Dia Posit Ivan or Le

SENR9830-23
February 2012
Systems Operation
Testing and Adjusting
C9 Engines for Caterpillar Built
Machines
THX1-Up (Engine)
THY1-Up (Engine)
SAFETY.CAT.COM
i03991620
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.
The meaning of this safety alert symbol is as follows:

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.
A non-exhaustive list of 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 warnings in this publication and on the product are, therefore, not all inclusive. You must
not use this product in any manner different from that considered by this manual without first
satisfying yourself that you have considered all safety rules and precautions applicable to the
operation of the product in the location of use, including site-specific rules and precautions
applicable to the worksite. 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 become unsafe by
the operation, lubrication, maintenance or repair procedures that you intend to use.
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,
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. Cat dealers have the most current information available.
When replacement parts are required for this

product Caterpillar recommends using Cat re-
placement parts or parts with equivalent speci-
fications including, but not limited to, physical
dimensions, type, strength and material.
Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
SENR9830-23 3
Table of Contents
Table of Contents Electric Starting System - Test .............................. 75

Pinion Clearance - Adjust ..................................... 75
Systems Operation Section Index Section
General Information ................................................ 4 Index ..................................................................... 77

Electronic Control System Components ................. 5
Fuel System ........................................................... 6
Air Inlet and Exhaust System ............................... 20
Lubrication System .............................................. 24
Cooling System .................................................... 27
Basic Engine ......................................................... 30
Electrical System ................................................. 33
Testing and Adjusting Section

Fuel System
Fuel System - Inspect ........................................... 35
Air in Fuel - Test .................................................... 35
Finding Top Center Position for No. 1 Piston ....... 36
Fuel Quality - Test ................................................. 37
Fuel System - Prime ............................................. 37
Fuel System Pressure - Test ................................. 38
Gear Group (Front) - Time .................................... 40
Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ................. 41
Turbocharger - Inspect .......................................... 43
Inlet Manifold Pressure - Test ............................... 45
Exhaust Temperature - Test .................................. 46
Aftercooler - Test ................................................... 47
Engine Crankcase Pressure (Blowby) - Test ........ 49
Compression - Test ............................................... 50
Engine Valve Lash - Inspect/Adjust ...................... 50
Lubrication System
Engine Oil Pressure - Test .................................... 53
Engine Oil Pump - Inspect .................................... 55
Excessive Bearing Wear - Inspect ........................ 56
Excessive Engine Oil Consumption - Inspect ....... 56
Increased Engine Oil Temperature - Inspect ........ 56
Cooling System
Cooling System - Check (Overheating) ................ 57
Cooling System - Inspect ...................................... 59
Cooling System - Test ........................................... 59
Water Temperature Regulator - Test ..................... 63
Water Pump - Test ................................................ 63
Basic Engine
Piston Ring Groove - Inspect ................................ 65
Connecting Rod Bearings - Inspect ...................... 65
Main Bearings - Inspect ........................................ 65
Cylinder Block - Inspect ........................................ 65
Flywheel - Inspect ................................................. 65
Flywheel Housing - Inspect ................................... 67
Vibration Damper - Check .................................... 69
Electrical System
Battery - Test ......................................................... 71
Charging System - Test ........................................ 71
Charging System - Test ........................................ 74
4 SENR9830-23
Systems Operation Section

i02649516
General Information
SMCS Code: 1000
The C9 engine is an in-line six cylinder engine.

The engine has a firing order of “1-5-3-6-2-4”. The
engine's rotation is counterclockwise when the
engine is viewed from the flywheel end of the engine.
The engine utilizes a turbocharger. The engine has a
bore of 112 mm (4.41 inch) and a stroke of 149 mm
(5.87 inch). The displacement is 8.8 L (537 cu in).
The C9 Engine uses the hydraulic electronic unit

injector (HEUI) for fuel injection. The HEUI eliminates
many of the mechanical components that are used
in a pump-and-line system. The HEUI provides
increased control of the timing and increased control
of the fuel air mixture. The timing advance is achieved
by precise control of the unit injector timing. Engine
rpm is controlled by adjusting the injection duration.
A special pulse wheel provides information to the
Electronic Control Module (ECM) for detection of
cylinder position and engine rpm.
The engine has built-in diagnostics in order to ensure

that all of the components are operating properly.
Caterpillar Electronic Technician (ET) can be used to
read the numerical code of the faulty component or
condition. Intermittent faults are logged and stored
in memory.
Starting The Engine

