Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Pgina 1 de 82
Shutdown SIS
Previous Screen
Product: INDUSTRIAL ENGINE
Model: D399 INDUSTRIAL ENGINE 35B05602
Configuration: D399 INDUSTRIAL ENGINE 35B00688-UP
Troubleshooting
Troubleshooting can be difficult. On the following pages there is a list of possible problems. To
make a repair to a problem, make reference to the cause and correction.
This list of problems, causes, and corrections, will only give an indication of where a possible
problem can be, and what repairs are needed. Normally, more or other repair work is needed
beyond the recommendations in the list.
Remember that a problem is not normally caused only by one part, but by the relation of one part
with other parts. This list can not give all possible problems and corrections. The serviceman must
find the problem and its source, then make the necessary repairs.
Troubleshooting Index
1. Engine Will Not Turn When Start Switch Is On.
2. Engine Will Not Start.
3. Misfiring or Running Rough.
4. Stall at Low rpm.
5. Sudden Changes In Engine rpm.
6. Not Enough Power.
7. Too Much Vibration.
8. Loud Combustion Noise.
9. Valve Train Noise (Clicking).
10. Oil In Cooling System.
11. Mechanical Noise (Knock) In Engine.
12. Fuel Consumption Too High.
13. Loud Valve Train Noise.
14. Too Much Valve Lash.
15. Valve Rotocoil or Spring Lock is Free.
16. Oil at the Exhaust.
17. Little or No Valve Clearance.
18. Engine Has Early Wear.
19. Coolant In Lubrication Oil.
20. Too Much Black or Gray Smoke.
21. Too Much White or Blue Smoke.
22. Engine Has Low Oil Pressure.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 2 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 3 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 4 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 5 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 6 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 7 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 8 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 9 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 10 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 11 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 12 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 13 de 82
Fuel System
Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel
system.
Many times work is done on the fuel system when the problem is really with some other part of
the engine. The source of the problem is difficult to find, especially when smoke comes from the
exhaust. Smoke that comes from the exhaust can be caused by a bad fuel injection valve, but it can
also be caused by one or more of the reasons that follow:
a. Not enough air for good combustion.
b. An overload at high altitude.
c. Oil leakage into combustion chamber.
d. Not enough compression.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 14 de 82
NOTICE
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 15 de 82
Be sure to use clean SAE J967 Calibration Oil when testing. Dirty test
oil will damage components of the fuel injection nozzle. The
temperature of the test oil must be 65 to 75 F (18 to 24 C) for good
test results.
Order calibration oil by part number, in the quantities needed, according to the information that
follows:
Kent-Moore Corp.
1501 South Jackson St.
Jackson, MI 49203
J-26400-5 [5 gal. (18.9 litre)]J-26400-15 [15 gal. (56.7 litre)]J-26400-30 [30 gal. (113.5 litre)]J26400-55 [55 gal. (208.2 litre)]
Viscosity Oil Company
3200 South Western Ave.
Chicago, IL 60608
Viscor Calibration Fluid1487C-SAE J-967CAvailable in 30 gal. (113.5 litre) or55 gal. (208.2 litre)
drums.
EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 16 de 82
The test procedures that follow will give an indication of nozzle condition. A nozzle that has a
defect is not always the only cause for a specific engine problem.
When fuel injection nozzles are tested, be sure to wear eye protection.
Fuel comes from the orifices in the nozzle tip with high pressure. The
fuel can pierce (go thru) the skin and cause serious injury to the
operator. Keep the tip of the nozzle pointed away from the operator and
into the 8S2270 Fuel Collector and FT1384 Extension.
ILLUSTRATION I
1. Test nozzle (welded orifice). 2. Bottom part of 5P8744 Adapter (J). J. 5P8744 Adapter. M. FT1384 Extension. N.
8S2270 Fuel Collector.
Find an old capsule type fuel nozzle and weld the orifice closed. Keep this fuel nozzle with the
tester group for use in the future.
NOTE: Do not weld the fuel nozzles that are to be tested.
Illustration I shows the latest 5P8744 Adapter. Illustration II shows the former 5P4717 Adapter.
Unless some indication is made, the procedure is the same for use of either adapter.
1. Install the top part of adapter (J) that holds the capsule valve.
2. Put test nozzle (1) (with welded orifice) in the bottom part (2) of adapter (J) that holds the
capsule valve. Install and tighten bottom part (2) to top part of adapter (J).
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 17 de 82
ILLUSTRATION II
1. Test nozzle (welded orifice). 2. Bottom part of 5P4717 Adapter (J). J. 5P4717 Adapter.
3. Close on-off valve (F). Open pump isolator valve (G). Open gauge protector valve (E).
4. Operate the tester pump until a pressure of 3500 psi (24 000 kPa) is read on 2P2324 Gauge (C).
Now, close pump isolator valve (G).
5. Check all connections for leaks. Tighten connections to stop any leaks that are found.
6. Open on-off valve (F) and remove test (welded) fuel nozzle.
Do not loosen the bottom half of the adapter to remove fuel nozzle until
on-off valve is opened and no pressure is read on the gauge. Unless the
high pressure is released in the pump, the fuel discharge from the
adapter can cause injury to the operator.
NOTE: To prevent fuel leakage, the top surface of the test (welded) nozzle, and all other nozzles
that are to be tested, must be free of scratches or burrs (sharp edges).
The procedure for NOZZLE TESTER PREPARATION must be done each time any of the
conditions that follow exist:
a. The complete 5P8744 or 5P4717 Adapter is removed and installed again.
b. Before and after a series of tests.
c. There is an indication of a problem with the nozzle tester.
NOTICE
DO NOT use a drill or a reamer on the orifice of a nozzle. DO NOT use
a steel brush or a wire wheel to clean the tip of the nozzle. The orifice
and the valve can be damaged easily.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 18 de 82
I. Nozzle Installation
1. Put one of the nozzles to be tested in the bottom part (2) of adapter (J). Install and tighten
bottom part (2) to top part of adapter (J).
