response for
transient loads.
(4) The gain is too low and the stability is too high. The response
for transient loads is too slow.
(5) The response to transient loads is adjusted for optimum
performance.

Illustration 5 is a graphic representation of adjusting

the compensation.

g00806274
Illustration 5
The increased width of the line for the actuator voltage indicates
that the linkage is more active as the compensation increases.
(Y) Actuator voltage
(X) Time in seconds

The default values should be sufficient for initial
start-up. However, the values may not provide
optimum performance.
If you have a problem with instability, always
investigate other causes before you adjust the
settings. For example, diagnostic codes and
unstable gas pressure can cause instability.
To change the gain, stability, or compensation, use
the Graph feature on the Governor Gain screen
of Cat ET. The graph provides the best method for
observing the effects of the adjustment.
After you make adjustments, always test the stability
by interrupting the engine speed. Use the Bump
feature on Cat ET. Operate the engine through the
entire range of speeds and of loads in order to
ensure stability.
Air/Fuel Ratio Control
Before the initial start-up, a current gas analysis
is required. Periodic gas analyses are also
recommended. Data from the gas analysis must
be entered into Caterpillar Software, LEKQ6378,
Methane Number Program. The results are
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programmed into the ECM.
Note: It is very important to use the Caterpillar
Software, LEKQ6378, Methane Number
Program. Use of only the data from the gas
analysis can result in incorrect settings.
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Fuel Quality
This is the fuels Lower Heating Value (LHV). The
fuel ratio control of the ECM will compensate for
some inaccuracy in this setting. The ECM assumes
a corrected value that is multiplied by the Fuel
Correction Factor. This factor can be displayed on
the Cat ET screen.
The Fuel Quality parameter can be used to change
the air/fuel ratio when the engine is operating in
the open loop mode. To richen the air/fuel mixture,
reduce the value. The calculation will compensate
for the reduced LHV by increasing the fuel flow. To
lean the air/fuel mixture, increase the value. The
calculation will compensate for the increased LHV
by reducing the fuel flow.
Gas Specific Gravity
This is the fuels specific gravity in relation to the
specific gravity of air. The ECM does not use this
information. The ECM provides the information to
the fuel metering valve via the Cat Data Link. The
fuel metering valve requires an input for the Gas
Specific Gravity in order to precisely meter the
air/fuel ratio.
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Systems Operation Section
Fuel Specific Heat Ratio
This is a ratio of the fuels specific heat at a constant
pressure and the fuels specific heat at a constant
volume. The ratio is also known as k. The ratio
is related to the expansion of the gas across the
fuel metering valve. The ECM does not use this
information. The ECM provides the information to
the fuel metering valve via the Cat Data Link. The
fuel metering valve requires an input for the Fuel
Specific Heat Ratio in order to precisely meter the
air/fuel ratio.
Air/Fuel Ratio Proportional Gain
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The Air/Fuel Ratio Proportional Gain determines
the response of the fuel metering valve to the
magnitude of error for the fuel ratio. The factory
default setting is 0. This value should not require
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adjustment. If problems occur, this is one of the
last parameters that should be adjusted. The
adjustable range is 50 to +50. Negative values
reduce the magnitude and positive values increase
the magnitude.
Air/Fuel Ratio Integral Gain
The Air/Fuel Ratio Integral Gain determines the
response of the fuel metering valve to the error that
is accumulated over time for the air/fuel ratio. The
factory default setting is 0. This value should not
require adjustment. If problems occur, this is one of
the last parameters that should be adjusted. The
adjustable range is 50 to +50. Negative values
reduce the magnitude and positive values increase
the magnitude.
NOx Emission Gain Adjustment
This is an adjustment for the level of the engines
exhaust emissions for engine operation at full load.
The gain adjustment affects the fuel correction
factor that is used to help determine the fuel flow.
To richen the air/fuel mixture, increase the gain
adjustment. To lean the air/fuel mixture, decrease
the gain adjustment.
Use an accurate emissions analyzer to check the
exhaust emissions and make adjustments with the
gain.
A small change in the NOx Emission Gain
Adjustment causes a large change in the actual
exhaust emissions. For example, an adjustment of
0.01 in the parameters value will result in a change
of 20 to 40 ppm in the actual level of NOx.
When you adjust the exhaust emissions, make a
small change in the value of the gain. Wait until
the system stabilizes. Check the emissions again.
Repeat the process until the desired emissions level
is achieved.
12
Systems Operation Section
Speed Control
Low Idle Speed
Program this parameter to the desired low idle rpm.
The low idle rpm can be programmed from 500 to
1100 rpm.
Minimum Engine High Idle Speed
Program this parameter to the desired minimum high
idle rpm. The actual high idle speed is regulated by
the desired speed input. The regulation is linear in
proportion to the input. An input of 0 percent results
in the minimum high idle rpm and an input of 100
percent results in the maximum high idle rpm.
For the 50 Hz arrangement, the minimum high idle
speed can be programmed between 900 and 1500
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rpm. The default value is 1400 rpm.
For the 60 Hz arrangement, the minimum high idle
speed can be programmed between 900 and 1800
rpm. The default value is 1600 rpm.
Maximum Engine High Idle Speed
O droop can be programmed to a value between 0
Program this parameter to the desired maximum
high idle rpm. The actual high idle speed is
regulated by the desired speed input. The
regulation is linear in proportion to the input. An
input of 0 percent results in the minimum high idle
rpm and an input of 100 percent results in the
maximum high idle rpm.
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For the 50 Hz arrangement, the maximum high idle
speed can be programmed between 1500 and
1900 rpm. The default value is 1600 rpm.
For the 60 Hz arrangement, the maximum high idle
speed can be programmed between 1800 and
2200 rpm. The default value is 2000 rpm.
Engine Accel. Rate
This parameter controls the rate for engine response
to a change in the desired engine speed. For
example, the engine can be programmed to
accelerate at a rate of 50 rpm per second when the
Idle/Rated switch is turned to the Rated position.
Desired Speed Input Configuration
This parameter determines the signal input to the
ECM for control of the desired speed. The signal
can be either 0 to 5 VDC or 4 to 20 mA.
Note: The ECM is not configured to accept a pulse
width modulated signal for input of the desired
engine speed. If you try to select a Pulse Width
Modulated input (PWM), the ECM will reject the
selection. An error will be generated.
Governor Type Setting
The Governor Type Setting parameter can be set
to Droop Operation or to Isochronous Mode.
This setting is dependent upon the application of
the engine.
F
Grid Status
This parameter is used to activate the primary
governor or the auxiliary governor. The generators
Grid Status parameter can be set to On or Off
by an input from the customer supplied equipment.
The Grid Status can be observed on Cat ET.
Engine Speed Droop
This programmable parameter allows precise
control of the speed droop. The Governor Type
Setting parameter must be set to Droop. The
and 10 percent.
Governor Proportional Gain
This parameter is based on a proportional multiplier.
This parameter changes the reaction of the throttle
actuator when the Grid Status parameter is OFF.
If this gain is adjusted and the Grid Status is
ON, the stability is not affected. If changing this
gain causes no effect, check the Grid Status in
order to make sure that the status is OFF.
Governor Integral Gain
This parameter is based on an integral multiplier.
This parameter changes the reaction of the throttle
actuator when the Grid Status parameter is OFF.
If this gain is adjusted and the Grid Status is
ON, the stability is not affected. If changing the
compensation causes no effect, check the Grid
Status in order to make sure that the status is
OFF.
Governor Derivative Gain
This parameter is based on a derivative multiplier
when the Grid Status parameter is Off. If the
gain is changed and the Grid Status is On, the
stability of the engine will not change. If changing
the stability causes no effect, check the Grid
Status in order to make sure that the status is
OFF.

Auxiliary 1 Proportional Governor Gain
This parameter is based on a proportional multiplier
when the engines Grid Status parameter is On. engine speed exceeds the programmed Crank
If the gain is changed and the Grid Status is
Off, the stability of the engine will not change.
If changing this gain causes no effect, check the
Grid Status in order to make sure that the status
is ON.
Auxiliary 1 Integral Governor Gain
This parameter is based on an integral multiplier
when the engines Grid Status parameter is On. unburned fuel to exit through the exhaust before
If the gain is changed and the Grid Status is
Off, the stability of the engine will not change.
If changing this gain causes no effect, check the
Grid Status in order to make sure that the status
is ON.
O
Auxiliary 1 Derivative Governor Gain
This parameter is based on a derivative multiplier
when the engines Grid Status parameter is On. Engine Cooldown Duration is programmed to
If the gain is changed and the Grid Status is
Off, the stability of the engine will not change.
If changing this gain causes no effect, check the
O
Grid Status in order to make sure that the status
is ON.
Start/Stop Control Parameters
Driven Equipment Delay Time
PR
The ECM accepts an input from the driven
equipment that indicates when the equipment is
ready for operation. When the input is grounded,
the driven equipment is ready. The ECM will not
start the engine until this input is grounded.
The ECM can be programmed to wait for a certain
period of time after receiving a start command
before starting the engine. This allows the driven
equipment to get ready for operation.
When the ECM receives a start command, the ECM
will wait for the amount of time that is programmed
into the Driven Equipment Delay Time. If the
Driven Equipment Delay Time elapses and the
input is not grounded, an event code is activated.
The engine will not start.
If the Driven Equipment Delay Time is programmed
to 0 the delay is disabled. If the ECM receives
a start command and the driven equipment is not
ready, an event code is activated. The engine will
not start.
13
Systems Operation Section
Crank Terminate Speed
The ECM disengages the starting motor when the
Terminate Speed. The default value of 250 rpm
should be sufficient for all applications.
Engine Purge Cycle Time
The Engine Purge Cycle Time is the duration
of engine cranking without fuel before the actual
start-up. The ignition is disabled during this
time. The Engine Purge Cycle Time allows any
F
you crank the engine.
Engine Cooldown Duration
When the ECM receives a Stop request, the
engine will continue to run in the Cooldown
Mode for the programmed cooldown period. The
Cooldown Mode is exited early if a request for
an emergency stop is received by the ECM. If the
zero, the engine will immediately shut down when
the ECM receives a Stop request.
Cycle Crank Time
The Cycle Crank Time is the amount of time for
activation of the starting motor and the gas shutoff
valve for start-up. If the engine does not start within
the specified time, the attempt to start is suspended
for a Rest Cycle that is equal to the Cycle Crank
Time.
Engine Overcrank Time
The Engine Overcrank Time is the duration
for attempting an engine start-up. An event is
generated if the engine does not start within this
period of time.
Example Setting
Table 2
Examples of the Settings for Start-up
Parameter Time
Purge Cycle Time 10 seconds
Cycle Crank Time 30 seconds
Overcrank Time 45 seconds
The following sequence will occur if the parameters
are programmed according to the example in Table
2:
14
Systems Operation Section
1. The fuel and the ignition are OFF. The engine will
crank for 10 seconds in order to purge gas from
the engine via the exhaust system.
2. The fuel and the ignition are enabled. The
engine will continue to crank for a maximum of
30 seconds.
3. If the engine does not start, the ignition, the fuel,
and the starting motor are disabled for a 30
second Rest Cycle.
With this example, a complete cycle is 70 seconds:
a purge cycle of 10 seconds, a cycle crank of
30 seconds, and a rest cycle of 30 seconds. A
maximum of one crank cycle is recommended. The
Overcrank Time of 45 seconds allows one crank
cycle.
O
Engine Speed Drop Time
After the cooldown period has elapsed, the ECM
shuts off the gas shutoff valve. The ignition continues
until the engine speed drops below 40 rpm. If the
engine rpm does not drop at least 100 rpm within
the programmed drop time, the ECM terminates the
ignition and the ECM issues an emergency stop.
O
Engine Pre-Lube Time Out Period
The ECM energizes the prelube pumps solenoid
prior to cranking the engine. The ECM uses a
switch input to monitor the engine for acceptable
prelube pressure. After the prelube is completed,
PR
the prelubes pressure switch closes. If the ECM
does not detect closure of the switch within the
programmable Engine Pre-Lube Time Out Period,
the ECM monitors the engine oil pressure sensor.
If the engine oil pressure is insufficient, an event
code is activated and the starting sequence is
terminated. The range for the Engine Pre-Lube
Time Out Period is 30 to 300 seconds.
Monitoring and Protection
High Inlet Air Temp Engine Load
Setpoint
The programmable setpoint is a value that separates
low engine load from high engine load for events
that are activated by high inlet air temperature.
An Engine Load Factor can be displayed on a
Cat ET status screen. If the load factor is less than
the setpoint and the inlet air temperature reaches
the trip point, a High Inlet Air Temperature at
Low Engine Load event is activated. If the load
F
factor is greater than the setpoint and the inlet air
temperature reaches the trip point, a High Inlet
Air Temperature at High Engine Load event is
activated.
Power Monitoring
The Generator Output Power Sensor parameters
configure the ECM for monitoring the generators
output in ekW. Monitoring the output power of the
generator helps enable the ECM to determine the
engine load.
The ECM uses input from an EMCP II or from a
wattmeter in order to calculate the generators
output. The signal from the wattmeter is based
on the total real power that is produced by the
generator.
Note: For the voltage input, the ECM uses a range
of 0.2 to 4.8 volts. The signal is monitored for the
systems diagnostics. If the voltage is less than
0.2 VDC, the input is assumed to have a short
circuit to ground. If the voltage is greater than 4.8
VDC, the input is assumed to have a short circuit
to a +Battery source or an open circuit. The ECM
generates a diagnostic code for either condition. If
the engines load is greater than 25 percent and a
diagnostic code is generated, the engine is shut
down.
Generator Output Power Sensor Scale
Factor
This parameter is a scale for the wattmeters output.
The scale provides a linear relationship between the
voltage input to the ECM and the generators output
of ekW. The scale corresponds to a signal of 1 volt.
For example, suppose that a scale factor of 293
is used. This indicates that a signal of 1.0 volt to
the ECM is equal to the generators output of 293
ekW. When the signal is 2.0 volts, the generators
output is 586 ekW. When the signal is 0.5 volts, the
generators output is 196.5 ekW. Illustration 6 is a
representation of the scales slope.
 15
Systems Operation Section

Engine Driven Equipment Load

This is the load of the auxiliary equipment such
as a radiator that is directly driven by the engine.
The value is in units of ekW. To determine the
percentage of the engines load during operation,
the ECM adds this load to the generators load.

Override Parameters
Requested Detonation Derate
Percentage Override

F
g00929559
This parameter is not operational.
Illustration 6

The maximum programmable value for the scale Information for the ECM
is 1048 kW per volt. The minimum programmable
value for the scale is obtained from a calculation. Engine Serial Number

O
The equation is provided in in Table 3.
The engine serial number is programmed into the
Table 3 ECM at the factory. The number is stamped on the
Minimum Programmable Value for the Generator engine Information Plate.
Output Power Sensor Scale Factor
( R O ) 4.6 kW/V Equipment ID
R is the generators rated power.
O
The customer can assign an Equipment ID for the
O is the Generator Output Power Sensor Offset. purpose of identification.

Customer Passwords
Generator Output Power Sensor Offset
Two customer passwords can be entered. The
Because the output from different wattmeters can passwords are used to protect certain configuration
vary, this parameter is used to fine tune the value
PR

parameters from unauthorized changes.

of the signal. The value of this parameter can be
either a positive value or a negative value. The
value of this parameter is added to the value that is
determined by the Generator Output Power Sensor
Scale Factor.
For example, a wattmeter may produce a signal of
2.0 volts for a generators output of 600 ekW. If a
scale factor of 293 is used, the ECM will calculate
the generators output at 586 ekW. However, the
generators actual output is 600 ekW. In this case,
an offset of 16 provides the necessary accuracy for
the ECM: 586 + 16 = 300
The minimum programmable value for the offset is
327 kW. The maximum programmable value for
the offset is 200 kW.
Note: Factory level security passwords are required
for clearing certain logged events and for changing
certain programmable parameters. Because of the
passwords, only authorized personnel can make
changes to some of the programmable items in the
ECM. When the correct passwords are entered, the
changes are programmed into the ECM.
Total Tattletale
This item displays the number of changes that have
been made to the configuration parameters.

The Generator Total Real Power value can be

displayed on the Cat ET status screen.