The engine's ECM will automatically provide the
correct amount of fuel in order to start the engine.
Do not hold the throttle down while the engine is
cranking. If the engine fails to start in twenty seconds,
release the starting switch. Allow the starting motor
to cool for two minutes before you use the starting
motor again.
NOTICE
The optional automatic ether injection system is the
only starting fluid system that is recommended. Ex-
cessive starting fluid can cause piston and ring dam-
age. Use starting fluid for cold starting purposes only.
Cold Weather Starting

Starting the engine and operation in cold weather
is dependent on the type of fuel that is used, the oil
viscosity, and other optional starting aids. For more
information, refer to the Operation and Maintenance
Manual, “Cold Weather Operation” topic (Operation
Section).
SENR9830-23 5
i02709081
Electronic Control System

Components
SMCS Code: 1900
g01137213
Illustration 1
(1) Coolant temperature sensor (4) Atmospheric pressure sensor (7) Engine oil pressure sensor
(2) Boost pressure sensor (5) Injection actuation pressure sensor (8) Electronic control module (ECM)
(3) Inlet air temperature sensor (6) Speed/timing sensors (9) Engine oil temperature sensor
The electronic control system is integrally designed • Input component

into the engine's fuel system and the engine's air
inlet and exhaust system in order to electronically • Control component
control the fuel delivery and the injection timing. The
electronic control system provides increased timing • Output component
control and fuel air ratio control in comparison to
conventional mechanical engines. Injection timing An input component is one that sends an electrical
is achieved by precisely controlling the injector signal to the ECM of the system. The signal that is
firing time. Engine rpm is controlled by adjusting the sent varies in either of the following ways:
injection duration. The Electronic Control Module
(ECM) energizes the unit injector solenoids in • Voltage
order to start the injection of fuel. Also, the ECM
de-energizes the unit injector solenoids in order to • Frequency
stop the injection of fuel.
• Pulse width modulation
The personality module is used by the ECM to store
all the rated information for a particular application. The variation of the signal is in response to a change
The personality module can not be replaced in some specific system of the vehicle. Some specific
physically. The personality module must be flashed examples of an input component are the engine
with a computer. speed-timing sensors,and the coolant temperature
sensor. The ECM interprets the signal from the
The engine uses the following three types of input component as information about the condition,
electronic components: environment, or operation of the vehicle.
6 SENR9830-23
A control component receives the input signals from

the input components. Electronic circuits inside the
control component evaluate the signals from the
input components. These electronic circuits also
supply electrical energy to the output components of
the system. The electrical energy that is supplied to
the output components is based on predetermined
combinations of input signal values.
An output component is one that is operated by a

control module. The output component receives
electrical energy from the control group. The output
component uses that electrical energy in one of
two ways. The output component can use that
electrical energy in order to perform work. The output
component can use that electrical energy in order to
provide information.
As an example, a moving solenoid plunger will

perform work. By performing work, the component
has functioned in order to regulate the vehicle.
As an example, a dash panel light or an alarm will

provide information to the operator of the vehicle.
These electronic components provide the ability

to electronically control the engine operation.
Engines with electronic controls offer the following
advantages:
• Improvement in performance
• Improvement in fuel consumption
• Reduction in emissions levels
i02245969
Fuel System
SMCS Code: 1250
SENR9830-23 7
g01103030
Illustration 2
(1) Oil pump (9) Sensor for the Injection Actuation (17) Fuel pressure regulator
(2) Hydraulic electronic unit injectors Pressure (IAP) (18) Boost pressure sensor
(3) Oil filter (10) Fuel filter (19) Oil pressure sensor
(4) Oil cooler (11) Primary fuel filter and water separator (20) Coolant temperature sensor
(5) High pressure oil (12) Fuel tank (21) Throttle position sensor
(6) Fuel (13) Camshaft gear (22) Inlet air temperature sensor
(7) Connector for the Injection Actuation (14) Speed/Timing sensors (23) Atmospheric pressure sensor
Pressure Control Valve (IAPCV) (15) Electronic Control Module (ECM) (24) Air inlet heater
(8) Unit injector hydraulic pump (16) Battery
Introduction • Fuel transfer pump