2. Close on-off valve (F). Open gauge protector valve (D) one-half turn. Open pump isolator valve
(G) one-half turn.
TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
2. Operate pump to increase pressure slowly to 300 psi (2050 kPa), and close pump isolator valve
(G). Now turn gauge protector valve (D) to adjust pressure again to 300 psi (2050 kPa).
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 19 de 82
3. After 30 seconds, take a pressure reading from the gauge. The pressure at this time must not be
below 100 psi (690 kPa) reading on the dial face.
4. The valve must not lose more than 200 psi (1380 kPa).
5. If the pressure loss is not in the 200 psi (1380 kPa) range as shown, stop the test sequence. Do
not use the fuel nozzle again.
6. If nozzle is in specification range, see VALVE OPENING PRESSURE TEST (VOP).
TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 20 de 82
3. The pressure reading on the gauge at this time must be in the pressure range of 400 to 750 psi
(2750 to 5200 kPa) as shown.
4. If the valve opening pressure (VOP) is not in the 400 to 750 psi (2750 to 5200 kPa) range as
shown, do not use the fuel nozzle again.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 21 de 82
2. Lift the pump straight up to clear the dowel pins and the pump plunger. Install seals (4) and
plug (2) for protection from dirt.
3. Slide the end of the plunger out of the yoke in the lifter and lift out the plunger. Be sure the
plunger is installed in the barrel from which it was removed.
Be careful when injection pumps are disassembled. Do not damage the surface on the plunger.
The plunger and barrel for each pump are made as a set. Do not put the plunger of one pump in the
barrel of another pump. If one part is worn, install a complete new pump assembly. Be careful
when the plunger is put in the bore of the barrel.
An injection pump can have a good fuel flow output but not be a good pump becuase of slow
timing that is caused by wear on the bottom end of the plunger. When a test is made on a pump
that has been used for a long time, use a micrometer and measure the length of the plunger. If the
length of the plunger is shorter than the minimum length (worn) dimension given in the chart,
install a new pump.
Look for wear at the top part of the plunger. Check the operation of the plunger according to the
instructions for the Fuel Injection Test Bench.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 22 de 82
When there is too much wear on the pump plunger, the lifter yoke may also be worn and there will
not be good contact between the two parts. To stop fast wear on the end of a new plunger, install
new lifter yokes in the place of those with wear.
6. Lower the pump onto the dowel pins and fasten in place. Tighten bolts (8) first and then tighten
bolts (7). Torque for bolts is 32 5 lb.ft. (43 7 Nm). Torque for the fuel line nuts is 30 5 lb.
ft. (40 7 Nm).
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 23 de 82
Start Up Procedure
Use this procedure when an engine is started for the first time after work is done on the fuel
injection pumps or governor.
1. Remove the air cleaner covers and air cleaner elements from the air inlets of both turbochargers.
2. Have a person in position near each turbocharger air inlet with a piece of steel plate large
enough to completely cover the turbocharger air inlet.
3. If the engine starts to run too fast or runs out of control, immediately put the steel plates against
the turbocharger air inlet. This will stop the air supply to the engine and the engine will stop.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 24 de 82
No. 1 piston at top center on the compression stroke is the starting point for all timing procedures.
NOTE: The engine is seen from the flywheel end when the direction of crankshaft rotation is
given. Normal direction of crankshaft rotation for standard engines is counterclockwise, and for
opposite rotation engines is clockwise.
1. Remove the valve cover for No. 1 cylinder. The two valves at the front of the right bank are the
intake and exhaust valves for No. 1 cylinder.
2. Remove the timing mark cover from the right side of the flywheel housing.
3. Remove the starter from the right side of the engine. Install 5P7307 or 2P8300 Engine Turning
Tool.
NOTE: Put 5P906 Grease in bore of 5P7306 or 2P8294 housing before the pinion is installed.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 25 de 82
4. Turn the crankshaft in a direction opposite of normal rotation approximately 30 degrees. The
reason for making this step is to be sure the play is removed from the timing gears when the
engine is put on top center.
5. Turn the crankshaft in the direction of normal rotation until the timing marks on the flywheel
are in alignment with the pointer in the flywheel housing.
NOTE: If the crankshaft is turned beyond the timing mark, turn the crankshaft in the direction
opposite of normal rotation a minimum of 30 degrees before the crankshaft is turned to the timing
mark again.
6. The intake and exhaust valves for No. 1 cylinder will be closed if No. 1 piston is on the
compression stroke. You can move the rocker arms up and down with your hand. If the No. 1
piston is not on the compression stroke, turn the crankshaft in the direction of normal rotation 360
degrees and make alignment of the timing mark and the pointer.
TIMING PIN
1. Fuel inlet flange. 2. Timing pin.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 26 de 82
TIMING PIN LOCATED IN TIMING SLOT (Pump housing removed for better illustration)
2. Timing pin. 3. Timing slot.
3. Turn the timing pin into the timing hole in the fuel injection pump housing. If the timing pin
goes into the timing slot (3) of the fuel pump camshaft, the threads on the timing pin can not be
seen.
4. If the timing pin goes into the timing slot of the fuel pump camshaft, the fuel pump camshaft is
correctly in time with the crankshaft. If the timing pin does not go into the timing slot of the fuel
pump camshaft, make reference to TIMING THE CAMSHAFT FOR THE FUEL INJECTION
PUMPS.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 27 de 82
3. Install the 2 to 3 in. shaft in the depth micrometer. Put the depth micrometer on the fuel
injection housing as shown and measure dimension (A). See the chart for the correct ON ENGINE
lifter setting dimensions.
NOTE: If the timing dimension is not correct, check to see if the timing pin will go in the slot of
the fuel pump camshaft. If the timing pin will not fit, make reference to TIMING THE
CAMSHAFT FOR THE FUEL INJECTION PUMPS. If the timing pin does fit, make reference to
SETTING FUEL INJECTION PUMP TIMING DIMENSION: OFF ENGINE.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 28 de 82
5. Put the indicator assembly on the fuel injection housing as shown and measure dimension (A).
See the chart for the correct ON ENGINE lifter setting dimensions.