Engine Full Load Rating

To determine the percentage of the engines load
during operation, the ECM must be provided with
the engines rated load. The Engine Full Load
Rating is the engines full load rating in kW. The
rating is stamped on the engines Information Plate.
16
Systems Operation Section
Engine Monitoring System
i01822509
Engine Monitoring System
SMCS Code: 1900; 1901
The master ECM monitors the operating parameters
of the G3520C Engine. The ECM can initiate
a warning or a shutdown if a specific engine
parameter exceeds an acceptable range. Use the
Caterpillar Electronic Technician (ET) to perform the
following activities:
Select the available responses.
Program the level for monitoring.
O
Program delay times for each response.
The default settings for the parameters are
programmed at the factory. To accommodate
unique applications and sites, the parameters may
be reprogrammed with Cat ET. The screens of Cat
ET provide guidance for the changing of trip points.
O
Note: Some of the parameters are protected by
factory passwords. Other parameters can be
changed with customer passwords.
Refer to the Troubleshooting Manual for instructions
on troubleshooting events.
PR
Refer to Operation And Maintenance Manual,
Engine Features And Controls for additional
information on the default settings.
Monitoring Parameters
Low System Voltage
The trip point for this parameter is set at the factory.
The trip point cannot be changed. This parameter
is always ON. This parameter cannot be turned off.
If the system voltage decreases to the trip point or
if the system voltage goes below the trip point, the
ECM will generate a warning or a shutdown.
High Engine Coolant Temperature
The trip points for this parameter can be
programmed by the customer. The shutdown
response is always ON. The shutdown response
cannot be turned off. If the engine coolant
temperature exceeds the trip point, the ECM will
generate a warning, a derating, or a shutdown.
Low Engine Coolant Temperature
The trip point for this parameter can be programmed
by the customer. If the engine coolant temperature
decreases to the trip point, the ECM will generate
a warning.
Engine Overspeed
The trip point for this parameter is set at the factory.
This parameter is always ON. This parameter cannot
be turned off. If the engine speed exceeds the trip
point, the ECM will activate an engine shutdown.
For generator set engines, a typical trip point is 118
F
percent of the engines rated speed.
High Engine Oil Temperature
The trip point for a warning for this parameter can
be programmed by the customer. The trip point for
a shutdown is set at the factory. This parameter is
always ON. This parameter cannot be turned off. If
the engine oil temperature exceeds the trip point,
the ECM will generate a warning or a shutdown.
High Oil Filter Differential Pressure
The trip point for a warning for this parameter can
be programmed by the customer. The trip point for
a shutdown is set at the factory. This parameter is
always ON. This parameter cannot be turned off.
If the engine oil filter differential pressure exceeds
the trip point, the ECM will generate a warning or
a shutdown.
Low Oil Filter Differential Pressure
The trip point for a warning for this parameter can
be programmed by the customer. The trip point for
a shutdown for this parameter is set at the factory.
This parameter is always ON. This parameter cannot
be turned off. If the engine oil filter differential
pressure decreases to the trip point, the ECM will
generate a warning or a shutdown.
High Fuel Temperature
The trip point for this parameter can be programmed
by the customer. If the fuel temperature exceeds
the trip point, the ECM will generate a warning.
Low Fuel Pressure
The trip point for this parameter can be programmed
by the customer. If the fuel pressure decreases to
the trip point, the ECM will generate a warning.
 17
Systems Operation Section

High Eng Oil to Eng Coolant Diff Temp
The trip point for a warning for this parameter can
be programmed by the customer. The trip point
for a shutdown for this parameter is set at the
factory. The shutdown response is always ON.
The shutdown response cannot be turned off. If
the differential temperature of the engine oil to the
jacket water exceeds the trip point, the ECM will
generate a warning or a shutdown.
Low Gas Fuel Differential Pressure
The trip point for this parameter can be programmed
High Inlet Air Temperature at Low
Engine Load
The Service/Configuration screen of Cat ET
defines the High Inlet Air Temp Engine Load Set
Point. The ECM can activate a warning, a derating,
or a shutdown if the inlet air temperature exceeds
the trip point during the low load operation that is
defined.
High Inlet Air Temperature at High
Engine Load

by the customer. If the fuel differential pressure
decreases to the trip point, the ECM will generate
a warning.
High Gas Fuel Differential Pressure
F
The Service/Configuration screen of Cat ET
defines the High Inlet Air Temp Engine Load Set
Point. The ECM can activate a warning, a derating,
or a shutdown if the inlet air temperature exceeds
the trip point during the high load operation that
is defined.

O
The trip point for this parameter can be programmed
by the customer. If the fuel differential pressure
High Fuel Pressure
exceeds the trip point, the ECM will generate a
The trip point for this parameter can be programmed
warning.
by the customer. The ECM will activate a warning if
the fuel pressure exceeds the trip point.
High System Voltage
O
The trip point for this parameter is set at the factory.
Conditions for Parameters
The trip point cannot be changed. This parameter is
always ON. This parameter cannot be turned off. If Some of the programmable parameters are
dependent on the status of an ECM output before
the system voltage exceeds the trip point, the ECM
the parameters are allowed to function. Some of
will generate a warning.
the parameters are allowed to function after the
crank terminate relay has been energized for more
Trip Points of the Engine Load for High
PR

than 30 seconds. Other parameters are allowed to

Inlet Air Temperature
The trip points for this parameter can be
programmed by the customer. The shutdown
response is always ON. The shutdown response
cannot be turned off. This feature provides a trip
point between high engine load and low engine
load. The trip point is used for events that involve
high inlet air temperature. The trip point for the
events is based on the engine load. The possible
responses of the system include warning, derating,
and shutdown.
function after the output for the fuel control relay is
energized. Some parameters are not dependent
upon any conditions.
The conditions are designed to eliminate false
events during start-up if the customer has
programmed a delay time to zero.
If the trip point for a shutdown is programmed to
activate before the trip point for a warning, the
engine will shut down and the warning will not be
activated.

If the load is greater than the trip point, the trip point
for the High Inlet Air Temperature at High Engine
Load event is used for the logging of the high inlet
air temperature.

If the load is less than the trip point, the trip point
for the High Inlet Air Temperature at Low Engine
Load event is used for the logging of the high inlet
air temperature.
18
Systems Operation Section
Ignition System
i01815447
Ignition System
SMCS Code: 1550
The engine is equipped with an electronic ignition
system. The system provides dependable firing
and low maintenance. The system provides precise
control of the spark and of the ignition timing for
each cylinder.
O
O
PR
g00926741
Illustration 7
(1) Master Electronic Control Module (ECM)
(2) Slave ECM
(3) Ignition transformer
Each cylinder has an ignition transformer that is
located under the valve cover for the cylinder. To
initiate combustion, each ECM sends a pulse of
approximately 100 volts to the primary coil of each
ignition transformer at the appropriate time and for
the appropriate duration. The transformers step up
the voltage in order to create a spark across the
spark plug electrode. The master ECM controls
ignition on the left bank and the slave ECM controls
ignition on the right bank.
Detonation sensors monitor the engine for
detonation. The G3520C Engine has ten detonation
sensors. Each sensor monitors two adjacent
cylinders. The sensors generate data on vibration
that is processed by each ECM in order to
determine detonation levels. The master ECM
monitors the sensors on the left bank and the slave
ECM monitors the sensors on the right bank. The
slave ECM communicates the status of the right
side sensors to the master ECM.
If detonation occurs, the master ECM retards the
ignition timing of the affected cylinder or cylinders
by six degrees. If a cylinder has been fully retarded
for five seconds and the cylinder is still detonating,
the ECM shuts down the engine.
Each ECM provides extensive diagnostics for the
ignition system.
Ignition Transformers and Spark
Plugs
F
g00926743
Illustration 8
(1) Mounting flange
(2) Ignition transformer
(3) Primary connection
(4) Spark plug
(5) Extension
(6) Hole in the spark plugs precombustion chamber
Mounting flange (1) provides a ground for each
transformer (2). The ignition harness is connected
to primary connection (3). The output from the
secondary circuit of the transformer is sent to
spark plug (4) through the secondary connection in
extension (5).
The spark plug does not have a conventional
electrode gap that can be adjusted. The spark
plug has a precombustion chamber. During
the compression stroke, the air/fuel mixture in
the cylinder enters holes in the spark plugs
precombustion chamber. The secondary circuit
of the transformer provides an initial 8,000 to
32,000 V to the spark plug in order to create a
spark. The air/fuel mixture ignites in the spark
plugs precombustion chamber. A pattern of
multiple flames exit the spark plugs precombustion
chamber through the holes in order to ignite the
air/fuel mixture in the cylinder.
 19
Systems Operation Section

Fuel System The fuel flows from the main gas supply through
the fuel filter. Usually, the fuel filter is a component
of the design at the particular site. The customer
i01810502 is responsible for supplying clean, dry fuel to
the engine. The fuel filter may be supplied by
Fuel System Operation Caterpillar or by the customer. To prevent particles
from entering the engine, a one micron filter is
SMCS Code: 1250 recommended. The filter must be properly sized for
the required gas pressure.
The master Electronic Control Module (ECM)
provides control of the air/fuel mixture to the engine. For installation of the fuel filter, the recommended
Illustration 9 is a diagram of the fuel systems main location is close to the engine before the engines
components. The flow of fuel through the system gas pressure regulator. Pressure gauges in the gas
is explained below. lines on each side of the fuel filter are recommended

F
in order to monitor the filters differential pressure. A
manual shutoff valve in the gas line before the fuel
filter will facilitate servicing of the filter.

The filtered fuel flows to the gas pressure regulator.

The regulator may be supplied by Caterpillar or by

O
the customer. A regulated pressure of 7 to 35 kPa
(1 to 5 psi) is recommended. Less pressure may
result in reduced power. More pressure may result
in instability.

The regulated fuel flows to the Gas Shutoff Valve

(GSOV). The GSOV may be supplied by Caterpillar
O
or by the customer. The engines wiring harness
is connected to a solenoid for a GSOV. The
control system is configured for a GSOV that is
energize-to-run. This means that the GSOV must be
energized in order for the engine to run. To enable
the fuel flow, the ECM provides +Battery voltage to
the solenoid for the GSOV. The valve opens and the
fuel flows to the engine. When the control system
PR

shuts down the engine, the voltage is removed from

the solenoid. The valve closes and the fuel is shut
off.

g00925482
Illustration 9
20
Systems Operation Section

F
O
O
g00925714 g00925717
Illustration 10 Illustration 11
Top view Top view
Flow of fuel through the 50 Hz arrangement Fuel flow through the 60 Hz arrangement
(1) Fuel metering valve (1) Fuel metering valve

The fuel flows to the electronically controlled fuel

PR

metering valve (1). The ECM issues a command

signal to the fuel metering valve. The fuel metering
valve regulates the flow of fuel to the engine.
For a description of the air/fuel ratio control,
refer to Systems Operation/Testing and Adjusting,
Electronic Control System Operation.
 21
Systems Operation Section

F
g00925773
Illustration 14
Right view
Flow of fuel and of air through the 50 Hz arrangement
(4) Throttle

O
(5) Aftercooler

g00925730
Illustration 12
Right view
Flow of fuel and of air through the 50 Hz arrangement
(2) Air inlet elbows adapter
(3) Turbochargers compressor
O
PR

g00925776
Illustration 15
Right view
Flow of fuel and of air through the 60 Hz arrangement
(4) Throttle
(5) Aftercooler

The compressed air/fuel mixture flows to the

electronically controlled throttle (4). The ECM issues
a command signal to the throttles actuator. The
signal is based on the desired engine speed. The
throttle controls the volume of the air/fuel mixture
that flows through aftercooler (5).
g00925767
Illustration 13 The temperature of the compressed air/fuel mixture
Right view is reduced in the aftercooler. This increases the
Flow of fuel and of air through the 60 Hz arrangement density of the air/fuel mixture. This results in more
(2) Air inlet elbows adapter efficient combustion.
(3) Turbochargers compressor

The fuel metering valve controls the volume of fuel

that flows to adapter (2) for the air inlet elbow. The
inlet air that is necessary for combustion also enters
the adapter.

The air/fuel mixture enters turbocharger compressor

(3). Compression of the air/fuel mixture provides the
engine with more power because the engine can
burn additional fuel with greater efficiency.
22
Systems Operation Section

Air Inlet and Exhaust

System
i01815531

Aftercooler
SMCS Code: 1063

F
O Illustration 17
Flow of the air/fuel mixture through the aftercooler
g00926747
O (1) First stage
g00925819 (2) Second stage
Illustration 16
Flow of air and fuel through the air inlet manifold
The aftercooler is located on the top rear of the
(5) Aftercooler
engine. The aftercooler has a two-stage core
(6) Air inlet manifold
assembly. Coolant from the jacket water circuit
flows through first stage (1) of the aftercooler core.
The air/fuel mixture flows from the aftercooler
Coolant from the separate circuit flows through
through air inlet manifold (6). The manifold
PR

second stage (2) of the aftercooler core.

distributes the air/fuel mixture to the cylinders for
combustion.
The air/fuel mixture from the turbochargers
compressor flows through the throttle into the
aftercoolers cover. The air/fuel mixture passes
through the fins of the aftercooler core in order to
exchange heat with the coolant. The temperature of
the compressed air/fuel mixture is reduced in the
aftercooler. This increases the density of the air/fuel
mixture. This results in more efficient combustion.

The temperature of the air/fuel mixture is initially

reduced in the first stage. The second stage
provides further reduction of the air/fuel mixtures
temperature. The air/fuel mixture from the aftercooler
is distributed through the air inlet manifold to the
cylinders for combustion.
 23
Systems Operation Section

i01815635

Compressor Bypass
SMCS Code: 1050

A rapid reduction in the generators power output

can cause a rapid increase in the engine speed. The
increased engine speed causes the turbocharger to
produce boost pressures that are greater than the
requirement for the engine operation.

Turbocharger surge In response to the excess

pressure in the air inlet system, the flow of air

F
across the turbocharger compressor wheel is
reversed. This reversal of the air flow is called a
turbocharger surge. During a turbocharger surge,
the turbocharger overspeeds temporarily. This
places a greater axial load on the thrust bearing
and higher than normal torque on the shaft. The

O
turbocharger surge can result in severe damage
to the turbocharger.

The compressor bypass group reduces the

opportunity for a turbocharger surge.
O
PR

g00926843
Illustration 18
Flow of the compressed air/fuel mixture during activation of the compressor bypass group (50 Hz arrangement)
(1) Actuator for the bypass valve
(2) Bypass valve
(3) Throttle
(4) Throttle actuator
(5) Fuel metering valve
24
Systems Operation Section

The master ECM monitors the engine speed. The i01818154

ECM responds to a rapid increase in the engine
speed by sending a command signal to actuator Exhaust Manifold
(1). This causes the actuator to move a shaft that is
connected to a plate inside bypass valve (2). The SMCS Code: 1059
bypass valve opens.

The bypass valve is connected before throttle (3).

Tubing is connected from the bypass valve to the
inlet for the turbocharger compressor. When the
bypass valve is opened, the compressed air/fuel
mixture is diverted through the tubing away from
the throttle. This reduces the back pressure that
is caused by excessive pressure in the air inlet

F
system.

Note: The bypass valve for the 60 Hz arrangement

is connected to two sets of tubing: one set of tubing
is connected to the inlet for the right turbocharger
and the other set of tubing is connected to the inlet

O
for the left turbocharger.

Additionally, the ECM sends two other command

signals. A command to throttle actuator (4) opens
the throttle in order to reduce the resistance that
contributes to back pressure. A command to fuel
metering valve (5) reduces the fuel supply in order g00928158
Illustration 19
O
to reduce the engine speed and the turbochargers Flow of exhaust gas through the exhaust manifolds (50 Hz
speed. arrangement)
The 50 Hz arrangement has one turbocharger.
The combined effect of these actions reduces the
opportunity for a turbocharger surge.

The ECM determines a time period that is required

for opening of the bypass valve. After the time
PR

period has expired, the ECM sends a command

signal to actuator (1) in order to close the bypass
valve. Normal operation resumes.

The compressor bypass group is also operated

during engine shutdown. This reduces the
opportunity for a turbocharger surge during engine
shutdown. Additionally, any air/fuel mixture that may
have been trapped in the tubing is purged.

g00928159
Illustration 20
Flow of exhaust gas through the exhaust manifolds (60 Hz
arrangement)
The 60 Hz arrangement has two turbochargers.
 25
Systems Operation Section

The exhaust manifolds are located on the sides of
the engine. Exhaust gas flows from each cylinder
head through intermediate exhaust manifolds
that are connected by bellows in order to form a
passage to the turbocharger turbine.
The dry exhaust manifolds provide maximum heat
to the turbine. The exhaust manifolds are covered
with insulated heat shields in order to retain the
heat. The heat shields also help protect the wiring
and other components from the heat.
i01793967
Bearing (2) and bearing (4) in the turbocharger use
engine oil under pressure for lubrication. The oil is
sent through the oil inlet line to oil inlet (3) at the top.
The oil then goes through passages in the center
section for lubrication of the bearings. The oil goes
out of oil outlet (9) at the bottom. The oil then goes
back to the engine block through the drain line.
The bearing housing in the turbocharger is also
cooled by the jacket water coolant. Coolant from
the coolant inlet line enters the side of the center
section. The coolant travels through the coolant
passages (8) in the bearing housing. The coolant
then leaves the turbocharger at the opposite side of

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Turbocharger the center section.

SMCS Code: 1052 i01784356

The turbine side of the turbocharger is mounted Valve System Components

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to the exhaust manifold. The compressor side of
the turbocharger is connected by pipes to the SMCS Code: 1105
aftercooler housing.
The valve system components control the flow of
the inlet air and of the fuel into the cylinders and
the flow of exhaust gas out of the cylinders during
engine operation.
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g00281664
Illustration 21
Turbocharger (typical example)
(1) Compressor wheel
(2) Bearing
(3) Oil inlet
(4) Bearing
(5) Turbine wheel
(6) Exhaust outlet
(7) Air inlet
(8) Coolant passages
(9) Oil outlet
(10) Exhaust inlet

The exhaust gases go into the exhaust inlet (10)

of the turbine housing. The gases push the blades
of turbine wheel (5). The turbine wheel and the
compressor wheel turn at speeds up to 90,000 rpm.

Air and fuel are pulled through the compressor Illustration 22

g00813876
housing air inlet (7) by the rotation of the compressor
(1) Rocker arm
wheel (1). The action of the compressor wheel (2) Valve bridge
blades causes a compression of the air/fuel mixture. (3) Valve rotator
(4) Valve spring
(5) Pushrod
(6) Valve
(7) Cam follower
(8) Camshaft lobe
26
Systems Operation Section

The crankshaft gear drives the camshaft gears

through idler gears. The camshafts must be timed
to the crankshaft in order to get the correct relation
between the movement of the piston and movement
of the valves.