The operation of the Hydraulic Electronic Unit Injector Note: The fuel transfer pump is a serviceable part.
fuel system is completely different from any other fuel The internal components of the HEUI fuel system
system that is actuated mechanically. The HEUI fuel are not serviceable. These fuel system components
system is completely free of adjustment. Adjustments must not be disassembled. Disassembly will damage
to the components that are mechanical can not the components. If the components have been
be made. Changes in performance are made by disassembled, Caterpillar may not allow a warranty
installing different software in the ECM. claim or Caterpillar may reduce the warranty claim.
This fuel system consists of four basic components:
• Hydraulic Electronic Unit Injector (HEUI)

• ECM
• Unit injector hydraulic pump
8 SENR9830-23
Component Description ECM
Hydraulic Electronic Unit Injector The ECM is located on the left side of the engine.
The ECM is a powerful computer that provides total
electronic control of engine performance. The ECM
uses data from engine performance that is gathered
by several sensors. The ECM uses this data in order
to make adjustments to the fuel delivery, injection
pressure and injection timing. The ECM contains
programmed performance maps (software) in order
to define horsepower, torque curves and rpm.
The ECM logs faults of engine performance. The

ECM is also capable of running several diagnostic
tests automatically when the ECM and Caterpillar
Electronic Technician (ET) are used together.
Unit Injector Hydraulic Pump
g00954881
Illustration 3
The fuel system utilizes a hydraulically actuated

electronically controlled unit injector.
All fuel systems for diesel engines use a plunger and

barrel in order to pump fuel under high pressure into
the combustion chamber. The HEUI uses engine oil
under high pressure in order to power the plunger.
The HEUI uses engine lubrication oil that is

pressurized from 6 MPa (870 psi) to 28 MPa
(4061 psi) in order to pump fuel from the injector.
The high pressure oil is called the injection actuation
pressure. The HEUI operates in the same way as a
g00954883
hydraulic cylinder in order to multiply the force of the Illustration 4
high pressure oil. This multiplication of pressure is
achieved by applying the force of the high pressure The unit injector hydraulic pump is a variable delivery
oil to a piston. The piston is larger than the plunger by piston pump. The unit injector hydraulic pump uses a
approximately six times. The piston that is powered portion of the engine lubrication oil. The unit injector
by engine lubrication oil under high pressure pushes hydraulic pump pressurizes the engine lubrication oil
on the plunger. The actuation pressure of the oil to the injection actuation pressure that is required in
generates the injection pressure that is delivered by order to power the HEUI injectors.
the unit injector. Injection pressure is greater than
actuation pressure of the oil by approximately six
times.
Low actuation pressure of the oil results in low

injection pressure of the fuel. High actuation pressure
of the oil results in high injection pressure of the fuel.
SENR9830-23 9
Fuel Transfer Pump HEUI Fuel System

Low Pressure Fuel System
g01103032
Illustration 5
(1) Unit injector hydraulic pump
(2) Fuel transfer pump Illustration 6
g01103036