NOTE: If the timing dimension is not correct, check to see if timing pin will go in the slot of the
fuel pump camshaft. If the timing pin will not fit, make reference to TIMING THE CAMSHAFT
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 29 de 82
FOR THE FUEL INJECTION PUMPS. If the timing pin does fit, make reference to SETTING
FUEL INJECTION PUMP TIMING DIMENSION: OFF ENGINE.
2. Disconnect the fuel line from No. 1 cylinder fuel injection valve body. Remove the valve body
and the fuel valve from the precombustion chamber.
3. Install 5P7265 Adapter (3) in precombustion chamber (4). Tighten the adapter finger tight only
to prevent damage to the fuel injection valve seat. Put a small amount of oil on 3S3264 Rod (5)
and put the rod in the adapter with the small end down.
4. Install 3P1565 Collet (1) on the adapter. Put the 3S3270 Contact Point on 9S215 Indicator (2)
and put the indicator in the collet.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 30 de 82
5. Turn the crankshaft a minimum of 45 degrees in a direction opposite of normal rotation. Slowly
turn the crankshaft in the direction of normal rotation until a maximum reading is seen on the dial
indicator. Adjust the indicator up or down in the collet until the revolution counter is at +.300 in.
(Black Numbers). Tighten the collet to hold the indicator in this position. Loosen the bezel lock
and turn the bezel until the zero on the face of the dial is in alignment with the hand. Tighten the
bezel lock.
6. Slowly turn the crankshaft in the direction of normal rotation until the dial indicator moves
beyond .020 in. Now turn the crankshaft in the opposite direction until the dial indicator is at .020
in.
7. Make a temporary mark on a rotating component (flywheel, vibration damper, or crankshaft
pulley) in relation to a stationary pointer or mark.
NOTICE
Do not use a hammer and punch to mark a vibration damper.
8. Turn the crankshaft in the direction opposite of normal rotation beyond the maximum indicator
reading and beyond .020 in. Now turn the crankshaft in the direction of normal rotation until the
dial indicator is at .020 in.
9. Make a second temporary mark on the rotating component in relation to the stationary pointer
or mark. Now make a mark on the rotating component that is one-half the distance between the
two temporary marks. This mark is the point of most accuracy for top center No. 1 piston.
10. Turn the crankshaft in the direction opposite of normal rotation approximately 45 degrees and
then turn the crankshaft in the opposite direction to the top center mark that was made in Step 9. If
needed adjust the dial indicator as in Step 5.
11. Turn the crankshaft in the direction opposite of normal rotation approximately 45 degrees.
Move the fuel rack to the full load position. If the engine has a hydra mechanical governor install
a 9S8519 plug and 9S8521 Rod, and push in the speed limiter plunger. Tighten the plug to hold
the rod in this position. Now the governor can be moved to the full load position.
12. Connect hose (8) from the fuel pressure tank (10) to the fuel pressure gauge connection on the
left side of the fuel filter housing. Disconnect fuel return line (11) at the fuel control valve and
install a plug. Disconnect the fuel line from No. 1 fuel injection pump and install 7M1999 tube
Assembly (9). The open end of the tube assembly must be at an upward slope.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 31 de 82
13. Fill the fuel tank with 1 gallon (3.8 litres) of clean diesel fuel. Keep the pressure in the tank at
15 psi (105 kPa) by the use of the hand pump or shop air pressure.
NOTICE
If shop air is used, make an adjustment to the regulator so the air
pressure in the tank is a maximum of 15 psi (105 kPa).
14. With fuel pressure to the fuel injection housing, slowly turn the crankshaft in the direction of
normal rotation. When the fuel flow from the tube is 6 to 12 drops per minute, stop turning the
crankshaft. This is the point of inlet port (6) closing.
15. Use the chart to change the indicator reading to timing angle. The timing must be within 1
degree of the specified timing angle.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 32 de 82
NOTE: If the timing of the fuel system is different that the correct timing dimension given in the
chart, make reference to TIMING THE CAMSHAFT FOR THE FUEL INJECTION PUMP.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 33 de 82
1. Put No. 1 piston at top center (TC) in the compression position. Make reference to LOCATING
TOP CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
2. Remove the pipe plug between the aftercooler supports on the flywheel housing. Bend lock (5)
from puller bolt (3) and turn puller bolt to loosen gear (1) from shaft (4).
3. Remove timing pin (7) and the fuel inlet flange.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 34 de 82
5. Remove the breather from the front of the fuel injection housing.
6. Use a 9S6054 Socket and ratchet wrench (8) to turn the fuel pump camshaft. Put the socket and
wrench on the end of the fuel pump camshaft and turn the camshaft until timing slot (10) is at the
top. Tighten the timing pin into the timing slot.
7. Tighten the camshaft puller bolt (3) to push the gear on the shaft. Tighten bolt (3) to a torque of
265 35 lb.ft. (360 45 Nm). Bend the lock to the bolt.
8. Remove the timing pin and turn the crankshaft two revolutions in the direction of normal
rotation until the engine is again at top center (TC) compression position for No. 1 piston.
9. Install the timing pin. If the timing pin engages with the timing slot in the camshaft, the timing
is correct. If the timing pin does not engage with the timing slot, the timing is not correct and
Steps 1 thru 8 must be done again.
10. Remove the timing pin. Install the breather, pipe plug in flywheel housing, fuel inlet flange,
and the timing pin.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 35 de 82
1. 1P7410 Plate. 2. 5P6564 Shaft. 3. 1P7415 Pointer. 4. S1594 Bolt. 5. 2S6160 Washer. 6. S509 Bolt. 7. 9M4568
Wrench. 8. 9M4567 Wrench.
The fuel injection pump housing must be removed from the engine for the procedure that follows:
1. Remove the fuel injection pumps from fuel injection pump housing. Make reference to FUEL
INJECTION SERVICE; Removal of Injection Pump. Clean the top surface of the housing of all
paint and dirt.