The camshafts have two camshaft lobes (8) for

each cylinder. As the camshaft turns, the camshaft
lobe causes cam follower (7) and pushrod (5) to
move up and down.

The pushrod moves rocker arm (1). Movement of

the rocker arm causes valve bridge (2) to move up
and down on a dowel in the cylinder head. This

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movement operates valves (6). The valve bridge
enables one rocker arm to operate two valves
simultaneously. There are two inlet valves and two
exhaust valves for each cylinder.

Valve rotator (3) turns the valve during engine

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operation. The rotation of the valves keeps the
deposit of carbon on the valves to a minimum. This
provides longer service life for the valves.

When cam follower (7) moves downward, valve

spring (4) closes the valve.
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Lubrication System
i01819296

Lubrication System
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SMCS Code: 1300

 27
Systems Operation Section

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g00928770
Illustration 23
Lubrication system schematic (typical example)
(1) Main engine oil gallery (6) Engine oil supply for the turbochargers (12) Bypass valve
(2) Engine oil gallery for the left camshaft (7) Sequence valve (13) Relief valve
(3) Engine oil gallery for the right camshaft (8) Sequence valve (14) Engine oil pump
(4) Engine oil gallery for the piston cooling (9) Adapter (15) Elbow
jets (10) Engine oil filter base (16) Suction bell
(5) Piston cooling jet (11) Engine oil cooler (17) Engine oil filter

Engine oil pump (14) has three gears that are driven
by the front gear train. The engine oil pump pulls
engine oil from the pan through suction bell (16)
and elbow (15). The suction bell has a screen in
order to strain the engine oil.

Relief valve (13) controls the maximum pressure

of the engine oil from the engine oil pump. If the
pressure from the pump becomes excessive, the
relief valve opens and some of the engine oil returns
to the engine oil pan.

Engine oil cooler (11) reduces the temperature of

the engine oil. The engine oil cooler has bypass
valve (12) that is designed to open if the cooler g00928818
becomes restricted. Illustration 24
(10) Engine oil filter base
(17) Engine oil filter housing
28
Systems Operation Section

Engine oil filter base (10) provides the mount for
engine oil filters (17). The base has an internal
bypass valve.
The bypass valve will open if there is a restriction in
the engine oil cooler or in the engine oil filter. This
allows the engine to be lubricated if the engine oil
cooler is plugged or if the engine oil filter is dirty.
Clean engine oil from the engine oil filters goes
through adapter (9) into the block. Part of the
engine oil goes to left camshaft oil gallery (2). The
remainder of the engine oil goes to main engine
oil gallery (1).
Piston cooling jet (5) is located in the engine block
below each piston. Each piston cooling jet has two
tubes with open ends. One tube directs engine oil
into an opening in the bottom of the piston for an
engine oil gallery in the piston. This gallery provides
cooling oil behind the ring band of the piston. The
gallery provides engine oil to a slot (groove) in
the side of both piston pin bores. The other tube
directs engine oil to the center of the piston. This
provides lubrication to the piston pin and to the
piston undercrown. This also helps cool the piston.

F
Engine oil galleries (2) and (3) supply engine oil
through drilled passages to the camshaft bearings.
The engine oil circulates around each camshaft
journal. The engine oil then flows through the
cylinder head and through the rocker arm housing

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to the rocker arm shaft. Some of the engine oil
lubricates the valve stems. The remainder of the
engine oil drains from the cylinder head in order
to lubricate the pushrods, the valve lifters, the
camshaft, and the camshaft bearings.

Engine oil from main engine oil gallery (1) is

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supplied to the main bearings through drilled
passages. Drilled holes in the crankshaft supply
engine oil from the main bearings to the connecting
rod bearings. Engine oil from the rear of the main
engine oil gallery goes to the rear of right camshaft
oil gallery (3). g00928860
Illustration 26

Sequence valves (7) and (8) allow engine oil Lines for engine oil
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from main engine oil gallery (1) to enter engine
oil galleries (4) for piston cooling jets (5). The
sequence valves will not allow engine oil into gallery
(4) for the piston cooling jets until there is pressure
in the main engine oil gallery. This reduces the
amount of time that is required for pressure buildup
when the engine is started.
(6) Supply line
(18) Drain line
Supply line (6) provides engine oil for lubrication
of the turbocharger bearings. The engine oil flows
through drain line (18) into the front housing.
Engine oil is provided to the front and rear gear
groups through drilled passages in the front
housings, in the rear housings, and in the faces of
the cylinder block. These passages are connected
to engine oil galleries (2) and (3) for the camshafts.

After the oil has completed lubrication, the engine

oil returns to the engine oil pan.

g00928859
Illustration 25
(5) Piston cooling jet
 29
Systems Operation Section

Cooling System
i01819715

Cooling System
SMCS Code: 1350

The engine has two cooling systems. The jacket

water system cools the following components:
engine oil cooler, cylinder block, cylinder heads,
turbochargers, and aftercoolers first stage. A
separate system cools the aftercoolers second

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stage. Illustration 27 is a diagram of the typical
cooling system.

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30
Systems Operation Section

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g00811028
Illustration 27
The cooling system has two pumps that are driven by the engine. Coolant from the jacket water cools the first stage of the aftercooler. The
separate circuit cools the second stage.

Water temperature regulators are used in each Jacket Water System

circuit in order to maintain correct operating
temperatures. The jacket water pump is located on the right front
side of the engine. The water pump has a gear that
is driven by the lower right front gear group. Coolant
from the radiator or the heat exchanger enters the
water pumps inlet. The rotation of the impeller in
the jacket water pump pushes the coolant through
the system.
 31
Systems Operation Section

The flow of the coolant is divided. Some of the
coolant from the jacket water pump flows through a
tube to the front of the cylinder block and into the
main distribution manifold for the water jacket of
each cylinder. The remainder of the coolant flows
through the engine oil cooler.
After flowing through the engine oil cooler, this
portion of the coolant is divided again. Some of
the coolant flows into the water jacket of the right
rear cylinder. This coolant is mixed throughout the
engines water jacket with the coolant that flows
to the front of the cylinder block. The remainder
of the coolant flows through the first stage of the
Note: The water temperature regulators are
necessary to maintain the correct engine
temperature. If the water temperature regulators are
not installed in the system, there is no mechanical
control. Most of the coolant will take the path of
least resistance through the bypass tube. This will
cause the engine to overheat in hot weather. The
small amount of coolant that goes through the
radiator in cold weather will not allow the engine
to achieve normal operating temperatures. The
water temperature regulators control the minimum
temperature of the coolant. The radiator or the heat
exchanger controls the maximum temperature of
the coolant.

aftercooler.
The coolant inside the cylinder block flows around
the cylinder liners. The water jacket is smaller near
the top of the cylinder liners. This shelf causes
the coolant to flow faster for better cooling of the
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The bypass tube has another function. When you
fill the cooling system the internal bypass allows
the coolant to go into the cylinder head and into
the cylinder block without going through the water
pump.

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cylinder liner. The coolant is pumped up through
water directors into the cylinder heads. The coolant The total system capacity depends on the amount
flows through passages around the valves and of coolant in the cylinder block, in the piping, and
around passages for the exhaust gases in the in the radiator or heat exchanger.
cylinder head.

The coolant exits the cylinder heads through tubes

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and the coolant flows into the water manifold.

Coolant flows through the water manifold into lines

for the turbocharger turbine housing and for the
exhaust elbow. The coolant returns to the water
manifold.

Air is vented from the high points of the cooling

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system. The vent line from the connection must be

straight and the vent line must have a slight upward
slope. The vent must not be obstructed.

The water manifold directs the coolant to the

water temperature regulator housing. The engine
has eight water temperature regulators. The water
temperature regulators control the direction of the
coolant flow according to the coolant temperature.

When the coolant achieves normal operating

temperature, the water temperature regulators open
and coolant flow is divided. Most of the coolant goes
through the radiator or through the heat exchanger.
This coolant circulates back to the jacket water
pump. The remainder of the coolant goes through a
bypass tube to the jacket water pump.
32
Systems Operation Section

Separate Circuit

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g00929351
Illustration 28
(1) Auxiliary water pump (5) Thermostatic valve
(2) Tube for the coolant supply to the (6) Outlet for coolant to the radiator or heat
aftercoolers second stage exchanger
(3) Aftercooler (7) Inlet for coolant from the radiator or heat
(4) Tube for the coolant return from the exchanger
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aftercooler to the thermostatic valve

Auxiliary water pump (1) is driven by the engines Basic Engine

auxiliary drive. The coolant is pumped through
tube (2) to the aftercoolers second stage (3). The
coolant exits the aftercooler through tube (4) that is i01794011
connected to thermostatic valve (5).
Cylinder Block, Liners and
The thermostatic valve has one inlet, two outlets, Heads
and a water temperature regulator. When the
coolant is cool, the water temperature regulator is SMCS Code: 1100; 1200
closed. The coolant is routed directly back to the
auxiliary water pump. The coolant is recirculated The cylinders in the left side of the block form a 60
through the aftercooler. degree angle with the cylinders in the right side.
When the coolant reaches the opening temperature,
the water temperature regulator opens. The coolant
is to a radiator or to a heat exchanger through
outlet (6). The coolant returns to the auxiliary pump
through inlet (7).
 33
Systems Operation Section

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g00807727
Illustration 31
(8) Exhaust valves
(9) Inlet valves
(10) Gasket
(11) Water seals

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Each cylinder head has four valves. Two exhaust
g00807706
Illustration 29 valves (8) and two inlet valves (9) are controlled by
(1) Cylinder liner a camshaft and pushrods. For information on the
(2) Filler band operation of the valves, refer to Systems Operation,
(3) O-ring seals Valve System Components. Valve guides are
(4) Main bearing cap
(5) Bolt
pressed into the cylinder heads. The spark plug is
located between the four valves.
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Cylinder liners (1) can be removed for replacement.
The top surface of the cylinder block is the seat Another gasket (10) on top of the spacer plate seals
for the cylinder liner flange. Engine coolant flows the oil drain passages between the cylinder head
around the cylinder liners in order to keep the and the spacer plate. After the engine oil lubricates
cylinder liners cool. Filler band (2) and three O-ring the components in the cylinder head, the engine oil
seals (3) seal the coolant in the cylinder block. drains back into the engine block.
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Main bearing caps (4) are fastened to the cylinder
block with four bolts (5) per cap.
Coolant flows from the cylinder block into the
cylinder head through water seals (11). The coolant
flows through passages in the cylinder head. The
coolant exits the cylinder head and flows into the
water manifold.

g00807723
Illustration 30
(6) Spacer plate
(7) Gasket g00807743
Illustration 32
(12) Camshaft cover
The engine has a separate cylinder head for each (13) Crankcase cover
cylinder. An aluminum spacer plate (6) and gasket
(7) is between each cylinder head and the cylinder Camshaft covers (12) allow access to the camshaft
block. The plate and the gasket accommodate the and valve lifters. Crankcase covers (13) allow
thickness of the cylinder liner flange. access to the crankshaft connecting rods, main
bearings, and piston cooling jets.
34
Systems Operation Section

i01794015 i01819829

Pistons, Rings and Connecting Crankshaft

Rods SMCS Code: 1202
SMCS Code: 1214; 1218

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g00929004
Illustration 34
Crankshaft

The crankshaft changes the reciprocating motion of

the pistons into usable rotating torque.

The crankshaft drives a group of gears on the front

O and on the rear of the engine. The front gear group
g00807790
Illustration 33 drives the engine oil pump, the jacket water pump,
(1) Piston and the accessory drives. The rear gear group
(2) Compression rings drives the camshafts.
(3) Oil ring
(4) Connecting rod Pressurized engine oil is supplied to the crankshafts
(5) Piston pin
(6) Pin retainer main bearings (2) through drilled passages in the
(7) Bolt webs of the cylinder block. The engine oil then
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(8) Connecting rod cap flows through drilled passages in the crankshaft in
(9) Connecting rod bearing order to provide lubrication to the connecting rod
bearings. The G3520 Enginehas 11 main bearings.
Aluminum pistons (1) have three rings. The rings Two thrust plates near the ends of the crankshaft
include two compression rings (2) and one oil controls the end play of the crankshaft.
ring (3). All the rings are located above the piston
pin bore. The top two compression rings are
rectangular. The oil ring is a two-piece ring. Engine
oil returns to the crankcase through holes in the oil
ring groove.

The piston is attached to connecting rod (4) with

piston pin (5) and with two pin retainers (6). The
connecting rod has a taper on the pin bore end.
This taper gives the connecting rod and the piston
more strength in the areas with the most load.
Four bolts (7), which are set at a small angle, hold
connecting rod cap (8) to the connecting rod.
This design keeps the connecting rod width to a
minimum, so that a larger connecting rod bearing
(9) can be used and the connecting rod can still be g00807826
Illustration 35
removed through the cylinder liner. Cross sections of the crankshaft seals and wear sleeves
 35
Systems Operation Section

Seals and wear sleeves are used at both ends of
the crankshaft. Engine oil is sealed by the lip seals
and the wear sleeves help prevent wear on the
crankshaft. The seals and wear sleeves are units
that provide easy replacement and reduction of
maintenance cost.
The G3520 Engine has two-piece camshafts. Dowel
(1) in one section of the camshaft goes through
spacer (2) into the other section of the camshaft.
The sections are joined by bolts (3). Each camshaft
is supported by 11 bearings.
As the camshaft turns, each lobe moves a lifter
assembly. There are two lifter assemblies for each
cylinder. Each lifter assembly moves a pushrod
and two inlet valves or two exhaust valves. The
camshafts must be timed with the crankshaft. The
relation of the camshaft lobes to the crankshaft
position cause the valves in each cylinder to
operate at the correct time.

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Air/Electric Starting System

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i01432937

Air/Electric Starting System

SMCS Code: 1450; 1451; 1462
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g00929007
Illustration 36
Side view of the vibration damper

A vibration damper is boltred to the front of the

crankshaft in order to reduce torsional vibrations
that can cause damage to the engine.
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i01820615

Camshaft
SMCS Code: 1210 Illustration 38
g00286817

Air starting system

The engine has two camshafts. The camshafts are
driven by the gears at the rear of the engine. (1) Air starting motor
(2) Control valve
(3) Wires from the control switch
(4) Air line connection from the relay valve
(5) Relay valve

g00807910
Illustration 37
Connections for the two-piece camshaft
(1) Dowel
(2) Spacer
(3) Bolt
36
Systems Operation Section
g00563259
Illustration 39
Air starting motor
(6) Air inlet
(7) Vanes
(8) Rotor
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(9) Drive pinion
(10) Reduction gears
(11) Piston
(12) Piston spring
Control valve (2) has a solenoid that is operated
electrically from the control switch at the operators
panel. When the switch is turned to the MANUAL
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START position, control valve (2) opens in order to
allow air from the secondary tank through air line
connection (4) to piston (11) behind the drive shaft.
This air pressure behind piston (11) puts piston
spring (12) in compression. The spring moves the
drive shaft and drive pinion (9) in order to engage
with the flywheel ring gear.
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After drive pinion (9) is engaged with the ring gear,
a port is now opened in order to allow the air to
go through an air line to relay valve (5). This air
pressure activates relay valve (5). Relay valve (5)
now opens the main supply line from the main
reservoir. This allows the large volume of air to pass
through air inlet (6) in air starting motor (1). The
air applies pressure against vanes (7) and the air
pressure begins to turn rotor (8). The air pressure
exhausts through the outlet at the bottom of air
starting motor (1). This air turns rotor (8) which turns
drive pinion (9) and the engine flywheel through a
set of reduction gears (10).
When the engine starts to run, the flywheel will
begin to turn faster than drive pinion (9). The design
of the drive shaft for the pinion allows the drive
pinion gear to move away from the flywheel. The
drive pinion gear will disengage from the flywheel.
This prevents damage to air starting motor (1), drive
pinion (9) or the flywheel gear.
When the engine control senses the crank terminate
speed, control valve (2) has closed. When the
control valve (2) is closed the solenoid has been
deactivated. The air pressure and flow to the piston
is now stopped. Piston spring (12) retracts piston
(11), the drive shaft and drive pinion (9). The
movement of piston (11) now closes the air passage
that activated relay valve (5). Relay valve (5) closes
and relay valve (5) stops the main flow of the air to
starting motor rotor (8).
Electrical System
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i01566987
Grounding Practices
SMCS Code: 1400
Proper grounding is necessary for optimum engine
performance and reliability. Improper grounding will
result in uncontrolled electrical circuit paths and in
unreliable electrical circuit paths.
Uncontrolled electrical circuit paths can result in
damage to main bearings, to crankshaft bearing
journal surfaces, and to aluminum components.
Uncontrolled electrical circuit paths can also cause
electrical activity that may degrade the engine
electronics and communications.
Ensure that all grounds are secure and free of
corrosion.
The engine alternator must be grounded to the
negative - battery terminal with a wire that is
adequate to carry the full charging current of the
alternator.
For the starting motor, do not attach the battery
negative terminal to the engine block.
NOTICE
This engine is equipped with a 24 volt starting system.
Use only equal voltage for boost starting. The use of
a welder or higher voltage will damage the electrical
system.
Ground the engine block with a ground strap that
is furnished by the customer. Connect this ground
strap to the ground plane.
Use a separate ground strap to ground the negative
- battery terminal for the control system to the
ground plane.
 37
Systems Operation Section

Disconnect the power when you are working on the
engines electronics.
If rubber couplings are used to connect the steel
piping of the cooling system and the radiator,
the piping and the radiator can be electrically
isolated. Ensure that the piping and the radiator are
continuously grounded to the engine. Use ground
straps that bypass the rubber couplings.
i01394904
Alternator
The poles have residual magnetism that produces
a small amount of magnetic lines of force between
the poles. As rotor assembly (7) begins to turn
between field windings (6) and stator windings
(3), a small amount of alternating current (AC) is
produced in stator windings (3). This current is
from the small, magnetic lines of force that are
made by the residual magnetism of the poles. This
alternating current (AC) is changed to a direct
current (DC). The change occurs when the current
passes through the diodes of rectifier bridge (5).
Most of this current completes two functions. The
functions are charging the battery and supplying
the low amperage circuit. The remainder of the

SMCS Code: 1405
NOTICE
Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
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current is sent to field windings (6). The DC current
flow through field windings (6) (wires around an iron
core) now increases the strength of the magnetic
lines of force. These stronger lines of force increase
the amount of AC current that is produced in
stator windings (3). The increased speed of rotor

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with heavy load on the circuit can cause damage to assembly (7) also increases the current and voltage
the regulator. output of the alternator.

Voltage regulator (1) is a solid-state, electronic

switch. The regulator feels the voltage in the system.
The regulator will start and the regulator will stop
many times in one second in order to control the
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field current to the alternator. The output voltage
from the alternator will now supply the needs of the
battery and the other components in the electrical
system. No adjustment can be made in order to
change the rate of charge on these alternator
regulators.
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i01394925

Illustration 40
g00285111 Starting Solenoid
Alternator components (typical example) SMCS Code: 1467
(1) Regulator
(2) Roller bearing A solenoid is an electromagnetic switch that does
(3) Stator winding
(4) Ball bearing
two basic operations.
(5) Rectifier bridge
(6) Field winding The solenoid closes the high current starting
(7) Rotor assembly motor circuit with a low current start switch circuit.
(8) Fan
The solenoid engages the starter motor pinion
The alternator is driven by a belt from an auxiliary with the ring gear.
drive at the front right corner of the engine. This
alternator is a three-phase, self-rectifying charging
unit, and regulator (1) is part of the alternator.

This alternator design has no need for slip rings or

brushes, and the only part that has movement is
rotor assembly (7). All conductors that carry current
are stationary. The conductors are field winding (6),
stator windings (3), six rectifying diodes, and the
regulator circuit components.

Rotor assembly (7) has many magnetic poles. Air

space is between the opposite poles.
38
Systems Operation Section

i01394933

Starting Motor
SMCS Code: 1451

The starting motor is used to turn the engine

flywheel in order to start the engine.

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g00285112
Illustration 41
Typical solenoid schematic

The solenoid has windings (one or two sets) around

a hollow cylinder. The cylinder contains a spring

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loaded plunger. The plunger can move forward
and backward. When the start switch is closed
and the electricity is sent through the windings, a g00285113
magnetic field is made. The magnetic field pulls the Illustration 42
plunger forward in the cylinder. This moves the shift Cross section of the starting motor (typical example)
lever in order to engage the pinion drive gear with (1) Field winding
the ring gear. The front end of the plunger makes (2) Solenoid
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contact across the battery and the motor terminals (3) Clutch
(4) Pinion
of the solenoid. The starting motor begins to turn (5) Commutator
the flywheel of the engine. (6) Brush assembly
(7) Armature
When the start switch is opened, current no longer
flows through the windings. The spring pushes the The starting motor has a solenoid (2). When the
plunger back to the original position. The spring start switch is activated, electricity will flow through
simultaneously moves the pinion gear away from the windings of the solenoid. The solenoid core will
PR

the flywheel. move in order to push pinion (4) with a mechanical

When two sets of windings in the solenoid are used,
the windings are called the hold-in windings and
the pull-in windings. Both of the windings have the
same number of turns around the cylinder. However,
the pull-in winding uses a wire with a larger diameter
in order to produce a greater magnetic field. When
the start switch is closed, part of the current flows
from the battery through the hold-in windings. The
rest of the current flows through the pull-in windings
to the motor terminal. The current then goes through
the motor to the ground. When the solenoid is fully
activated, current is shut off through the pull-in
windings. Only the smaller hold-in windings are
in operation for the extended period of time. This
period of time is the amount of time that is needed
for the engine to start. The solenoid will now take
less current from the battery. The heat that is made
by the solenoid will be kept at an acceptable level.
linkage. This will engage with the ring gear on
the flywheel of the engine. Pinion (4) will engage
with the ring gear before the electric contacts in
solenoid (2) close the circuit between the battery
and the starting motor. When the circuit between
the battery and the starting motor is complete,
pinion (4) will turn the engine flywheel. A clutch
gives protection to the starting motor. The engine
can not turn the starting motor too fast. When the
start switch is released, pinion (4) will move away
from the flywheel ring gear.
Starting Motor Protection
The starting motor is protected from damage in two
ways:
The starting motor is protected from engagement
with the engine when the engine is running. The
control feature will not allow the starting motor to
engage if the speed is above 0 rpm.
 39
Systems Operation Section

The starting motor is protected from continuous

starting. For example, if an operator is holding the
key in the Start position after the engine starts,
the starting motor solenoid will disengage after
engine speed reaches 300 rpm.

i01259850

Circuit Breaker
SMCS Code: 1420

The circuit breaker is a switch that opens the battery

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circuit if the current in the electrical system goes
higher than the rating of the circuit breaker.

A heat-activated metal disc with a contact point

completes the electric circuit through the circuit
breaker. If the current in the electrical system gets

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too high the metal disc will get hot. This heat
causes a distortion of metal disc. The disc opens
the contacts. The disc breaks the circuit.

NOTICE
Find and correct the problem that causes the circuit
breaker to open. This will help prevent damage to the
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circuit components from too much current.
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40
Testing and Adjusting Section

Testing and Adjusting Connecting the Caterpillar

Section Electronic Technician (Cat ET)
to the Electronic Control Module
(ECM)
Electronic Control System Table 4
Tools Needed Qty
i01821188
This PC configuration is recommended: 1
General Information Intel Pentium II 333 mHz processor
64 megabyte of RAM
(Electronic Control System) 4.3 GB hard drive
Drive for floppy disks (3.5 inch with 1.44 MB)

F
SMCS Code: 1901 14X speed CD-ROM drive
VGA monitor or display
RS-232 port with 16550AF UART
Certain programmable parameters must be entered
Windows NT 4.0 (1)
in order for the electronic control system to operate Windows 95 (1)
properly. Other programmable parameters are Windows 98 (1)
adjusted according to the customers preferences

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Mouse
for the installation.
This PC configuration has the minimum 1
Caterpillar Electronic Service Tools are designed to requirements:
IBM PC compatible 100 MHz processor
help the service technician perform the following 32 megabyte of RAM
functions: 10 MB of available hard drive space
CD-ROM drive
Obtain data. Drive for floppy disks (3.5 inch with 1.44 MB)
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Windows NT 4.0 (1)
Diagnose problems. Windows 95 (1)
Windows 98 (1)
Read parameters. RS-232 port with 16550AF UART
VGA monitor or display
Mouse
Program parameters.
Single user license for Cat ET 1
Calibrate sensors. Use the most recent version of this software.
PR

JERD2124
The tools that are listed in Table 4 are required in 1
Software
order to enable a service technician to perform the Data subscription for all engines
procedures. JERD2129
160-0141 Adapter Cable 1
171-4401 Communication Adapter II 1
160-0133 Adapter Cable (CAT Data Link) 1
7X-1414 Adapter Cable 1
(1) Any of these operating systems are acceptable.

For instructions on using Cat ET, refer to the Users

Manual that is included with the software.

The battery supplies the communication adapter

with 24 VDC. Use the following procedure to
connect Cat ET and the communication adapter
to the engine.

1. Turn the engine control switch to the OFF/RESET

position.

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g00927657
Illustration 43
(1) PC
(2) 196-0055 Serial Cable or the 160-0141 Serial Cable
(3) 171-4401 Communication Adapter II
(4) 207-6845 Adapter Cable
(5) 7X-1414 Data Link Cable
2. Connect cable (2) to the RS232 serial port of
PC (1).
3. Connect cable (2) to communication adapter (3).
4. Connect cable (4) to communication adapter (3).
5. Connect cable (4) to cable (5).
6. Connect cable (5) to the service tool connector
of the terminal box.
7. Turn the engine control switch to the STOP
position. The engine should be OFF.
If Cat ET and the communication adapter
do not communicate with the ECM, refer to
Troubleshooting, Electronic Service Tool Will Not
Communicate With ECM.
41
Testing and Adjusting Section
If Cat ET displays Duplicate Type on data link.
Unable to Service, check the harness code for
the slave ECM.
The harness inside the terminal box for the
slave ECM has a jumper wire (harness code)
that connects terminals J3-29 and J3-60. The
ECM that is connected to the harness reads
the harness code. This allows the ECM to
operate as the slave ECM. The jumper wire
must be connected in order for the Cat ET to
communicate with the modules. The jumper wire
must be connected in order for the engine to
crank. The jumper wire must remain connected
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in order for the engine to run.
Check the continuity between terminals J3-29
and J3-60. Verify that the jumper wire is in good
condition. Make repairs, as needed.
Recommendations for
Programming the System
Configuration Parameters
For descriptions of the parameters, refer to Systems
Operation, Electronic Control System Parameters.
The values of the parameters can be viewed on the
Configuration screen of Cat ET.
Programmable parameters enable the engine to be
configured in order to meet the requirements of the
application. The system configuration parameters
must be programmed when the application is
installed. Perform this programming before the initial
engine start-up.
Data from a gas analysis is required in order to
determine the correct settings for the air/fuel ratio
control. The data must be entered into Caterpillar
Software, LEKQ6378, Methane Number Program.
Incorrect programming of parameters may lead to
complaints about performance and/or to engine
damage.
If an ECM is replaced, the appropriate parameters
must be copied from the original ECM. This can be
done with the Copy Configuration feature of Cat
ET. Alternatively, the settings can be recorded on
paper and then programmed into the new module.
NOTICE
Changing the parameters during engine operation can
cause the engine to operate erratically. This can cause
engine damage.
Only change the settings of the parameters when the
engine is STOPPED.
42
Testing and Adjusting Section
Changing the Settings of the
Monitoring System
For descriptions of the monitoring system
parameters, refer to Systems Operation, Engine
Monitoring System.
To change the settings of the parameters, use Cat
ET and select the Service/Monitoring System
screen.
Use care when you program the trip points and the
delay times. Ensure that the response of the ECM is
correct for the application. The monitoring system
will accept any settings within the ranges.
NOTICE
Changing the parameters during engine operation can
cause the engine to operate erratically. This can cause
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engine damage.
Only change the settings of the parameters when the
engine is STOPPED.
i01821203
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Engine Governing - Adjust
SMCS Code: 1901-025
The response of the throttle actuator can be
adjusted with the Caterpillar Electronic Technician
(Cat ET). Use Cat ET to change these three
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parameters:
Proportional Gain
Integral Gain
Derivative Gain
These adjustments are provided in order to obtain
optimum responses to changes in the load and in
the speed. The adjustments also provide stability
during steady state operation.
Note: Adjustment of the proportional gain directly
affects the speed of the fuel actuator when there is
a difference between the actual engine speed and
the desired engine speed. An excessive increase of
the proportional gain may amplify instability.
When you adjust the primary governor, make sure
that the Grid Status parameter is Off. To change
the gain, stability, or compensation, use the Graph
feature on the Governor Gain screen of Cat ET.
The graph provides the best method for observing
the effects of the adjustment.
When you adjust the auxiliary governor, make sure
that the Grid Status parameter is On.
After you make adjustments, always test the stability
by interrupting the engine speed. Use the Bump
feature on Cat ET. Operate the engine through the
entire range of speeds and of loads in order to
ensure stability.
To set the proportional gain, increase the
proportional gain until the actuator becomes
unstable. Slowly reduce the proportional gain in
order to stabilize the actuator. Use Cat ET to bump
the engine speed. Observe that the engine operates
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properly with little overshoot or undershoot.
The adjustment of integral gain dampens the
actuators response to changes in load and in
speed. Increasing the integral gain provides less
damping. Decreasing the integral gain provides
more damping. To reduce overshoot, decrease the
integral gain. To reduce undershoot, increase the
integral gain.
Note: An increase of the integral gain may require
a decrease of the proportional gain in order to
maintain a stable operation.
Note: Adjustment of the integral gain directly affects
the damping of the fuel actuator. An excessive
increase of the derivative gain may amplify
instability.
Decrease the derivative gain until a slow, periodic
instability is observed. Then, slightly increase the
derivative gain. Repeat the adjustments of the
proportional gain and of the integral gain. Continue
to increase the derivative gain and readjust the
proportional gain and the integral gain until stability
is achieved and the engines response to changes
in load and in speed is optimized.
Governor Type
Use Cat ET to select the Governor Type Setting
configuration parameter.
For generator set applications, there are two sets of
responses for the fuel actuator. The Isochronous
Mode is used to provide off grid engine stability
for synchronization. The Droop Operation is for
on grid stability. Adjustment to the settings for the
fuel actuator relates to both of the responses.

i01821257
Manifold Air Pressure Sensor
SMCS Code: 1917
Table 5
Tools Needed Quantity
1U-5470 Engine Pressure Group 1 the service life of the engine. There are several
Absolute pressure Absolute pressure is the gauge
pressure plus the local barometric pressure.
Gauge pressure Gauge pressure is the absolute
pressure minus the local barometric pressure.
The inlet manifold pressure sensor measures the
absolute inlet manifold air pressure.
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To verify that the inlet manifold pressure sensor is
accurate, use the Caterpillar Electronic Technician
(ET) to read the inlet manifold air pressure when the
engine is stopped. The correct pressure will be the
ambient barometric pressure.
Use the following procedure to compare the reading
O caused by excessive mechanical engine noise.
from the inlet manifold pressure sensor with a
reading from the 1U-5470 Engine Pressure Group.
PR
g00929850
Illustration 44
Right view at the rear of the engine
Plugs in the air inlet manifold
Remove one of the plugs from the air inlet manifold.
Connect a line from the opening to a pressure
gauge from the 1U-5470 Engine Pressure Group.
Operate the engine under a load. Use Cat ET
to read the inlet manifold air pressure. Read the
pressure gauge from the 1U-5470 Engine Pressure
Group and add the local barometric pressure to the
reading. Compare the calculation to the reading
from Cat ET.
43
Testing and Adjusting Section
i01821478
Detonation Sensor
SMCS Code: 1559
Detonation is engine knock that occurs after
combustion has occurred. The excessive
mechanical stress and thermal stress can reduce
possible causes of detonation. Examples are a rich
air/fuel mixture, overload, a high compression ratio,
and high inlet manifold air temperature.
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Combustion of the air/fuel mixture prior to the
spark is a premature ignition. This is usually
caused by a hot spot in the combustion chamber.
Possible sources of premature ignition are an
incorrect spark plug, an incorrectly installed spark
plug, and deposits in the combustion chamber.
Detonation can be the result of premature ignition.
The premature ignition has the effect of advanced
ignition timing.
Although a sensor may indicate the presence of
detonation, the problem could be a premature
ignition. An indication of detonation can also be
To avoid detecting vibrations that are not related to
detonation, the Electronic Control Module (ECM)
only monitors a detonation sensor when one of the
sensors cylinders is between top center and 40
degrees after top center. Therefore, the Block Tap
method of testing the detonation sensors does not
work for the G3500C Engines.
For information on testing the detonation sensors,
refer to the engines Troubleshooting manual.
i01778619
Engine Speed/Timing Sensor
SMCS Code: 1912
If a diagnostic code is generated for the engine
speed/timing sensor, refer to the Troubleshooting
Manual.
For proper operation, the condition and installation
of the sensor must be correct. If the condition or
the installation of the sensor is suspect, use the
following procedure.
44
Testing and Adjusting Section

b. Extend sliphead (2) by a minimum of 4 mm

(0.16 inch).

c. Coat the threads of the sensor with 4C-5598

High Temperature Anti-Seize.

Note: The sliphead is designed to contact a tooth

of the speed-timing wheel. The maximum allowable
gap between the sliphead and the tooth is 0.5 mm
(0.02 inch).

d. Install the sensor. Tighten the locknut to

40 5 Nm (30 4 lb ft).

F
g00760464
Illustration 45 i01821485
(1) Engine speed/timing sensor
Ignition Transformer
1. Remove engine speed/timing sensor (1). Inspect
SMCS Code: 1561
the condition of the end of the magnet. Look for

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signs of wear and contaminants.
If an ignition transformer is suspect, use the
following procedure to check the transformer:
2. Clean any debris from the face of the magnet.

Ignition systems can cause electrical shocks.

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Avoid contacting the ignition system components
and wiring.