2. Check the direction of rotation of the fuel pump camshaft. For an engine with standard rotation,
the "F" mark and arrow on the end of the fuel pump camshaft will be at the front end of the pump
housing. For an engine with opposite rotation the "F" mark and arrow on the end of the fuel pump
camshaft will be at the rear end of the pump housing.
3. Install timing plate (1) on shaft (2) with bolt (6) and washer (5). Put the timing plate and shaft
on the fuel pump camshaft at the rear of the pump housing. The key in shaft (2) must be in
alignment and engage in the slot in the camshaft.
4. Install pointer (3) over the dowel in the top of the pump housing at the rear. Install the bolt (4).
5. In the chart, find the timing plate setting for the lifter that is to be set. Turn the timing plate to
this setting in the direction of camshaft rotation. The direction of camshaft rotation as seen from
the rear of the pump housing is counterclockwise for standard rotation engines and is clockwise
for opposite rotation engines. The degree marking on the timing plate must be in alignment with
the inside edge (9) of pointer (3).
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 36 de 82
TOOLS INSTALLED
1. 1P7410 Plate. 3. 1P7415 Pointer. 9. Edge of pointer. A. Timing dimension to be measured.
6. Use the 6F6922 Depth Micrometer or the 5P4165 Dial Indicator Group and measure timing
dimension (A). Timing dimension (A) is the distance from the top surface of the fuel pump
housing to the fuel pump plunger contact surface in the yoke of the lifter. The measurement for
timing dimension (A) is 2.1565 .0005 in. (54.775 0.013 mm) for all engines. Use wrenches (7)
and (8) to adjust the yoke of the lifter to the correct timing dimension.
The fuel injection pumps are numbered in order from front to rear on all engines
7. Set each lifter in the firing order (injection sequence) of the engine. Make reference to the
CHART FOR FIRING ORDER. Check the timing dimension for each lifter again after an
adjustment has been made and the locknut tightened.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 37 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 38 de 82
1. Remove the air-fuel ratio control. Disconnect the governor control linkage from the governor
lever.
2. Remove the speed limiter access plug. Install plug (5). Through the opening in the plug, install
rod (6) and push in the speed limiter plunger. Tighten the plug to cause a clamp action on the rod.
This will let the governor control lever move through its complete length of travel.
3. Remove timing pin (7), clamp (8), and the plug and seal behind the clamp.
COMPONENT LOCATION
7. Timing pin. 8. Clamp.
4. Fasten bracket (2) to the fuel pump housing. Move the governor lever to the fuel on position
and install dial indicator (3) with contact point (4) on bracket (2).
5. Put spacer (9) between the flange on the rod and the bracket. Push the flange toward the fuel
pump housing to hold the spacer tight and adjust the dial indicator so that the revolution counter is
at zero. Tighten the clamp for the indicator. Turn the dial of the indicator until the zero is in
alignment with the hand. Remove the spacer.
6. Put the clip end of tester (1) on the brass terminal on the side of the governor. Put the other end
of the tester to a good electrical ground.
7. Remove dust cover (10) from the dial indicator. Move the governor control lever in the fuel on
direction until the tester light becomes bright and fasten lever in this position.
8. Push on the stem of the dial indicator that was under the dust cover to keep a small amount of
pressure on the fuel rack. Use a 1 1/4 in. open end wrench on rack shutoff lever (11) and move the
lever in the fuel off direction until the tester light becomes a dim light.
NOTE: The hydraulic servo-valve that moves the rack when the engine is running, does not have
a direct connection with the rack when the engine is not running. The rack can go beyond the set
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 39 de 82
position approximately .100 in. (2.54 mm). Because of this, the rack setting must be checked with
an application of force against the rack in the FUEL-OFF direction to remove the free movement
between the rack and the stop collar in the governor.
9. Read the rack setting measurement on the dial indicator. Make reference to the RACK
SETTING INFORMATION for the correct rack setting dimension.
10. To adjust the fuel rack setting, loosen the locknut on adjustment screw (12) and turn as
needed. Tighten the locknut and check the rack setting again.
11. After the adjustment procedure is done, tighten the adjustment screw locknut to a torque of 9
3 lb.ft. (12 4 Nm).
NOTE: The same tools that are used in this procedure are also used for the air-fuel ratio control
adjustment.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 40 de 82
3. Use the 1 1/4 in. wrench and turn shutoff lever until light just goes off. Check the dial indicator
reading to be sure the fuel rack setting is at the specified setting.
4. Move the fuel rack until the tester light just comes on (dim light). Turn cover (1)
counterclockwise until the tester light goes out. Mark the cover and the air-fuel ratio control for
reference.
NOTE: When cover (1) is used to turn bolt (2), one revolution of the cover counterclockwise will
cause .090 in. (2.29 mm) restriction of the rack. Rotation of the cover the distance of one hole will
give .015 in. (0.38 mm) adjustment.
5. Make reference to the RACK SETTING INFORMATION for the correct air-fuel ratio control
setting, and turn the cover counterclockwise the number of turns plus any part of a turn for better
hole alignment to get the correct dimension.
6. Install the cover, override control, and lock wire and seal. Remove the rack setting tools.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 41 de 82
Diaphragm Test
The diaphragm test is made with the air-fuel ratio control off the engine. An air supply and a
pressure regulator are needed to do this test.
1. Connect a line from the air pressure regulator to port (6) of the air-fuel ratio control.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 42 de 82
DIAPHRAGM TEST
2. Bolt. 6. Port. 7. Diaphragm.
2. Adjust the pressure regulator to 5 psi (35 kPa). Bolt (2) must start to move.
3. Adjust the pressure regulator to 16.5 to 20.5 psi (114 to 142 kPa). The bolt must now be fully
extended.
4. Adjust the pressure regulator to 35 psi (240 kPa) and turn off the air pressure to the air-fuel ratio
control. The air pressure must not drop more than 2 psi (14 kPa) in 10 seconds.
Governor Adjustments
4S6553 Instrument Group.
1P7448 Mechanical Tachometer Cable.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 43 de 82
NOTICE
A mechanic with training in governor adjustments is the only one to
make the adjustment to the low idle and high idle rpm. The correct low
idle and high idle rpm, and the measurement for the adjustment of the
fuel rack are in the RACK SETTING INFORMATION and on the
ENGINE INFORMATION PLATE installed on the engine.
Engine rpm must be checked with an accurate tachometer. The 1P7443 Tachometer and the
1P7448 Mechanical Tachometer Cable (from the 4S6553 Instrument Group) can be used.
1. Connect one end of the 1P7448 Mechanical Tachometer Cable to the tachometer drive on the
front of the engine.
NOTE: On engines that have opposite rotation, connect the end of the tachometer cable to the
side of the tachometer drive that has the adapter.
2. Connect the other end of the tachometer cable to the instrument used to measure engine speed.
NOTE: The 1P7448 Mechanical Tachometer Cable can be connected to any of the instruments
shown in article MEASURING ENGINE SPEED.
3. Start the engine and check the low idle and high idle rpm. See the RACK SETTING
INFORMATION, or look at the ENGINE INFORMATION PLATE installed on the engine, for
the correct low idle and high idle rpm.
GOVERNOR ADJUSTMENTS
1. High idle screw. 2. Retainer holes. 3. Low idle screw. 4. Cover.
4. If an adjustment is necessary, remove cover (4) and use the procedure that follows:
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 44 de 82
a. Move the governor control to HIGH IDLE position and turn screw (1) to adjust HIGH IDLE
rpm. When the specific rpm setting is made, move the governor control to reduce engine speed,
then move the linkage to HIGH IDLE and check the setting again. Repeat this procedure until rpm
setting is correct.
b. To adjust the LOW IDLE rpm, move the governor linkage to LOW IDLE position and turn
screw (3). Increase the engine speed and then return linkage back to LOW IDLE position to check
the setting again.
c. When governor adjustment is correct, install the cover on the rear of the governor. When the
cover is installed on the governor, the idle adjustment screws fit into retainer holes (2) in the
cover. The shape of the holes will not let the idle adjustment screw turn after the idle adjustment is
done and the cover is installed.
d. Now install a new wire and seal to the cover bolt.
The 5P2150 Engine Horsepower Meter can measure engine speed from the tachometer drive on
the engine. Special Instruction Form No. SMHS7050 has instructions for its use.
Special Instruction Form No. SEHS7341 is with the 4S6553 Engine Test Group and gives
instructions for the test procedure.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 45 de 82
The 1P5500 Portable Phototach Group can measure engine speed from the tachometer drive on the
engine. It also has the ability to measure engine speed from visual engine parts in rotation. Special
Instruction Form No. SMHS7015 has instructions for its use.
3. Install a large cluster gear (1) so the C-mark on the cluster gear is in alignment with the punch
marks on the tooth of the crankshaft gear. Do this by looking through the hole (7) in the crankshaft
flange.
4. On 8 cylinder engines, tilt the large cluster gear and turn the balancer gear until the A-marks (4)
are in alignment.
5. With the timing marks in alignment, slide the large cluster gear over the dowel (5) in the small
cluster gear and install the mounting bolts.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 46 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 47 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 48 de 82
1. Differential pressure gauges. 2. Zero adjustment screw. 3. Lid. 4. Pressure gauge. 5. Pressure tap fitting. 6.
Tachometer. 7. Manifold pressure gauge.
This instrument group has a tachometer to read engine rpm. It also has a gauge to read pressure in
the inlet manifold. Special Instruction Form No. SEHS7341 is with the tool group and gives
instructions for the test procedure.
Use the 1P3060 Pyrometer Group to check exhaust temperature. Special Instruction Form No.
SMHS7179 is with the tool group and gives instructions for the test procedure.
Water Directors
There are eight water directors (1) pressed into each cylinder head to direct the flow of coolant.
On the exhaust side, coolant is directed toward the precombustion chambers and the exhaust valve
ports; and on the inlet side, toward the other side of the valve ports, as indicated by the V-marks.
WATER DIRECTORS
1. Water director. 2. Ferrule. 3. Seal.
Water directors are pressed into place in the heads after aligning the notch on the director with the
V-mark on the head.
Replacement type seals (3) and ferrule (2) go between the head and top of the block. Put soap on
the inner surface of the seal and place the groove in the seal over the ridge on the ferrule before
installing. Use the FT117 Seal and Ferrule Assembly Tool to install the seal on the ferrule.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 49 de 82
Precombustion Chamber
Use the 5F9217 Tool Group to remove and install chamber. Coat threads with 5P3931 Anti-Seize
Compound and use either 1P8005 or 1P8004 gasket to position precombustion chamber.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 50 de 82
Install 1P8005 gasket marked "3J". Install precombustion chamber and tighten to torque of 225
15 lb.ft. (305 20 Nm). If the glow plug opening is not positioned in the grey range (C) remove
the chamber and replace gasket with the 1P8004 Gasket marked "3D".
Compression
An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Use
the test that follows for a fast and easy method to find a cylinder that has low compression, or does
not have good fuel combustion. Find the speed that the engine runs the roughest, and keep the
engine at this rpm until the test is finished. Loosen a fuel line nut at fuel injection pump to stop the
flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is found that
makes no difference in engine performance. Be sure to tighten each fuel line nut after the test
before the next fuel line nut is loosened. This test can also be an indication that the fuel injection is
wrong, so the cylinder will have to be checked thoroughly.
A cylinder leakage test that uses air pressure in the cylinder can be used to indicate the condition
of the piston rings, valves, and valve seats. Make reference to SPECIAL INSTRUCTION FORM
NO. GMG00694 for a list of tools needed and the test procedure. Removal of the head and
inspection of the valves and valve seats is necessary to find those small defects that do not
normally cause a problem. Repair of these problems is normally done when reconditioning the
engine.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 51 de 82
Cylinder Head
The cylinder head has valves, valve seat inserts, and valve guides that can be removed when they
are worn or have damage. Replacement of these components can be made with the tools that
follow.