Do not attempt to remove the transformers when

Illustration 46 g00909543 the engine is operating. The transformers are
(2) Sliphead
grounded to the valve covers. Personal injury or
death may result and the ignition system will be
damaged if the transformers are removed during
PR

3. Check the tension of sliphead (2). Gently extend

the sliphead for a minimum of 4 mm (0.16 inch). engine operation.
Then push back the sliphead.
1. Turn the engine control OFF. Switch the engines
When the sliphead has the correct tension, at circuit breaker OFF.
least 22 N (5 lb) of force is required to push in
the sliphead from the extended position.

NOTICE
The sliphead must be fully extended when the speed/
timing sensor is installed so that the sensor maintains
the correct clearance with the speed-timing wheel.
If the correct clearance is not maintained, the signal
from the sensor will not be generated.

Do not install the sensor between the teeth of the

speed-timing wheel. Damage to the sensor would re-
sult. Before installing the sensor, ensure that a tooth
of the wheel is visible in the mounting hole for the sen-
sor.

4. Install the engine speed/timing sensor.

a. Ensure that a tooth on the speed-timing wheel

is visible in the mounting hole for the sensor.
 45
Testing and Adjusting Section

8. Measure the primary circuit by checking the

voltage of the diode.

g00829100
Illustration 49
Transformers connector for the ignition harness
(A) Terminal

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(B) Terminal
(C) Unused

a. Set the multimeter to the diode scale. Connect

the multimeters leads to terminals (A) and (B)
on the transformers connector for the ignition

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harness. The polarity of the leads does not
matter. Measure the voltage between the
g00929956
Illustration 47 terminals and record the measurement.
(1) Cover
(2) Connector b. Reverse the polarity of the probe and measure
(3) Transformer the voltage between the terminals again.
(4) Extension
(5) Spark plug
One of the measurements is approximately
(6)
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Mounting flange for the transformer
0.4 to 0.6 VDC. The other measurement
2. Remove cover (1). indicates an open circuit.

3. Disconnect the ignition harness from connector Voltage that is significantly outside of this
(2). Remove transformer (3) and extension (4) range could indicate a problem with the
from the engine. transformer.
PR

4. Inspect the body of transformer (3) and extension Note: The resistance of the secondary coil will vary
(4) for corrosion and/or for damage. with the temperature. Illustration 50 demonstrates
the relationship between the secondary coils
5. The extension has an internal O-ring seal for resistance and the temperature. A reading that is
spark plug (5). Inspect the O-ring seal for within 1000 ohms is acceptable. For example, if
damage. the transformers temperature is 60 C (140 F), the
correct resistance is 22,000 1000 ohms.
6. The extension has an internal terminal for the
spark plug. Inspect the terminal for looseness,
for corrosion, and/or for damage. Insert an extra
spark plug into the transformer and check the
terminal for spring pressure.

NOTICE
The extension can be scratched and damaged with a
wire brush. Do not use a wire brush on the extension.

7. Clean any deposits from the inside of the

extension. Use a 6V-7093 Brush with isopropyl
alcohol.
g00863850
Illustration 50
Resistance versus temperature
(Y) Resistance in ohms
g00754013
Illustration 48 (X) Temperature in degrees Celsius (degree Fahrenheit)
Symbol for a diode
9. Measure the resistance of the secondary circuit.
46
Testing and Adjusting Section

a. Set the multimeter to the 40,000 Ohm There is virtually no maintenance for the spark plug.
scale. Measure the resistance between the The electrode gap is not adjustable. The resistance
extensions internal terminal for the spark plug cannot be measured. Unless the holes in the spark
and mounting flange (6) for the transformer. plugs precombustion chamber become plugged,
no cleaning is required.
If the resistance between the terminal for the
spark plug and the mounting flange for the
transformer is within the acceptable tolerance,
proceed to Step 10.

Resistance that is significantly outside of

this range could indicate a problem with the
transformer or with the extension.

F
10. Switch the suspect transformer with a
transformer from a different cylinder that is known
to be good. Install the transformers.

11. Reset the control system. Clear any logged

diagnostic codes.

12. Start the engine and operate the engine in order

to generate a diagnostic code.

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If the problem follows the transformer, replace the
transformer. Make sure that you use the correct
transformer for the engine. Reset the control
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system. Clear any logged diagnostic codes.

If the problem stays with the cylinder, there is a

problem with the spark plug or with the electrical
circuit for the transformer.

For instructions on the electrical circuit, refer to

the engines Troubleshooting manual.
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Spark Plug
If a diagnostic code is generated for the ignition
transformers secondary circuit, the spark plug may
need to be replaced. Misfire and a cold cylinder
are other indications of a worn spark plug. Use the
Caterpillar Electronic Technician (ET) to monitor the
exhaust port temperatures in order to locate a cold
cylinder.

For instructions on inspection and replacement of

the spark plug, refer to the engines Operation and
Maintenance Manual.

g00837850
Illustration 51
Spark plugs precombustion chamber
 47
Testing and Adjusting Section

Fuel System For information on acceptable fuels for the engine,

refer to the engines Operation and Maintenance
Manual.
i01821544

General Information (Fuel i01818876

System) Finding the Top Center

SMCS Code: 1250
Position for the No. 1 Piston
SMCS Code: 1105-531
The High Heat Value (HHV) is a measurement of
the total heat that is generated by combustion of a Table 6
fuel. When any hydrocarbon is used as a fuel in
Tools Needed Quantity

F
an internal combustion engine, water is one of the
products of combustion. The water is converted into 9S-9082 Engine Turning Tool 1
steam before leaving the engine. The conversion
requires heat. The steam removes the heat and the
energy is not used by the engine. The HHV minus
the heat that is used to vaporize the water equals

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the Low Heat Value (LHV) of the fuel.

The fuel must be mixed with air in order to produce

combustion. The amount of air that is required for
efficient combustion will vary for different types of
fuels because of the fuels different compositions.
For optimum engine operation, the air/fuel ratio
must be adjusted properly.
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The fuels methane number indicates the tendency
of the fuel to detonate. Fuel with a low methane
number burns more quickly than fuel with a high g00284799
Illustration 52
methane number. Additionally, the heat that is
produced by compression can ignite fuel with a Timing bolt location (typical example)
low methane number sooner than fuel with a high (1) Cover
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methane number. If an engine is using low methane (2) Timing bolt

(3) Plug
fuel and the timing is too early, detonation will
occur. To avoid detonation, the engine timing must
1. Remove cover (1) and plug (3) from the right
be retarded for low methane. The engine may also
front side of the flywheel housing.
need a lower compression ratio.

An engine with a low compression ratio is able

to utilize fuels with low methane. An engine with
a high compression ratio can use a more limited
range of fuels. However, a higher power output and
greater fuel economy can be obtained. Operation
without combustion problems and production of the
required power from the available fuel depends on
the correct engine configuration.

For a detailed explanation of methane numbers,

see Application and Installation Guide, LEKQ7256,
Fuels/Fuel Systems.

Follow the guide for fuel usage that is in the engines Illustration 53
g00284800
Engine Performance publication. These publications
Timing bolt installation (typical example)
are available from your Caterpillar dealer.
(2) Timing bolt
(4) 9S-9082 Engine Turning Tool
For detailed information on gaseous fuels, refer
to Engine Data Sheet, LEKQ3105, Internal
Combustion Engine Fuel Gases.
48
Testing and Adjusting Section

2. Put timing bolt (2) through the timing hole in

the flywheel housing. Use the 9S-9082 Engine
Turning Tool (4) and a ratchet wrench with a
1/2 inch drive in order to turn the flywheel in
the direction of normal engine rotation. Turn the
flywheel until the timing bolt engages with the
hole in the flywheel.

Note: If the flywheel is turned beyond the point of

engagement, the flywheel must be turned in the
direction that is opposite of normal engine rotation.
Turn the flywheel by approximately 30 degrees.
Then turn the flywheel in the direction of normal
engine rotation until the timing bolt engages with

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the threaded hole. This procedure will remove the g00284801
play from the gears when the No. 1 piston is on the Illustration 54
top center. Location of timing pins (typical example)
(1) Timing hole
3. Remove the valve cover for the No. 1 cylinder (2) Timing pin
head.

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4. The inlet and exhaust valves for the No. 1
cylinder are fully closed if the 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. Find the
O flywheel, it is not necessary to remove the No. 1
cylinders that need to be checked or adjusted
for the stroke position of the crankshaft after the
timing bolt has been installed in the flywheel.
Refer to Testing And Adjusting, Crankshaft
Position for Valve Lash Setting.
Note: When the actual stroke position is identified
and the other stroke position is needed, remove
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1. Remove rear camshaft covers from both sides
of the engine.
2. Refer to Testing and Adjusting, Finding the Top
Center Position for the No. 1 Piston.
Note: When the timing bolt is installed in the
valve cover in order to find the compression stroke.
Both rear camshaft covers must be removed in
order to check the timing.
3. When the timing bolt is installed in the flywheel,
look at the rear end of the camshaft. If the
timing ring is visible, then the No. 1 piston is

the timing bolt from the flywheel. Turn the flywheel on the compression stroke. If the timing ring is
by 360 degrees in the direction of normal engine not visible, feel the back of the camshaft for
rotation. the groove. If the groove is at the back of the
camshaft, the flywheel must be turned by 360
degrees in order to put the No. 1 piston on the
i01821606 compression stroke.
Camshaft Timing
SMCS Code: 1210

Timing Check
Table 7
Tools Needed Quantity
9S-9082 Engine Turning Tool 1

g00284802
Illustration 55
Installation of timing pins (typical example)
(2) Timing pin
(3) RH Camshaft
 49
Testing and Adjusting Section

4. When the timing bolt is installed in the flywheel

and the No. 1 piston is on the compression
stroke, remove timing pins (2) from the storage
positions.

5. Install timing pins (2) through timing holes (1)

in the engine block. Install timing pins (2) into
the groove in camshaft (3) on each side of the
engine. In order to time the engine correctly,
the timing pins must fit into the groove of each
camshaft.

If the timing pins do not engage in the grooves

of both camshafts, the engine is not in time, and

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one or both camshafts must be adjusted.

6. Proceed to the Timing Adjustment procedure.

NOTICE

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If a camshaft is out of time more than 18 degrees
(approximately 1/2 the diameter of timing pin out of
g00930076
groove), the valves can make contact with the pistons. Illustration 56
This will cause damage that will make engine repair (1) Bolt
necessary. (2) Rocker Shaft

2. Remove all valve covers on the side of the

Timing Adjustment engine with the camshaft that needs adjustment.
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Loosen bolts (1) that hold rocker shaft (2) to the
Table 8 valve cover bases until all rocker arms are free
Tools Needed
from the valves.
Quantity
9S-9082 Engine Turning Tool 1 Note: The above procedure must be done before
the camshaft drive gear is pulled off the camshaft
1P-0820 Hydraulic Puller 1
taper.
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8B-7548 Push-Puller Tool Group 1

8B-7559 Adapter 2
5H-1504 Hard Washer 3
9U-6600 Hand Hydraulic Pump 1

Note: Before any timing adjustments are made,

make sure that adjustments are necessary. Refer
to Timing Check.

After the timing check procedure is completed, the

timing bolt will be engaged in the flywheel with No.
1 piston at the top center (TC) position.
g00662269
1. Disconnect the ignition harness from all of Illustration 57
the ignition transformers on the side of the Left rear
engine with the camshaft that needs adjustment. (3) Cover
Remove the ignition transformers. (4) Speed/Timing sensor

3. Remove camshaft gear cover (3) from the rear of

the engine. If the left rear camshaft gear must be
removed, remove speed/timing sensor (4) first.
50
Testing and Adjusting Section

NOTICE
Do not apply more than 41,340 kPa (6,000 psi) of pres-
sure to 1P-0820 Hydraulic Puller. 8B-7559 Adapters
are rated at 5 ton each and 1P-0820 Hydraulic Puller
is rated at 17 ton at 68,900 kPa (10,000 psi). If too
much pressure is applied, the gear may be damaged.

8. Use the 8B-7559 Adapter and needed parts

from the 8B-7548 Push-Puller Tool Group
to install the 1P-0820 Hydraulic Puller on
the camshaft drive gear. Apply 41,340 kPa
(6,000 psi) to the puller and tap the screw until

F
the camshaft drive gear is free of the camshaft
g00662337
Illustration 58 taper. Remove the tooling and the camshaft drive
Rear gear group gear from the camshaft.
(5) Gear (left camshaft drive)
(6) Idler gear
(7) Speed/Timing ring

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(8) Gear (right camshaft drive)
(9) Washer
(10) Bolt
(11) Bolt
(12) Plate

4. To remove the left camshaft drive gear, remove

bolt (10) and washer (9). Remove speed/timing
ring (7) from the left camshaft.
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5. To remove right camshaft drive gear, remove bolt
(11) and plate (12) from the right camshaft.
g00662447
Illustration 60
Camshaft timing
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(13) Timing pin

9. Remove timing pins (13) from the storage

positions which are located under the rear
camshaft covers on each side of the engine.

10. Turn the camshafts until timing pins (13) can

be installed through timing holes and into the
grooves (slots) in the camshaft.

11. Use the following procedure to install camshaft

g00662446
Illustration 59
Removing the camshaft drive gear
(A) 1P-0820 Hydraulic Puller
(12) 4W-4586 Plate
6. Use tooling (A) to remove camshaft drive gears
(5) and (8).
7. Install the three 5H-1504 Hard Washers behind
plate (12). This plate holds the camshaft drive
gear on the camshaft. Install plate (12) and bolt
(11) on the camshaft.
gears (5) and (8):
a. For correct timing, the timing bolt must be
installed in the flywheel and all gear clearance
(backlash) must be removed. Turn the
camshaft drive gears in the same direction as
crankshaft rotation and hold in this position.
b. Pin both camshafts and put the camshaft
drive gears in position in line with idler gears
(6) on each camshaft taper.
Note: Make sure that the gear tapers and the shaft
tapers are clean, dry, and free of lubricants.
 51
Testing and Adjusting Section

c. Install speed/timing Ring (7), bolt (10) and

washer (9) on the left side. Install bolt (11) and
plate (12) on the right side in order to hold the
camshaft drive gears to each camshaft.

d. Remove camshaft timing pins (13). Tighten

bolts (10) and (11) to a torque of 360 40 Nm
(26 30 lb ft).

e. Strike plate (12) or the center of speed/timing

Ring (7). This will seat the gear on the
taper. Then tighten the bolt to a torque of
360 40 Nm (266 30 lb ft).

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Note: If necessary, repeat Step 11.e until the torque
does not change. Make sure that the drive gears
are in full contact with the taper on the camshafts.

f. Verify the crankshaft in relation to the camshaft

by installing camshaft timing pins (13). Loosen

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bolt (11) and the camshaft drive gear if the
timing pins cannot be installed. Repeat the
installation procedure of the camshaft drive
gear.

12. Install the gasket and the camshaft gear cover

on the rear housing. Use two 3/8 inch by 6 inch
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long guide bolts.

13. Remove timing pins (13) from the camshafts.

Install timing pins (13) in the storage positions.
Install the covers over the camshafts and timing
pins.

14. Remove the timing bolt from the flywheel

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housing.

15. Install the 5M-6213 Pipe Plug in the flywheel

housing timing hole. Remove the engine turning
pinion, and install the cover and the gasket.

16. Correctly engage the rocker arms with the

pushrods. Tighten the bolts for the rocker shafts
to a torque of 120 20 Nm (89 15 lb ft).

17. Adjust the valve lash. Refer to Testing And

Adjusting, Valve Lash and Valve Bridge
Adjustment.
52
Testing and Adjusting Section

Air Inlet and Exhaust For optimum operation, replace the air filter
when the air filter restriction reaches 3 kPa
System (12 inches of H2O). The maximum air filter restriction
is 3.7 kPa (15 inches of H2O).

i01599445
Exhaust Restriction
Restriction of Air Inlet and
Exhaust restriction (back pressure) is the difference
Exhaust in the pressure between the exhaust at the outlet
elbow and the atmospheric air pressure.
SMCS Code: 1050-040
In addition to the loss of efficiency and power,
The efficiency of the engine and the engine power excessive exhaust restriction will lead to these
are reduced if there is restriction in the air inlet

and/or the exhaust system.
Inspect the air inlet and exhaust system. Make sure
that there are no obstructions or leaks in the system.
F
results: high engine temperatures, reduced service
life of the turbocharger, and early problems with
inlet and exhaust valves.
Use the differential pressure gauge of the 1U-5470
Engine Pressure Group in order to measure the

O
Table 9
exhaust back pressure.
Tools Needed Qty
1U-5470 Engine Pressure Group 1

Hot engine components can cause injury from

burns. Before performing maintenance on the
engine, allow the engine and the components to
O
cool.

Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.
PR

When working on an engine that is running, avoid

g00295554
Illustration 61
1U-5470 Engine Pressure Group
The 1U-5470 Engine Pressure Group is used to
measure the inlet air restriction and the exhaust
back pressure.
Air Inlet Restriction
Air inlet restriction is the difference in pressure
between the air lines after the air cleaner and the
atmospheric air pressure.
Use the differential pressure gauge of the 1U-5470
Engine Pressure Group in order to measure the air
inlet restriction. Connect the pressure port of the
differential pressure gauge to the opening for the air
filter service indicator on the air cleaner.
contact with hot parts and rotating parts.
Connect the pressure port of the differential pressure
gauge to the test location on the exhaust manifold.
The test location may be located anywhere along
the exhaust piping after the turbocharger but before
the muffler. Choose a location that is as close to the
engine as possible. Install the probe into a straight
pipe that is three to five diameters of the pipe away
from the last transition.
The maximum exhaust back pressure is 6.7 kPa
(27 inches of H2O). If the exhaust restriction reaches
this limit, determine the cause of the restriction and
correct the condition.
 53
Testing and Adjusting Section

i01821658 The temperatures can be verified with the 4C-6090

Temperature Selector Group, with the 6V-9130
Measuring Inlet Manifold Temperature Adapter, and with the 6V-7070 Digital
Temperature Multimeter. Refer to Operating Manual, NEHS0537
for the complete operating instructions for the
SMCS Code: 1921-082 4C-6090 Temperature Selector Group.