Valves
The illustration shows the 5S1330 Valve Spring Compressor Assembly with the 5S1329 Jaw (1)
to put the valve spring under compression. When installing the valve keepers, use the 5S1322
Valve Keeper Installer (2) with the compressor assembly.
Valve Guides
The intake and exhaust valves operate in replacement type valve guides. After the valves have
been removed, clean the valve stems and valve guides. Use the 5P3536 Valve Guide Measuring
Group to check the valve guides for wear. Instructions are in Special Instruction (GMG 02562).
The 4H446 Driver and 5P1726 Bushing is used for installation of new valve guides.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 52 de 82
To make an adjustment to the valve clearance, loosen the locknut on the adjustment screw. Turn
the adjustment screw to get the correct clearance shown in the chart VALVE CLEARANCE
SETTING: ENGINE STOPPED. Hold the adjustment screw and tighten the locknut to 40 5
lb.ft. (55 7 Nm). Recheck the valve clearance. Valve clearance adjustment can be made by
using the procedure that follows:
1. Determine the normal direction of crankshaft rotation. See the decal on the flywheel housing.
2. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to LOCATING
TOP CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
3. With No. 1 piston at top center of the compression stroke, adjust the clearance for the valves
shown in the chart NO. 1 PISTON ON COMPRESSION STROKE.
4. Turn the crankshaft one revolution in the direction of normal rotation and align the pointer and
the TC1 mark on the flywheel. The engine now is at top center exhaust stroke No. 1 piston.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 53 de 82
5. With No. 1 piston at top center on the exhaust stroke, adjust the clearance for the valves shown
in the chart NO. 1 PISTON ON EXHAUST STROKE.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 54 de 82
Lubrication System
One of the problems in the list that follows will generally be an indication of a problem in the
lubrication system for the engine.
TOO MUCH OIL CONSUMPTION
OIL PRESSURE IS LOW
OIL PRESSURE IS HIGH
TOO MUCH BEARING WEAR
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 55 de 82
4. Oil leakage past the seal rings in the impeller end of the turbocharger shaft.
Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a
thin viscosity can be caused by fuel leakage into the crankcase, or by increased engine
temperature.
This procedure must be followed exactly for the pressure readings to have any value for
comparison with Engine Oil Pressure Chart.
1. Be sure that the engine is filled to the correct level with SAE 30 oil. If any other viscosity of oil
is used, the information in the Engine Oil Pressure Chart does not apply.
2. Connect the 8M2744 Gauge from the 5P6225 Hydraulic Test Box to one of the ports in the
back side of the governor or governor drive housing. Remove the pipe plug on the oil outlet elbow
on the oil cooler and install a probe from the 9S9102 Thermistor Thermometer Group.
3. Start the engine and run to get the oil temperature to 200 10 F (93 6 C).
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 56 de 82
4. Keep the oil temperature constant with the engine speed at 1200 rpm. Make a comparison of the
gauge reading and the chart.
If the results do not fall within the pressure range given in the chart, find the cause and correct it.
Engine failure or a reduction in engine life can be the result if engine operation is continued with
oil manifold pressure outside this range.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 57 de 82
Oil Cooler
Look for a restriction in the oil passages of the oil cooler.
If the oil cooler has a restriction the oil temperature will be higher than normal when the engine is
running. The oil pressure of the engine will become low if the oil cooler has a restriction.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 58 de 82
Cooling System
The engine has a pressure type cooling system. A pressure type cooling system gives two
advantages. The first advantage is that the cooling system can operate at a temperature that is
higher than the normal point where water changes to steam. The second advantage is that this type
system prevents cavitation (air in inlet of pump) in the water pump. With this type system it is
more difficult to have an air or steam pocket in the cooling system.
The cause for an engine getting too hot is generally because regular inspections of the cooling
system were not done. Make a visual inspection of the cooling system before a test is made with
test equipment.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 59 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 60 de 82
The 9S9102 Thermistor Thermometer Group is used in the diagnosis of heating problems. The
testing procedure is in Special Instruction Form No. SMHS7140.
The 9S7373 Air Meter Group is used to check the air flow through the radiator core. The testing
procedure is in Special Instruction Form No. SMHS7063.
The 1P5500 Portable Phototach Group is used to check the fan speed. The testing procedure is in
Special Instruction Form No. SMHS7015.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 61 de 82
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and pressure
relief valves, and to pressure check the cooling system for leaks.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 62 de 82
To check the accuracy of the water temperature gauge, use the 9S9102 Thermistor Thermometer
Group. Special Instruction Form No. SMHS7140 has instructions for the use of the 9S9102
Thermistor Thermometer Group.
Remove the plug next to the sensor unit for the water temperature gauge in the water outlet
manifold. Install reducing bushing and probe in this hole.
Start the engine and get the coolant warm. Make a comparison of the temperature at positions 1
and 2 on the water temperature gauge and the temperature on the thermistor thermometer. Use the
chart to find the temperature at positions 1 and 2.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 63 de 82
Adjustment
The terminal screw (3) on the bottom of the earlier switch can be turned in to raise and out to
lower the level at which the points will make contact.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 64 de 82
Basic Block
Connecting Rods And Pistons
Use the 5H9621 Piston Ring Expander to remove or install piston rings.
Use the 5P3528 Piston Ring Compressor to install pistons into cylinder block.
Tighten the connecting rod bolts in the step sequence that follows:
1. Put crankcase oil on threads.
2. Tighten all nuts to 40 4 lb.ft. (55 5 Nm).
3. Put a mark on each nut and cap.
4. Tighten each nut 120 from the mark.
The connecting rod bearings should fit tightly in the bore in the rod. If bearing joints or backs are
worn (fretted), check for bore size as this is an indication of wear because of looseness.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 65 de 82
Cylinder Block
Bore in block for main bearings can be checked with main bearing caps installed without bearings.
Tighten the stud nuts to torque shown in the SPECIFICATIONS. Alignment error in the bores
must not be more than .003 in. (0.08 mm).
Special Instruction Form No. GMG00503 gives the use of 1P4000 Line Boring Tool Group to
machine main bearing bores. 1P3537 Dial Bore Gauge Group can be used to check bores. Special
Instruction Form No. GMG00981 is with the group.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 66 de 82
2. Put puller plate (5) on the cylinder liner and put plate (1) in the center of the adapter plate as
shown. Install crossbar (4) with nuts, washers, and 3H465 Plates as shown. Tighten the nuts
evenly in four steps: 5 lb. ft. (7 Nm), 15 lb. ft. (20 Nm), 25 lb. ft. (35 Nm), and 50 lb. ft. (70
Nm). The measurement from the bottom of crossbar (4) to the top of cylinder block, must be the
same on both sides of the cylinder liners.
3. Install the 1P5512 Contact Point on dial indicator (2). Put the dial indicator in the 1P2402
Gauge Body. To adjust the dial indicator to zero, put dial indicator and gauge body on the back of
the 1P5507 Gauge. Move the dial indicator until the hand moves 1/4 turn. Tighten bolt on body to
hold the dial indicator in this position. Turn the dial face until the zero is in alignment with the
hand.
4. Measure the cylinder liner projection as close as possible to the four corners of the adapter plate
on the liner. The liner projection must be .004 to .008 in. (0.10 to 0.20 mm). The difference
between the four measurements must not be more than .002 in. (0.05 mm). The maximum
difference in height of liners next to each other under the same cylinder head is .002 in. (0.05
mm).
NOTE: If the liner projection changes from point to point around the liner, turn the liner to a new
position in the bore. If the liner projection is still not to specifications, move the liner to a different
bore.
5. When the cylinder liner projection is correct, put a temporary mark on the liner and the cylinder
block so at final installation the liner can be installed in the correct position.
Cylinder liner projection can be adjusted by the removal of material from (machining) the contact
face of the cylinder block with the use of the 8S3140 Cylinder Block Counterboring Tool
Arrangement. The instructions for the use of the tool group are in Special Instruction Form No.
FM055228.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 67 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 68 de 82
3. With dial indicator set at .000 in. (0.0 mm) at point (A), rotate crankshaft and take readings at
points (B), (C) and (D).
4. The difference between the lowest and highest readings taken at all four points should not
exceed .012 in. (0.30 mm), which is the maximum permissible flywheel housing face runout.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 69 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 70 de 82
NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation
(signs). This notation is necessary for making the calculations in the chart correctly.
1. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the
crankshaft up against the top bearing. Write the measurement for bearing clearance on line 1 in
column (C).
2. Divide the measurement from Step 1 by 2. Write this number on line 1 in columns (B) & (D).
3. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).
4. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write the measurement in
the chart.
5. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in
the chart.
6. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write the measurement in
the chart.
7. Add lines I & II by columns.
8. Subtract the small number from the larger number in line III in columns (B) & (D). The result is
the horizontal "eccentricity" (out of round). Line III, column (C) is the vertical eccentricity.
9. On the graph for total eccentricity find the point of intersection of the lines for vertical
eccentricity and horizontal eccentricity.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 71 de 82
10. If the point of intersection is in the range marked "Acceptable" the bore is in alignment. If the
point of intersection is in the range marked "Not Acceptable", the flywheel housing must be
changed.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 72 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 73 de 82
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 74 de 82
5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not
exceed .005 in. (0.13 mm).
NOTICE
Read the notice on the cylinder block covers before removal of the
covers on a warm engine.
2. Turn the crankshaft in the direction of normal rotation until the center of the counterweights just
go beyond the connecting rod.
3. Install a Starrett Crankshaft Distortion Dial-Gauge No. 696 with Starrett No. 696B Balancer
Attachment between the counterweights as shown. Put Dial Gauge (1) within .25 in. (6.4 mm) of
counterweight mounting surface (2). Turn the dial of the indicator to get alignment of the zero and
the pointer. Turn the indicator on its end points until the pointer of the indicator will not move
from zero.
4. Turn the crankshaft in the direction of normal rotation until the indicator almost makes contact
with the connecting rod on the other side of the crankshaft.
NOTE: Do not let the indicator make contact with the connecting rod.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 75 de 82
5. The dial indicator reading must not change more than .001 in. (0.03 mm) for the approximately
300 degrees of crankshaft rotation. Now turn the crankshaft in the opposite direction to the starting
position. The dial indicator must now read zero. If the dial indicator does not read zero, do the
procedure again.
If the dial indicator reads more than .001 in.(0.03 mm), the cylinder block is bent. Loosen the bolts
that hold the engine mounting rails to the foundation mounting rails and adjust the shims to make
the engine straight again. Also check to see if the engine mounting bolts have enough clearance to
let the engine have expansion as it gets hot. The only bolts that can have a tight fit are bolts at the
right hand rear of the engine and the right hand rear bolt that holds the engine to the oil pan base.
Vibration Damper
Damage to or failure of the damper will increase vibrations and result in damage to the crankshaft.
If the damper is bent or damaged, or if the bolt holes in the damper are loose fitting, replace the
damper. Replacement of the damper is also needed at the time of crankshaft failure (if a torsional
type).
Electrical System
Most of the testing of the electrical system can be done on the engine. The wiring insulation must
be in good condition, the wire and cable connections clean and tight and the battery fully charged.
If on the engine test shows a defect in a component, remove the component for more testing. The
wire size, color and recommendations of length are given in the WIRING DIAGRAMS in
SYSTEMS OPERATION.
Battery
9S1990 Battery Charger Tester.
The battery circuit is an electrical load on the charging unit. The load is variable because of the
condition of the charge in the battery. Damage to the charging unit will result, if the connections,
(either positive or negative) between the battery and charging unit are broken while the charging
unit is charging. This is because the battery load is lost and there is an increase in charging
voltage. High voltage will damage, not only the charging unit but also the regulator and other
electrical components.
NOTICE
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 76 de 82
Load test a battery that does not hold a charge when in use. To do this, put a resistance, across the
battery main connections (terminals). For a 6 volt battery, put a resistance of two times the
ampere/hour rating of the battery. For a 12 volt battery, put a resistance of three times the
ampere/hour rating. Let the resistance remove the charge (discharge the battery) for 15 seconds.