Table 10
i01599542
Tools Needed Qty
4C-6500 Digital Thermometer 1
Compression
SMCS Code: 1215-081
The Electronic Control Module (ECM) uses the
Table 11

F
inlet manifold air temperature to help calculate the
density of the air/fuel mixture. Tools Needed Quantity

Use the Caterpillar Electronic Technician (ET) to 193-5859 Cylinder Pressure Gauge 1
Gp (Gas Engine)
monitor the inlet manifold air temperature. The
temperature can be verified with the 4C-6500

O
Digital Thermometer. Cylinder pressure can be measured during
inspection of the spark plugs. The condition of
the following items can be tested by checking the
cylinder pressure: valves, valve seats, pistons,
piston rings, and cylinder liners.

A loss of cylinder pressure or a change of pressure

in one or more cylinders may indicate the following
O
conditions. These conditions may indicate a
problem with lubrication:

Excessive deposits
Guttering of valves
PR

g00929850
A broken valve
Illustration 62
Right view at the rear of the engine A piston ring that sticks
Plugs in the air inlet manifold
A broken piston ring
To measure the inlet manifold air temperature, use
the 4C-6500 Digital Thermometer. Remove one Worn piston rings
of the plugs from the air inlet manifold. Insert a
temperature probe in place of the plug. Measure Worn cylinder liners
the temperature when the engine is operating at
full load. Measure the cylinder pressure of an engine after
approximately 250 hours of operation. Record the
If the inlet manifold air temperature is too high, data. Continue to periodically measure the cylinder
inspect the thermostatic valve and the separate pressure. Comparing the recorded data to the new
circuits cooling system. data provides information about the condition of
the engine.

i01744420 Note: Cylinder pressure is one of the three factors

that help to determine the in-frame overhaul interval.
Measuring Exhaust Refer to Operation and Maintenance Manual,
Temperature Overhaul (In-Frame).

SMCS Code: 1088-082
Use the Caterpillar Electronic Technician (ET) to
monitor individual cylinder exhaust temperatures,
the exhaust temperature to the turbocharger, and
the exhaust temperature after the turbocharger.
If the cylinder pressure has risen by one or more
compression ratios, the engine needs a top end
overhaul in order to remove deposits. Failure to
remove the deposits will increase the chance for
detonation. Severe guttering of the valves will occur.
54
Testing and Adjusting Section
To measure the cylinder pressure, use the
193-5859 Cylinder Pressure Gauge Gp (Gas
Engine). Use the Special Instruction, NEHS0798
that is included with the gauge. Use the following
guidelines:
Remove all of the spark plugs.
Fully open the throttle plate.
Minimize the cranking time. This will enable a
maximum consistent cranking speed for the
check. Also, the battery power will be conserved.
Illustration 63 is a graph of typical cylinder pressures
for engines with different compression ratios.
O
O
PR
g00828960
Illustration 63
(Y) Cylinder pressure in kPa
(X) Compression ratio
(1) Normal range for cylinder pressure
i01821673
Valve Lash and Valve Bridge
Adjustment
SMCS Code: 1102-036
Valve Lash Check
Measure the valve lash between the rocker arm and
the valve bridge. Perform checks and adjustments
with the engine stopped. The valves must be fully
closed. To determine whether the valves are fully
F
closed, refer to Testing And Adjusting, Finding the
Top Center Position for the No. 1 Piston and Testing
And Adjusting, Crankshaft Position for Valve Lash
Setting.
An adjustment is NOT NECESSARY if the valve lash
is within the tolerance that is listed in Table 12.
Table 12
Valve Lash Check: Engine Stopped
Valves Acceptable Valve Lash Range
Inlet 0.43 to 0.58 mm (0.017 to 0.023 inch)
Exhaust 1.19 to 1.35 mm (0.047 to 0.053 inch)
If the measurement is not within tolerance, adjust
the valve bridge and then adjust the valve lash.
Valve Bridge Adjustment
The valve bridge must be adjusted before the valve
lash is adjusted. The valve bridge can be adjusted
without removing the rocker arms and shafts. The
valves must be fully closed. To determine whether
the valves are fully closed, refer to Testing And
Adjusting, Finding the Top Center Position for
the No. 1 Piston and Testing And Adjusting,
Crankshaft Position for Valve Lash Setting.
Note: If the cylinder head is disassembled, keep the
bridges with the respective valves. Check that the
bridge dowels are installed to the correct height.
Lubricate the bridge dowel, the bore for the bridge
dowel, and the top contact surface of the bridge.
Install the bridge on the dowel.
Use the following procedure to adjust the valve
bridges:
 55
Testing and Adjusting Section

3. Remove transformer (3) and extension (4) as a

unit. Inspect the extensions internal O-ring seal
for the spark plug and inspect O-ring seal (5).
If an O-ring seal is damaged or deteriorated,
obtain a new O-ring seal for assembly.

4. Remove valve cover (6). Inspect seal (7). If the

seal is damaged or deteriorated, obtain a new
seal for assembly.

F
O
O
g00930186
Illustration 65
(8) Locknut
(9) Adjusting screw
(10) Rocker arm
PR

(11) Valve bridge

5. Loosen locknut (8) and adjusting screw (9).

6. Press straight down on rocker arm (10) at the

contact point for valve bridge (11). Turn adjusting
screw (9) clockwise until the screw just contacts
the valve stem.

7. Tighten adjusting screw (9) for an additional

25 5 degrees in order to straighten the valve
bridge onto the dowel.

Illustration 64 g00930185 8. Hold adjusting screw (9) in position and tighten

locknut (8) to 30 4 Nm (22 3 lb ft).
(1) Cover
(2) Ignition harness
(3) Transformer 9. Make sure that the valve lash is correct. Refer
(4) Extension to Valve Lash Check.
(5) O-ring seal
(6) Valve cover 10. Make sure that seal (7) is in good condition.
(7) Seal
Install valve cover (6).
1. Remove cover (1).
11. Make sure that O-ring seal (5) is in good
condition. Install extension (4) and transformer
2. Disconnect ignition harness (2).
(3) as a unit.

12. Connect ignition harness (2).

13. Install cover (1).

56
Testing and Adjusting Section

Valve Lash Adjustment Table 13

Valve Lash Setting: Engine Stopped
The valve bridge must be adjusted before the valve
lash is adjusted. Valves Gauge Dimension
Inlet 0.51 mm (0.020 inch)
Note: You can use the 147-5482 Valve Lash Gauge
Group to measure the valve lash. You will also need Exhaust 1.27 mm (0.050 inch)
the 147-2056 Dial Indicator or the 147-5537 Dial
Indicator.
6. Hold adjusting screw (2) in place and tighten
locknut (1) to a torque of 70 15 Nm
1. Ensure that the No. 1 piston is at the top center (52 11 lb ft).
(TC) position. Refer to Testing And Adjusting,
Finding the Top Center Position for the No. 1 7. Verify that the setting is correct.
Piston.

F
8. Remove the timing bolt from the flywheel
2. Work on the appropriate cylinders that are listed housing. Rotate the crankshaft for 360 degrees.
in Testing and Adjusting, Crankshaft Positions Install the timing bolt in the flywheel housing.
for Valve Lash Setting.
9. With the No. 1 piston in the top center of the
3. Before you perform any adjustments, use a soft

O
opposite stroke, perform Steps 2 through 7 for
hammer to lightly tap each rocker arm at top of
the remaining cylinders.
the adjustment screw. This will ensure that the
lifter roller is seated against the camshaft. 10. Remove the timing bolt from the flywheel
housing.

i01821980
O
Crankshaft Position for Valve
Lash Setting
SMCS Code: 1105; 1202

The SAE standard engine crankshaft rotation is

PR

counterclockwise when the crankshaft is viewed

from the flywheel end.

g00930187
Illustration 66
(1) Locknut
(2) Adjusting screw
(3) Rocker arm
(4) Valve bridge

4. Loosen locknut (1) and adjusting screw (2).

5. Insert the appropriate feeler gauge between

rocker arm (3) and the contact surface of valve
bridge (4). Refer to Table 13.
 57
Testing and Adjusting Section

Table 14
Crankshaft Positions for Valve Lash Setting
Standard Counterclockwise Rotation
Engine Stroke for the Number 1 Inlet Valves Exhaust Valves
Piston At the Top Center
Position (1)
G3520C Compression Stroke 1-2-5-6-9-10-11-13-14-17-18 1-2-3-4-11-12-13-14-15-16
Exhaust Stroke 3-4-7-8-12-15-16-19-20 5-6-7-8-9-10-17-18-19-20
Firing Order 1-2-11-12-3-4-15-16-7-8-19-20-9-10-17-18-5-6-13-14
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Refer to Testing And Adjusting, Finding the Top Center
Position For the No. 1 Piston. Find the top center (TC) position for a particular stroke and make the adjustment for the correct cylinders.

F
Remove the timing bolt. Turn the flywheel by 360 degrees in the direction of normal engine rotation. This will put the No. 1 piston at the top
center (TC) position on the opposite stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.

O
O
PR
58
Testing and Adjusting Section
Lubrication System
i01574160
General Information
(Lubrication System)
SMCS Code: 1300
The following problems generally indicate a problem
in the engines lubrication system.
Excessive consumption of engine oil
Low engine oil pressure
High engine oil pressure
O
Excessive bearing wear
Increased engine oil temperature
i01563191
Excessive Bearing Wear -
O
Inspect
SMCS Code: 1203-040; 1211-040; 1219-040
When some components of the engine show
bearing wear in a short time, the cause can be a
restriction in a passage for engine oil.
PR
An indicator for the engine oil pressure may show
that there is enough engine oil pressure, but a
component is worn due to a lack of lubrication. In
such a case, look at the passage for the engine oil
supply to the component. A restriction in an engine
oil supply passage will not allow enough lubrication
to reach a component. This will result in early wear.
i01794028
Excessive Engine Oil
Consumption - Inspect
SMCS Code: 1348-040
Engine Oil Leaks on the Outside of
the Engine
Check for leakage at the seals at each end of
the crankshaft. Look for leakage at the gasket
for the engine oil pan and all lubrication system
F
connections. Look for any engine oil that may be
leaking from 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. A dirty crankcase
breather will cause the gaskets and the seals to
leak.
Engine Oil Leaks into the
Combustion Area of the Cylinders
Engine oil that is leaking into the combustion area
of the cylinders can be the cause of blue smoke.
There are several possible ways for engine oil to
leak into the combustion area of the cylinders:
Leaks between worn valve guides and valve
stems
Worn components or damaged components
(pistons, piston rings, or dirty return holes for the
engine oil)
Incorrect installation of the compression ring
and/or the intermediate ring
Leaks past the seal rings in the turbocharger shaft
Overfilling of the crankcase
Wrong dipstick or guide tube
Sustained operation at light loads
Excessive consumption of engine oil can also result
if engine oil with the wrong viscosity is used. Engine
oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.
 59
Testing and Adjusting Section

i01727302

Increased Engine Oil

Temperature - Inspect
SMCS Code: 1348-040

If the engine oil temperature is higher than normal,

the engine oil cooler may have a restriction. Look
for a restriction in the passages for engine oil in
the engine oil cooler. The engine oil pressure will
not necessarily decrease due to a restriction in the
engine oil cooler.

Determine if the engine oil cooler bypass valve is
held in the open position. This condition will allow
the engine oil to flow through the valve rather
than through the engine oil cooler. The engine oil
temperature will increase.
F
Illustration 67 g00285344
Measure the engine oil pressure to the camshaft
and main bearings on each side of the cylinder
block at oil gallery plug (1). With the engine at

O
operating temperature, the correct minimum engine
Make sure that the cooling system is operating oil pressure at full load rpm is approximately
properly. A high coolant temperature in the engine 280 kPa (40 psi). The correct minimum engine oil
oil cooler will cause high engine oil temperature. pressure at low idle rpm is approximately 140 kPa
(20 psi).
i01554314
Compare the results to the engine oil pressure
Measuring Engine Oil Pressure
O that is indicated on the engine oil pressure gauge
and on the electronic service tool. If there is a
SMCS Code: 1304-081 notable difference between the engine oil pressure
readings, determine the cause.
Table 15
Tools Needed Qty If the engine oil pressure is too low or too high,
determine the cause and correct the condition. If the
1U-5470 Engine Pressure Group 1 engine oil pressure gauge or the engine oil pressure
PR

sensor is incorrect, replace the suspect component.

An incorrect engine oil pressure gauge and an
incorrect engine oil pressure sensor will provide
false indications of low engine oil pressure or high
engine oil pressure. Use the 1U-5470 Engine
Pressure Group to measure the engine oil pressure.
Follow the instructions in Special Instruction,
SEHS8907, Using the 1U-5470 Engine Pressure
Group that is included with the tool.

Work carefully around an engine that is running.

Engine parts that are hot, or parts that are moving,
can cause personal injury.
60
Testing and Adjusting Section
Cooling System
i01411133
General Information (Cooling
System)
SMCS Code: 1350
This engine has a pressure type cooling system. A
pressure type cooling system has two advantages.
The pressure helps prevent cavitation.
The risk of boiling is reduced.
Cavitation occurs when mechanical forces cause
the formation of air bubbles in the coolant. The
O
bubbles can form on the cylinder liners. Collapsing
bubbles can remove the oxide film from the
cylinder liner. This allows corrosion and pitting
to occur. If the pressure of the cooling system is
low, the concentration of bubbles increases. The
concentration of bubbles is reduced in a pressure
type cooling system.
O
The boiling point is affected by three factors:
pressure, altitude, and concentration of glycol in the
coolant. The boiling point of a liquid is increased by
pressure. The boiling point of a liquid is decreased
by a higher altitude. Illustration 68 shows the effects
of pressure and altitude on the boiling point of water.
PR
g00286266
Illustration 68
The boiling point of the coolant also depends on the
type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling
temperature. However, glycol transfers heat less
effectively than water. Because of the boiling point
and the efficiency of heat transfer, the concentration
of glycol is important.
Three basic problems can be associated with the
cooling system:
Overheating
Coolant loss
Overcooling
If the cooling system is not properly maintained,
solids such as scale and deposits reduce the ability
of the cooling system to transfer heat. The engine
operating temperature will increase.
Coolant can be lost by leaks. Overheated coolant
can be lost through the cooling systems pressure
relief valve. Lower coolant levels contribute to
F
additional overheating. Overheating can result in
conditions such as cracking of the cylinder head
and piston seizure.
Overcooling is the result of coolant that bypasses
the water temperature regulators and flows
directly to the radiator or heat exchanger. Low
load operation in low ambient temperatures can
cause overcooling. Overcooling is caused by
water temperature regulators that remain open.
Overcooling enables the formation of sludge in the
crankcase and carbon deposits on the valves.
If a problem with the cooling system is suspected,
perform a visual inspection before you perform any
tests on the system.
i01822049
Visual Inspection
SMCS Code: 1350-535
If a problem with the cooling system is suspected,
inspect the cooling system before you perform any
tests on the cooling system.
1. Check the coolant level in the cooling system.
Refer to Operation and Maintenance Manual,
Cooling System Coolant Level - Check.
2. Make sure that the coolant meets the
recommendations of the Operation and
Maintenance Manual. Also, make sure that the
coolant has the following properties:
Color that is similar to new coolant
Odor that is similar to new coolant
Free of dirt and debris
3. Look for leaks in the cooling system. After the
engine is stopped, look for coolant or steam from
the radiators overflow. Inspect the hoses and
clamps for good condition.
 61
Testing and Adjusting Section

If engine oil or coolant is leaking from the joint i01279097

between the cylinder head and the engine block,
there is a problem with the cylinder head gasket. Test Tools for the Cooling
Note: The water pump has a weep hole between
System
the seal for the coolant and the seal for the bearing. SMCS Code: 0781; 1350
The weep hole prevents coolant from entering the
lubrication system if there is a problem with a seal Table 16
in the water pump. A small amount of coolant at
Tools Needed Quantity
the weep hole is normal.
4C-6500 Digital Thermometer 1
4. Make sure that air flows through the radiator and
8T-2700 Blowby/Air Flow Indicator 1
that there is not a restriction. Look for radiator
fins that are bent, damaged, or leaking. Look 9U-7400 Multitach 1

F
for dirt and debris that can restrict the flow of
9S-8140 Pressurizing Pump 1
air through the fins.

5. Inspect the fan drive belts and pulley grooves.

A loose fan drive belt wears at a faster rate

O
Making contact with a running engine can cause
than a belt with the proper tension. A loose belt
burns from hot parts and can cause injury from
can damage the pulleys. A loose belt can slip. rotating parts.
Substances such as oil and grease will cause
the belts to slip.
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
6. Check for damage to the fan blades. Look for
damaged baffles on the radiator and for baffles
O
that are missing. Inspect the shroud of the fan
for good condition.

7. Inspect the air inlet system. Make sure that the

air cleaner, the air inlet, and the exhaust are not
restricted.