Immediately test the battery voltage. A 6 volt battery in good condition will test 4.5 volts; a 12
volt battery in good condition will test 9 volts.
The Special Instruction Form No. SEHS6891 with the 9S1990 Charger Tester gives the battery
testing procedure.
Charging System
Battery
The condition of charge in the battery at each regular inspection will show if the charging system
is operating correctly. An adjustment is necessary when the battery is always in a low condition of
charge or a large amount of water is needed (one ounce per cell per week or every 50 service
hours).
Test the charging units and voltage regulators on the engine, when possible, using wiring and
components that are a permanent part of the system. Off the engine (bench) testing will give an
operational test of the charging unit and voltage regulator. This testing will give an indication of
needed repair. Final testing will give proof that the units are repaired to their original operating
condition.
Before starting on the engine testing, the charging system and battery must be checked. See the
following Steps.
1. Battery must be at least 75% (1.240 Sp.Gr.) full charged and held tightly in place. The battery
holder must not put too much stress on the battery.
2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables
must be free of corrosion and have cable support clamps to prevent stress on battery connections
(terminals).
3. Leads, junctions, switches and panel instruments that have direct relation to the charging circuit
must give proper circuit control.
4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and
are able to drive the load of the charging unit.
Alternator Regulator
When an alternator is charging the battery too much or not enough, an adjustment can be made to
the charging rate of the alternator. Remove the hollow head screw (1) from the cover of the
alternator regulator and use a screwdriver to turn the adjustment screw. Turn the adjustment screw
one or two notches to increase or decrease the charging rate of the alternator.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 77 de 82
LOCATION OF ADJUSTMENT SCREW FOR THE 6L5397 and 6L3432 ALTERNATOR REGULATORS
1. Hollow head screw. 2. Connector.
Starting System
When the engine has a prelube system, check it first to be sure all components function correctly.
See PRELUBE SYSTEM. After checking the prelube system, put a wire temporarily between the
connections of the oil pressure switch. This will let the following checks be made which is the
same as checking engines that do not have a prelube system.
Use a D. C. Voltmeter to find starting system components which do not function.
Move the starting control switch to activate the starter solenoid. Starter solenoid operation can be
heard as the pinion of the starter motor is engaged with the ring gear on the engine flywheel. The
solenoid operation also closes the electric circuit to the motor. Connect one lead of the voltmeter
to the solenoid connection (terminal) that is fastened to the motor. Ground the other lead. Activate
the starter solenoid and look at the voltmeter. A reading of battery voltage shows the problem is in
the motor. The motor must be removed for further testing. No reading on the voltmeter shows that
the solenoid contacts do not close. This is an indication of the need for repair to the solenoid or an
adjustment to be made to starter pinion clearance. Pinion clearance is .36 in. (9.1 mm).
If the solenoid for the starting motor will not operate, current from the battery may not be getting
to the solenoid. Fasten one lead of the voltmeter to the connection (terminal) for the battery cable
on the solenoid. Ground the other lead. No voltmeter reading shows there is a broken circuit from
the battery. Further testing is necessary when there is a reading on the voltmeter.
Further test by fastening one voltmeter lead to the connector (terminal) for the small wire at the
solenoid and the other lead to the ground. Look at the voltmeter and activate the starter solenoid.
A voltmeter reading shows that the problem is in the solenoid. No voltmeter reading shows that
the problem is in the starter switch or wiring. Fasten one lead of the voltmeter to the battery wire
connection of the starter switch and ground the other lead. A voltmeter reading indicates a failure
in the switch.
A starting motor that operates too slow can have an overload because of too much friction in the
engine being started. Slow operation of the starting motor can also be caused by shorts, loose
connections and/or dirt in the motor.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 78 de 82
1. Install the solenoid without connector (1) from the MOTOR connection (terminal) on solenoid
to the motor.
2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), marked SW.
3. Connect the other side of battery to ground terminal (3).
4. Connect for a moment, a wire from the solenoid connection (terminal) marked MOTOR to the
ground connection (terminal). The pinion will shift to crank position and will stay there until the
battery is disconnected.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 79 de 82
7. Pinion clearance adjustment is made by removing plug and turning nut (4).
Prelube System
The electrical components in this circuit are the pump motor, relay, oil pressure switch and starter
switch. Install a wire around the oil pressure switch to test the components. This must be done
with CAUTION.
Relay
Find the damaged component by first checking to see if there is AC current to the pump motor.
Fasten a wire from the positive (+) side of the battery to the relay terminal (1) to complete the
circuit through the relay coil. The relay must activate and complete the AC circuit and cause the
pump motor to run. When this is done, run the pump long enough to make pressure show on the
pressure gauge. During checks that will follow, engine parts will receive lubrication.
Remove the wire from around the oil pressure switch.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 80 de 82
Starter Switch
Use a wire installed between the starter battery terminal (2) and starter relay terminal (1). If the
starter and solenoids engage, the failure is in the starter switch. If the starter switch has not failed,
remove all wires that were installed for testing. See, STARTING SYSTEM for further checks of
the circuit components of the starting system.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 81 de 82
NOTICE
All shutoff controls must be turned counterclockwise.
4. Read the rpm on the tachometer at the moment the control is activated. The reading will give
the engine rpm (2 rpm on the scale for each rpm the input shaft is turned).
5. The control is to activate at a rpm 18% higher than the full load rpm.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015
Pgina 82 de 82
ADJUSTMENT
1. Carrier assembly. 2. Weight adjustment screw. 3. Plug.
6. If an adjustment is needed, remove plug (3). If necessary, turn the drive shaft of the shutoff until
the screw (2) is in alignment with the hole for plug (3).
7. Use a screwdriver to make the adjustment to the overspeed carrier assembly (1). One full turn
of screw (2) will change the maximum overspeed limit 45 to 50 rpm. Turn the screw
counterclockwise to make the setting lower.
8. Check the setting of the overspeed control again after the adjustment is made.
Copyright 1993 - 2015 Caterpillar Inc.
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 30/08/2015