8. Look for signs of air or combustion gas in the

PR

coolant.

Air and/or gas in the coolant results in foaming

of the coolant.

g00286267
Illustration 69
4C-6500 Digital Thermometer
Pressurized System: Hot coolant can cause seri-
ous burns. To open the cooling system filler cap,
The 4C-6500 Digital Thermometer is used in the
stop the engine and wait until the cooling system
diagnosis of overheating conditions or overcooling
components are cool. Loosen the cooling system
problems. This group can be used to check
pressure cap slowly in order to relieve the pres-
temperatures in several different parts of the cooling
sure.
system. Refer to the testing procedure in the
Operating Manual, NEHS0554.
9. After the engine is cool, remove the cooling
system filler cap slowly in order to release
pressure. Inspect the filler cap. Check the
condition of the gasket. Check the sealing
surface for the cap.

The gasket and the sealing surface must be

clean and free of gouges, nicks, and grooves.
62
Testing and Adjusting Section

The 9S-8140 Pressurizing Pump is used to test

pressure caps. The 9S-8140 Pressurizing Pump
is used to pressure check the cooling system for
leaks.

Steam or hot coolant can cause severe burns.

Do not loosen the filler cap or the pressure cap on

a hot engine.

Allow the engine to cool before removing the filler

F
cap or the pressure cap.
g00286269
Illustration 70
8T-2700 Blowby/Air Flow Indicator
i01597927
The 8T-2700 Blowby/Air Flow Indicator is used to
check the air flow through the radiator core. Refer
Testing the Cooling System

O
to the testing procedure in Special Instruction,
SMCS Code: 1350-081
SEHS8712.

Testing for Freeze Protection

Table 17
Tools Needed Qty
O
1U-7297 Coolant/Battery Tester (1) 1
1U-7298 Coolant/Battery Tester (1) 1
(1) Either tester may be used.
PR

g00286276
Illustration 71
9U-7400 Multitach

The 9U-7400 Multitach is used to check the fan

speed. Refer to the testing procedure in Operator
Manual, NEHS0605.

g00439083
Illustration 73
1U-7297 Coolant/Battery Tester or 1U-7298 Coolant/Battery
Tester

Check the coolant frequently in cold weather

for the proper protection against freezing. Use
either the 1U-7297 Coolant/Battery Tester (Degree
Fahrenheit) or the 1U-7298 Coolant/Battery Tester
(Degree Celsius) in order to ensure adequate freeze
protection. The testers are identical except for the
temperature scale. The testers give immediate,
Illustration 72 g00286369 accurate readings. The testers can be used
for antifreeze/coolants that contain ethylene or
9S-8140 Pressurizing Pump
propylene glycol. Instructions are provided with the
testers.
 63
Testing and Adjusting Section

Making the Correct Antifreeze The 8T-5296 Coolant Conditioner Test Kit is
used to measure the concentration of Caterpillar
Mixtures Supplemental Coolant Additive and the range
of ethylene glycol. Insufficient concentrations or
Adding pure antifreeze as a makeup solution for
excessive concentrations can lead to engine
the cooling system top-off is an unacceptable
damage. Instructions are provided with the kit.
practice. Adding pure antifreeze increases the
concentration of antifreeze in the cooling system.
Note: The 8T-5296 Coolant Conditioner Test Kit
This increases the concentration of the dissolved
tests the concentration of nitrites in the coolant.
solids and the undissolved chemical inhibitors in
Some types of coolant additives have phosphates
the cooling system. Add the antifreeze and water
rather than nitrites. If the additive in the cooling
mixture in the same concentration as your cooling
system has phosphates, test the coolant according
system. Table 18 lists protection from freezing and
to the instructions that are provided by the OEM
the corresponding concentrations of antifreeze and
of the additive.

F
water. For more information, refer to Operation and
Maintenance Manual, Coolant Specifications.
Testing the Filler Cap
Table 18
Table 20
Freeze Protection and Antifreeze Concentration
(Ethylene Glycol) Tools Needed Qty

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Freeze Protection Concentration 9S-8140 Pressurizing Pump 1
30% antifreeze and
15 C (5 F)
70% water
40% antifreeze and
23 C (10 F)
60% water
O
50% antifreeze and
36 C (33 F)
50% water
60% antifreeze and
51 C (60 F)
40% water

Testing the Supplemental Coolant

Additive and the Glycol
PR

Table 19 Illustration 75 g00286369

Tools Needed Qty 9S-8140 Pressurizing Pump

8T-5296 Coolant Conditioner Test Kit
1
The 9S-8140 Pressurizing Pump is used to test the
cooling system for leaks. The pump can also be
used to test the filler cap, the pressure relief valve,
and the pressure gauge.

One cause for a pressure loss from the cooling

system can be a damaged seal on the radiator filler
cap.

g00768793
Illustration 74
8T-5296 Coolant Conditioner Test Kit
64
Testing and Adjusting Section
g00296067
Illustration 76
Typical cross section of a filler cap
(1) Sealing surface of both filler cap and radiator
O
Personal injury can result from hot coolant, steam
and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
O
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid
PR
contact with skin and eyes.
To check for the amount of pressure that opens the
filler cap, use the following procedure:
1. After the engine cools, carefully loosen the filler
cap in order to release the pressure from the
cooling system. Remove the filler cap.
2. Carefully inspect the filler cap. Look for any
damage to the seals and to the sealing surface.
Remove any deposits that are found.
If the filler cap is damaged, obtain a new cap.
3. Install the filler cap on the 9S-8140 Pressurizing
Pump.
The opening pressure for the filler caps pressure
relief valve is stamped on the filler cap.
4. Apply pressure to the filler cap. Compare the
gauge reading with the opening pressure that is
listed on the filler cap.
If the cap cannot sustain the correct pressure,
obtain a new cap.
If the filler caps pressure relief valve does not
open within approximately 7 kPa (1 psi) of the
pressure that is stamped on the filler cap, obtain
a new cap.
Testing for Air and/or Exhaust Gas
in the Coolant
Air and/or exhaust gas in the coolant causes
foaming and aeration. Bubbles in the cooling
F
system reduce the heat transfer and the pump flow.
Pockets of air or gas can prevent coolant from
contacting parts of the engine. The pockets allow
hot spots to develop.
If the cooling system is not filled to the proper
level or if the system is filled too quickly, air can
be trapped in the system. Leaks from components
such as aftercoolers and hoses can allow air to
enter the system. The inlet of the water pump is a
potential location for the entry of air.
To help prevent air from entering the cooling system,
fill the system slowly. Make sure that all of the hoses
and pipe connections are secure.
If the cylinder head is loose or cracked, exhaust
gas can enter the cooling system. Exhaust gas
can also enter the cooling system through internal
cracks and/or defects in the cylinder head gasket.
Air and/or exhaust gas in the cooling system can
cause overheating. Use the following test to check
for the presence of air and/or exhaust gas in the
coolant.
1. Make sure that the cooling system is filled to the
proper level.
 65
Testing and Adjusting Section

Personal injury can result from hot coolant, steam

and alkali.

At operating temperature, engine coolant is hot

and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.

Remove filler cap slowly to relieve pressure only

when engine is stopped and radiator cap is cool
enough to touch with your bare hand.

F
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes.

1. After the engine cools, carefully loosen the filler

cap in order to release the pressure from the

O
cooling system. Remove the filler cap.
g00769076
Illustration 77
2. Ensure that the radiator is filled to the correct
2. Remove the plug from the radiator. Install a hose level.
into the hole for the plug.
3. Install the 9S-8140 Pressurizing Pump onto the
3. Fill a glass container with water and place the radiators filler tube.
O
other end of the hose into the container.
4. Increase the pressure reading on the gauge to
4. Start the engine. Operate the engine until normal 20 kPa (3 psi) more than the pressure on the
operating temperature is reached. filler cap.

5. Observe the end of the hose in the glass 5. Inspect the radiator, all connection points, and
container. the hoses for leaks.
PR

A bubble may rise occasionally from the hose. If no leaks are found and the gauge reading
This is normal. remains steady for a minimum of five minutes, the
cooling system is not leaking.
If a stream of bubbles rise from the hose, air
and/or exhaust gas in the coolant is indicated. If leaking is observed and/or the gauge reading
decreases, make repairs, as needed.
Testing The Radiator And Cooling
Testing the Water Temperature
System For Leaks
Gauge
Table 21
Table 22
Tools Needed Qty
Tools Needed Quantity
9S-8140 Pressurizing Pump 1
4C-6500 Digital Thermometer (1) 1

Use the following procedure in order to check the 2F-7112 Thermometer (1) 1
cooling system for leaks: (1) Either thermometer may be used.

The 4C-6500 Digital Thermometer is used in the

diagnosis of overheating conditions and overcooling
conditions. This group can be used to check
temperatures in several different parts of the cooling
system. The Operating Manual, NEHS0554 is
provided with the thermometer.
66
Testing and Adjusting Section
Check the accuracy of the water temperature
indicator or water temperature sensor if you find
either of the following conditions:
The engine runs at a temperature that is too hot,
but a normal temperature is indicated. A loss of
coolant is found.
The engine runs at a normal temperature, but a
hot temperature is indicated. No loss of coolant
is found.
Personal injury can result from escaping fluid un-
der pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
O
before removing any hose from the radiator.
Making contact with a running engine can cause
burns from hot parts and can cause injury from
rotating parts.
O
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
PR
g00743844
Illustration 78
Typical example
(1) Water manifold assembly
(2) Plugs
1. Remove one plug (2) from water manifold
assembly (1). Install a probe for the thermometer
into the opening.
Note: A temperature indicator of known accuracy
can also be used for this test.
2. Start the engine. Run the engine until the
temperature reaches the desired range
according to the test thermometer.
If necessary, place a cover over part of the
radiator in order to cause a restriction of the
airflow.
3. Compare the reading on the water temperature
gauge with the reading on the test thermometer.
If the readings are within the tolerance for the
range of the water temperature gauge, the
gauge is OK.
If the readings are not within the tolerance for the
range of the water temperature gauge, obtain
a new gauge.
F
Testing the Water Temperature
Regulator
Personal injury can result from escaping fluid un-
der pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
1. Remove the water temperature regulator from
the engine.
2. Heat water in a pan until the temperature is
92 C (197 F).
3. Hang the water temperature regulator in the pan
of water. The water temperature regulator must
be below the surface of the water and away from
the sides and the bottom of the pan.
4. Keep the water at the correct temperature for
ten minutes.
5. After ten minutes, remove the water temperature
regulator. Immediately measure the opening in
the water temperature regulator.
If the opening agrees with the distance that is
specified in the engines Specifications manual,
the water temperature regulator is operating
properly.
If the distance is less than the distance specified
in the engines Specifications manual, obtain a
new water temperature regulator.
Refer to Specifications, Water Temperature
Regulator.
 67
Testing and Adjusting Section

Testing the Radiator

Table 23
Tools Needed Quantity
8T-2700 Blowby/Air Flow Indicator 1
9U-7400 Multitach 1

The 8T-2700 Blowby/Airflow Indicator is used to

check the airflow through the radiator core. The
indicator can also be used to check different areas
of the core in order to locate plugged areas.

F
It is normal for air flow to be five times greater at
the center and the edges.

For instructions, see Special Instruction, SEHS8712,

Using the 8T-2700 Blowby/Air Flow Indicator.

O
If the air flow is not restricted, check the fan speed.

The 9U-7400 Multitach Tool Group is used to

check the fan speed. For instructions, see the
Operating Manual, NEHS0605 that is supplied with
the multitach.
O
PR
68
Testing and Adjusting Section

Basic Engine Main Bearings

i01251748
Cylinder Block
SMCS Code: 1201-040
If the main bearing caps are installed without
bearings, the bore in the block for the main bearings
can be checked. Tighten the nuts that hold the caps
to the torque that is shown in the Specifications.
Alignment error in the bores must not be more
Main bearings are available with a larger outside
diameter than the original size bearings. These
bearings are available for the cylinder blocks with
the main bearing bore that is made larger than the
bores original size. The size that is available has a
0.63 mm (0.025 inch) outside diameter that is larger
than the original size bearings.
i01673233
Cylinder Liner Projection

F
than 0.08 mm (0.003 inch). Refer to the Special
Instruction, SMHS7606 for the correct procedure SMCS Code: 1216-082
for using the 1P-4000 Line Boring Tool Group Table 24
for the alignment of the main bearing bores. The
1P-3537 Dial Bore Gauge Group can be used to Tools Needed Quantity
check the size of the bores. The Special Instruction,

O
1U-9895 Crossblock 1
GMGO0981 is with the group.
3H-0465 Push-Puller Plate 2
8F-6123 Bolt 2
3B-1925 Copper Washer 4
0S-1575 Bolt 4
O 8T-0455 Liner Projection Tool Group 1

1. Make sure that the top surface of the cylinder

block, the cylinder liner bores, the cylinder liner
flanges, and the spacer plates are clean and dry.
PR

g00285686
Illustration 79
1P-3537 Dial Bore Gauge Group

Piston Rings
The 4C-4519 Piston Ring Groove Gauge is
available for checking the top piston ring groove
with straight sides. Refer to Guideline For Reusable
Parts, SEBF8049, Pistons.

Connecting Rod Bearings

The connecting rod bearings fit tightly in the bore
in the rod. If the bearing joints are fretted, check
the bore size. This can be an indication of wear
because of a loose fit.
g00285687
Connecting rod bearings are available with 0.63 mm Illustration 80
(0.025 inch) and 1.27 mm (0.050 inch) smaller Measuring the cylinder liner projection
inside diameter than the original size bearing. These (1) 3H-0465 Push-Puller Plate
bearings are for crankshafts that have been ground. (2) 1P-2403 Dial Indicator
(3) 1P-2402 Gauge Body
(4) 0S-1575 Bolt and 3B-1925 Copper Washer
(5) Spacer plate
(6) 1U-9895 Crossblock
 69
Testing and Adjusting Section

2. Install a new gasket and spacer plate (5) on the i01479093

cylinder block.
Flywheel - Inspect
3. Install the cylinder liner in the cylinder block
without seals or bands. SMCS Code: 1156-040
Table 25
4. Hold spacer plate (5) and the cylinder liner in
position according to the following procedure: Tools Needed
Part
a. Install four 3B-1925 Copper Washers and Part Name Quantity
Number
four 0S-1575 Bolts(4) around the spacer
plate (5). Tighten the bolts evenly to a torque 8T-5096 Dial Indicator Group 1
of 95 Nm (70 lb ft).

F
b. Install the following components: 1U-9895 Face Runout (Axial Eccentricity) Of
Crossblock (6), two 3H-0465 Push-Puller The Flywheel
Plates (1), and two 8F-6123 Bolts. Ensure
that 1U-9895 Crossblock (6) is in position
at the center of the cylinder liner. Ensure
that the surface of the cylinder liner is clean.

O
Tighten the bolts evenly to a torque of 70 Nm
(50 lb ft).

c. Check the distance from the bottom edge of

1U-9895 Crossblock (6) to the top edge of
spacer plate (5). The vertical distance from
both ends of the 1U-9895 Crossblock must
O
be equal.

5. Use 8T-0455 Liner Projection Tool Group (6) to

measure the cylinder liner projection.

6. Mount 1P-2403 Dial Indicator (2) in 1P-2402

Gauge Body (3). Use the back of the 1P-5507
Gauge Block to zero dial indicator (2).
PR

7. The cylinder liner projection must be

0.059 to 0.199 mm (0.0023 to 0.0078 inch). Read
the measurement on the outer flange of the
cylinder liner at four equally distant positions. Do
not read the measurement on the inner flange.
The maximum allowable difference between the
high measurements and the low measurements
at four positions around each cylinder liner is
0.05 mm (0.002 inch). The maximum allowable
difference between the four measurements must
not exceed 0.05 mm (0.002 inch) on the same
cylinder liner.
g00286049
Illustration 81
Checking face runout of the flywheel
1. Refer to illustration 81 and install the dial
indicator. Always put a force on the crankshaft
in the same direction before the dial indicator
is read. This will remove any crankshaft end
clearance.
2. Set the dial indicator to read 0.0 mm (0.00 inch).

Note: If the cylinder liner projection is not within
specifications, turn the cylinder liner to a different
position within the bore. Measure the projection
again. If the cylinder liner projection is not within
specifications, move the cylinder liner to a different
bore. Inspect the top face of the cylinder block.
Note: When the cylinder liner projection is correct,
put a temporary mark on the cylinder liner and
the spacer plate. Be sure to identify the particular
cylinder liner with the corresponding cylinder. When
the seals and the filler band are installed, install the
cylinder liner in the marked position.
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
4. Take the measurements at all four points. Find
the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible face runout
(axial eccentricity) of the flywheel must not
exceed 0.15 mm (0.006 inch).
70
Testing and Adjusting Section

Bore Runout (Radial Eccentricity)

Of The Flywheel

F
g00286058
Illustration 83
Flywheel clutch pilot bearing bore

5. Take the measurements at all four points. Find

the difference between the lower measurements

O
and the higher measurements. This value is the
runout. The maximum permissible pilot bore
runout of the flywheel must not exceed 0.13 mm
(0.005 inch).
g00286054
Illustration 82
Checking bore runout of the flywheel i01563287
(1) 7H-1945 Holding Rod
O
(2) 7H-1645 Holding Rod Flywheel Housing - Inspect
(3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment
SMCS Code: 1157-040
1. Install the 7H-1942 Dial Indicator (3). Make an Table 26
adjustment of the 7H-1940 Universal Attachment
(4) so that the dial indicator makes contact on Tools Needed Quantity
the flywheel. 8T-5096 Dial Indicator Group 1
PR

2. Set the dial indicator to read 0.0 mm (0.00 inch).

Face Runout (Axial Eccentricity) Of
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
The Flywheel Housing
4. Take the measurements at all four points. Find
the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible bore runout
(radial eccentricity) of the flywheel must not
exceed 0.15 mm (0.006 inch).

g00285931
Illustration 84
Checking face runout of the flywheel housing

If you use any other method except the method that
is given here, always remember that the bearing
clearance must be removed in order to receive the
correct measurements.
1. Fasten a dial indicator to the flywheel so the anvil
of the dial indicator will contact the face of the
flywheel housing.
2. Put a force on the crankshaft toward the rear
before the dial indicator is read at each point.
O
g00285932
Illustration 85
O
Checking face runout of the flywheel housing
3. Turn the flywheel while the dial indicator is set at
0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C) and (D).
4. The difference between the lower measurements
and the higher measurements that are performed
PR
at all four points must not be more than 0.38 mm
(0.015 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel
housing.
Bore Runout (Radial Eccentricity)
Of The Flywheel Housing
g00285934
Illustration 86
Checking bore runout of the flywheel housing
71
Testing and Adjusting Section
1. Fasten a dial indicator to the flywheel so the anvil
of the dial indicator will contact the bore of the
flywheel housing.
F
g00285936
Illustration 87
2. While the dial indicator is in the position at
location (C) adjust the dial indicator to 0.0 mm
(0.00 inch). Push the crankshaft upward against
the top of the bearing. Refer to the illustration
87. Write the measurement for bearing clearance
on line 1 in column (C).
Note: Write the measurements for the dial indicator
with the correct notations. This notation is necessary
for making the calculations in the chart correctly.
3. Divide the measurement from Step 2 by two.
Write this number on line 1 in columns (B) and
(D).
4. Turn the flywheel in order to put the dial indicator
at position (A). Adjust the dial indicator to 0.0 mm
(0.00 inch).
g00285932
Illustration 88
Checking bore runout of the flywheel housing
5. Turn the flywheel counterclockwise in order to
put the dial indicator at position (B). Write the
measurements in the chart.
6. Turn the flywheel counterclockwise in order to
put the dial indicator at position (C). Write the
measurement in the chart.
72
Testing and Adjusting Section
7. Turn the flywheel counterclockwise in order to
put the dial indicator at position (D). Write the
measurement in the chart.
8. Add the lines together in each column.
9. Subtract the smaller number from the larger
number in column B and column D. Place this
number on line III. The result is the horizontal
eccentricity (out of round). Line III in column C is
the vertical eccentricity.
O
O
Illustration 89
g00286046
Graph for total eccentricity
PR
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value
10. On the graph for total eccentricity, find the point
of intersection of the lines for vertical eccentricity
and horizontal eccentricity.
11. The bore is in alignment, if the point of
intersection is in the range that is marked
Acceptable. If the point of intersection is in
the range that is marked Not acceptable, the
flywheel housing must be changed.
i01564729
Vibration Damper - Check
SMCS Code: 1205-535
The crankshaft vibration damper limits the torsional
vibration of the crankshaft. The visconic damper
has a weight that is located inside a fluid filled case.
The damper is mounted to the crankshaft on the
front of the engine. Damage to the failure or failure
of the damper will increase vibrations. The increase
in vibrations will result in damage to the crankshaft
and to other engine components. A deteriorating
damper will cause more gear train noise at variable
points in the speed range.
A damper that is hot may be the result of
excessive friction. This could be due to excessive
torsional vibration or misalignment. Use an infrared
thermometer to monitor the temperature of the
damper during operation. If the temperature reaches
100 C (212 F), consult your Caterpillar dealer.
F
Inspect the damper for evidence of dents, cracks,
and leaks of the fluid.
If a fluid leak is found, determine the type of fluid.
The fluid in the damper is silicone. Silicone is
transparent, smooth, and viscous. It is difficult to
remove silicone from most surfaces.
If the fluid leak is engine oil, inspect the crankshaft
seals for leaks. If a leak is observed, replace the
crankshaft seals.
Inspect the damper. Repair the damper or replace
the damper for any of the following reasons:
The damper is dented, cracked, or leaking.
The paint on the damper is discolored from heat.
The engine has had a failure because of a broken
crankshaft.
Analysis of the engine oil has revealed that the
front main bearing is badly worn.
There is a large amount of gear train wear that is
not caused by a lack of engine oil.
For instructions on repairing the damper, refer to
Guide for Reusable Parts, SEBF8152, Procedures
to Rebuild Vibration Dampers 3600 Family of
Engines. The tools and instructions in the guide for
reusable parts are appropriate for G3500 Engines.

Air/Electric Starting System
i01433812
General Information
(Air/Electric Starting System)
SMCS Code: 1450
This starting system uses an electric solenoid
to position an air valve in order to activate the
air starting motor. If the starting motor does not
function, do the procedure that follows:
1. Check the indicator reading for the air pressure.
2. If the reading is not acceptable then use a
remote source to charge the system.
O
3. If the reading is acceptable then open the
main tank drain valve for a moment. Verify the
pressure that is shown on the pressure indicator.
Listen for the sound of the high pressure from
the discharge.
Electrical Side Of The Air System
O
1. Move the start control switch in order to activate
the starting solenoids. Listen for the sound of the
engagement of the air starter motor pinion with
the flywheel gear.
a. If the sound of the engagement can be heard,
PR
the problem is with the Air Side Of The Air
System. Proceed to the Air Side Of The Air
System.
b. If no sound of the engagement can be heard,
the problem could be with the Electrical Side
Of The Air System.
g00286936
Illustration 90
Control valve (typical example)
(1) Control valve
(2) Connector
73
Testing and Adjusting Section
2. Check the electrical system by disconnecting the
leads from the control valve (1) at connector (2).
Set the multimeter in the DCV range. Measure
voltage across the disconnected leads that
connect to the starting switch.
a. A voltage reading shows that the problem is in
the control valve (2) or the air starting motor.
Go to Step 2 of Air Side Of The Air System.
b. A ZERO reading shows that the problem is
in the control switch or the problem is in the
wires for the control switch.
F
3. Fasten the multimeter lead to the start switch at
the terminal for the wire from the battery. Fasten
the other lead to a good ground.
a. A ZERO reading indicates a broken circuit
from the battery. With this condition, check
the circuit breaker and wiring.
b. The problem is in the control switch if either a
voltage reading is found at the control switch
or if a voltage reading is found in the wires
from the control switch to the control valve.
Air Side Of The Air System
g00286937
Illustration 91
Air starting system (typical example)
(1) Control valve
(2) Connector
(3) Connection
(4) Air hose
(5) Relay valve
1. Activate the control switch. If the engagement
of the air starter motor pinion with the flywheel
ring gear can be heard then remove the small air
hose (4) from the top of the relay valve (5).
a. Full air pressure comes from the end of the air
hose (4) when the control switch is activated.
The relay valve (5) is worn or the air starting
motor is damaged.
74
Testing and Adjusting Section

b. If no air pressure comes from the end of the

air hose (4), then the problem is in the pinion
nose housing for the air starting motor.

2. The sound of the air starter motor pinion is

not heard when the control switch is activated.
Voltage was measured at the control valve.
Remove the other small air hose from the
connection (3).

a. If no air comes from the end of the removed

air hose, the control valve (1) is worn.

b. If the air comes from the end of the removed

F
hose, then the problem is in the pinion nose
housing for the air starting motor.

O
O
PR
 75
Testing and Adjusting Section

Electrical System The 4C-4911 Battery Load Tester is a portable unit

in a metal case. The 4C-4911 Battery Load Tester
can be used under field conditions and under high
i01252070 temperatures. The tester can be used to load test
all 6, 8, and 12 Volt batteries. This tester has two
Test Tools for the Electrical heavy-duty load cables that can easily be fastened
System to the battery terminals. A load adjustment knob is
located on the top of the tester. The load adjustment
SMCS Code: 0785 knob permits the current that is being drawn from
the battery to be adjusted to a maximum of 1000
Table 27 amperes. The tester is cooled by an internal fan that
is automatically activated when a load is applied.
Tools Needed Quantity
4C-4911 Battery Load Tester 1 The tester has a built-in LCD. The LCD is a digital

F
voltmeter. The LCD is a digital meter that will
8T-0900 Ammeter 1 also display the amperage. The digital voltmeter
9U-7330 Multimeter 1 accurately measures the battery voltage at the
battery. This measurement is taken through tracer
163-0096 Diagnostic and Calibration Tool 1 wires that are buried inside the load cables. The
digital meter, that displays the amperage, accurately

O
Most of the tests of the electrical system can be displays the current that is being drawn from the
done on the engine. The wiring insulation must be battery which is being tested.
in good condition. The wire and cable connections
must be clean and tight. The battery must be fully Note: Refer to Operating Manual, SEHS9249 for
charged. If the on-engine test shows a defect in a more complete information for the use of the
component, remove the component for more testing. 4C-4911 Battery Load Tester.
O
The service manual Testing And Adjusting
Electrical Components, REG00636 has complete
specifications and procedures for the components
of the starting circuit and the charging circuit.
PR

g00293221
Illustration 93
8T-0900 Ammeter

The 8T-0900 Ammeter is a completely portable,

self-contained instrument that allows electrical
current measurements to be made without breaking
the circuit or without disturbing the insulation on
the conductors. A digital display is located on the
ammeter for reading current directly in a range
from 1 to 1200 amperes. If a 6V-6014 Cable is
connected between this ammeter and one of the
g00283565 digital multimeters, current reading of less than 1
Illustration 92
amperes can be read directly from the screen of
4C-4911 Battery Load Tester the multimeter.
76
Testing and Adjusting Section

A lever is used to open the jaws over the conductor i01305428

up to a diameter of 19 mm (0.75 inch). The spring
loaded jaws are then closed around the conductor
for the measurement of current. A trigger switch that
can be locked on the ON or OFF position is used
to turn on the ammeter. When the turn-on trigger is
released, the last current is held on the display for
five seconds. This allows accurate measurements
to be taken in limited access areas. In these areas,
the digital display is not visible to the operator.
A zero control is provided for DC operation. The
power for the ammeter is supplied by the batteries
which are located inside the handle.
Battery
SMCS Code: 1401-081
Never disconnect any charging unit circuit or bat-
tery circuit cable from the battery when the charg-
ing unit is operated. A spark can cause an explo-
sion from the flammable vapor mixture of hydro-
gen and oxygen that is released from the elec-
trolyte through the battery outlets. Injury to per-

Note: Refer to Special Instruction, SEHS8420 for
more complete information for the use of the
8T-0900 Ammeter.
F
sonnel can be the result.
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.

O NOTICE
The charging unit will be damaged if the connections
between the battery and the charging unit are broken
while in operation. Damage occurs because the load
from the battery is lost and because there is an in-
crease in charging voltage. High voltage will damage
O
the charging unit, the regulator, and other electrical
components.

Use the 4C-4911 Battery Load Tester in order to

g00293224
Illustration 94 test a battery that does not maintain a charge when
9U-7330 Multimeter the battery is active. Refer to Operating Manual,
SEHS9249 for detailed instruction on the use of
PR

The 9U-7330 Multimeter is a portable instrument the 4C-4911 Battery Load Tester. See Special
with a digital display. This multimeter is built Instruction, SEHS7633 for the correct procedure
with extra protection against damage in field and for the specifications to use when you test the
applications. The multimeter can display Pulse batteries.
Width Modulation (PWM). The 9U-7330 Multimeter
has an instant ohms indicator that permits the
checking of continuity for fast circuit inspection. The
multimeter can also be used for troubleshooting
capacitors that have small values.

Note: Refer to Special Instruction for complete

information for the use of the 9U-7330 Multimeter.
The Special Instruction is packaged with the unit.

Index
A Electronic Control System Parameters.................... 9
Aftercooler ............................................................ 22
Air Inlet and Exhaust System .......................... 22, 52
Air/Electric Starting System............................. 35, 73
Alternator .............................................................. 37
B Power Monitoring ............................................... 14
Basic Engine.................................................... 32, 68
Battery ................................................................... 76
C Engine Monitoring System .................................... 16
O
Camshaft .............................................................. 35
Camshaft Timing ................................................... 48
Timing Adjustment ............................................. 49
Timing Check ..................................................... 48
Circuit Breaker ...................................................... 39
Compression ......................................................... 53
Compressor Bypass .............................................. 23
Cooling System ............................................... 29, 60
O
Jacket Water System ......................................... 30
Separate Circuit ................................................. 32
Crankshaft ............................................................ 34
Crankshaft Position for Valve Lash Setting............ 56
Cylinder Block........................................................ 68
Connecting Rod Bearings.................................. 68
Main Bearings .................................................... 68
PR
Piston Rings....................................................... 68
Cylinder Block, Liners and Heads ......................... 32
Cylinder Liner Projection ....................................... 68
D Housing ............................................................ 71
Detonation Sensor................................................. 43
E
Electrical System............................................. 36, 75
Electronic Control System ................................. 4, 40
Electronic Control System Operation ...................... 4
Air/Fuel Ratio Control........................................... 5
Control of Ignition................................................. 5
Engine Monitoring and Protection........................ 8
Governing of the Engine RPM ............................. 5
Start/Stop Control ................................................ 8
77
Index Section
Air/Fuel Ratio Control......................................... 11
Configuration Parameters .................................... 9
Governing of the Air/Fuel Ratio Control and of the
Engine Speed..................................................... 9
Information for the ECM ..................................... 15
Monitoring and Protection ............................... 14
Override Parameters.......................................... 15
Speed Control .................................................... 12
Start/Stop Control Parameters........................... 13
F
Engine Design ......................................................... 4
Engine Governing - Adjust..................................... 42
Governor Type ................................................... 42
Monitoring Parameters....................................... 16
Engine Speed/Timing Sensor................................ 43
Excessive Bearing Wear - Inspect......................... 58
Excessive Engine Oil Consumption - Inspect ........ 58
Engine Oil Leaks into the Combustion Area of the
Cylinders .......................................................... 58
Engine Oil Leaks on the Outside of the Engine.. 58
Exhaust Manifold .................................................. 24
F
Finding the Top Center Position for the No. 1
Piston................................................................... 47
Flywheel - Inspect.................................................. 69
Bore Runout (Radial Eccentricity) Of The
Flywheel ........................................................... 70
Face Runout (Axial Eccentricity) Of The
Flywheel ........................................................... 69
Flywheel Housing - Inspect ................................... 70
Bore Runout (Radial Eccentricity) Of The Flywheel
Face Runout (Axial Eccentricity) Of The Flywheel
Housing ............................................................ 70
Fuel System..................................................... 19, 47
Fuel System Operation.......................................... 19
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General Information (Air/Electric Starting
System)................................................................ 73
Air Side Of The Air System ................................ 73
Electrical Side Of The Air System...................... 73
General Information (Cooling System) .................. 60
General Information (Electronic Control System) .. 40
Changing the Settings of the Monitoring
System ............................................................. 42
Connecting the Caterpillar Electronic Technician
(Cat ET) to the Electronic Control Module
(ECM)............................................................... 40
Recommendations for Programming the System
Configuration Parameters ................................ 41
General Information (Fuel System) ....................... 47
General Information (Lubrication System)............. 58
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Index Section

Grounding Practices ............................................. 36 Testing the Cooling System ................................... 62

Making the Correct Antifreeze Mixtures............. 63
Testing for Air and/or Exhaust Gas in the
I Coolant............................................................. 64
Testing for Freeze Protection ............................. 62
Ignition System ..................................................... 18 Testing the Filler Cap ......................................... 63
Ignition Transformers and Spark Plugs .............. 18 Testing the Radiator ........................................... 67
Ignition Transformer............................................... 44 Testing The Radiator And Cooling System For
Spark Plug ......................................................... 46 Leaks................................................................ 65
Important Safety Information ................................... 2 Testing the Supplemental Coolant Additive and the
Increased Engine Oil Temperature - Inspect ......... 59 Glycol ............................................................... 63
Testing the Water Temperature Gauge .............. 65
Testing the Water Temperature Regulator ......... 66
L Turbocharger ........................................................ 25

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Lubrication System .......................................... 26, 58
V

M Valve Lash and Valve Bridge Adjustment .............. 54

Valve Bridge Adjustment .................................... 54

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Manifold Air Pressure Sensor ................................ 43 Valve Lash Adjustment ...................................... 56
Measuring Engine Oil Pressure............................. 59 Valve Lash Check .............................................. 54
Measuring Exhaust Temperature........................... 53 Valve System Components ................................... 25
Measuring Inlet Manifold Temperature .................. 53 Vibration Damper - Check ..................................... 72
Visual Inspection ................................................... 60

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Pistons, Rings and Connecting Rods ................... 34

Restriction of Air Inlet and Exhaust ....................... 52

Air Inlet Restriction............................................. 52
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Exhaust Restriction............................................ 52

Starting Motor ....................................................... 38

Starting Motor Protection ................................... 38
Starting Solenoid ................................................... 37
Systems Operation Section ..................................... 4

Table of Contents..................................................... 3
Test Tools for the Cooling System ......................... 61
Test Tools for the Electrical System....................... 75
Testing and Adjusting Section ............................... 40
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Index Section

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