The fuel transfer pump is mounted on the back of (2) Fuel transfer pump
the unit injector hydraulic pump. The fuel transfer (3) Hydraulic electronic unit injector
pump is the only serviceable part of the unit injector (4) Secondary fuel filter
hydraulic pump. The fuel transfer pump is used in (5) Primary fuel filter and water separator
(6) Fuel tank
order to draw fuel from the fuel tank . Also, the fuel (7) Fuel pressure regulator
transfer pump is used in order to pressurize the fuel
to 450 kPa (65 psi). The fuel transfer pump has an The low pressure fuel system serves two functions.
internal relief valve in order to protect the system. The low pressure fuel system supplies fuel for
The pressurized fuel is supplied to the injectors. combustion to injectors. The low pressure fuel system
also supplies excess fuel flow in order to remove air
Injection Actuation Pressure Sensor from the system.
(IAP)
The low pressure fuel system consists of five basic
The IAP Sensor monitors injection actuation components:
pressure. The IAP Sensor sends a continuous
voltage signal back to the ECM . The ECM interprets • Fuel tank
the signal. The ECM is aware of the injection
actuation pressure at all times. The ECM analyzes • Primary fuel filter/water separator
the voltage from the sensor. The ECM then adjusts
the current to the solenoid. • Two micron secondary fuel filter
• Fuel transfer pump
• Fuel pressure regulator
Fuel is drawn from the fuel tank and flows through
a thirteen micron primary fuel filter/water separator.
The primary fuel filter/water separator removes
large debris from the fuel. The primary filter element
also separates water from the fuel. The water is
collected in the bowl at the bottom of the primary fuel
filter/water separator.
10 SENR9830-23
Fuel flows from the primary fuel filter/water separator Injection Actuation System
to the inlet side of fuel transfer pump. An inlet check
valve in the inlet port of the fuel transfer pump opens Actuation Oil Flow
in order to allow the flow of fuel into the pump. After
the fuel flow has stopped, the inlet check valve closes
in order to prevent fuel flow out of the inlet port. Fuel
flows from the inlet port in the pump to the outlet port.
Pressurized fuel flows from the outlet port of the pump
to the two micron secondary fuel filter. A two micron
secondary fuel filter is standard on all Caterpillar
engines. These fuel filters are high efficiency. This
filter removes very small abrasive contaminants from
the fuel. The primary fuel filter/water separator will not
trap these small contaminants. Very small abrasive
particles in the fuel cause abrasive deterioration of
the unit injectors. The secondary fuel filter removes
particles in the size of two microns in size or particles
that are greater than two microns in size. The use
and regular maintenance of this two micron filter will
provide a significant improvement in injector life.
Fuel flows from the two micron secondary filter to

the fuel supply passage in the cylinder head. The
fuel supply passage is a drilled hole which begins
at the front of the cylinder head. The fuel supply Illustration 7
g01103045
passage extends to the back of the cylinder head.
This passage connects with each unit injector bore in (8) Oil filter
order to supply fuel to unit injectors. The excess fuel (9) Oil cooler
flows out of the back of the cylinder head. The fuel (10) Engine oil pump
flows into the fuel pressure regulator. (11) High pressure oil
The fuel pressure regulator consists of an orifice and The injection actuation system serves two functions.
a check valve that is spring loaded. The orifice is a The injection actuation system supplies high pressure
flow restriction that pressurizes the supply fuel. The oil in order to power the injectors. Also, the injection
check valve that is spring loaded will open at 35 kPa actuation system regulates the injection pressure
(5 psi) in order to allow the fuel that has flowed that is produced by the unit injectors by changing the
through the orifice to return to the fuel tank. When the actuation pressure of the oil.
engine is off, there is no fuel pressure that is acting
on the check valve. With no fuel pressure on the The injection actuation system consists of four basic
check valve, the check valve will close. The check components:
valve will close in order to prevent the fuel that is in
the cylinder head from draining back to the fuel tank. • Engine oil pump
• Engine oil filter
• Unit injector hydraulic pump
• Injection actuation pressure sensor (IAP Sensor)
Oil that is drawn from the sump is pressurized to
the lubrication system oil pressure by the engine oil
pump. Oil flows from the engine oil pump through
the engine oil cooler, through the engine oil filter, and
then to the main oil gallery. A separate circuit from the
main oil gallery directs a portion of the lubrication oil
in order to supply the unit injector hydraulic pump. A
steel tube on the left side of the engine connects the
main oil gallery with the inlet port of the unit injector
hydraulic pump. The connection point is the top port
of the manifold on the engine side cover.
SENR9830-23 11
Oil flows into the inlet port of the unit injector hydraulic
pump and the oil fills the pump reservoir. The pump
reservoir provides oil to the unit injector hydraulic
pump during start-up. Also, the pump reservoir
provides oil to the unit injector hydraulic pump until
the engine oil pump can increase pressure.
Oil from the pump reservoir is pressurized in the unit

injector hydraulic pump and the oil is pushed out of
the outlet port of the pump under high pressure. Oil
then flows from the outlet port of the unit injector
hydraulic pump to the high pressure oil passage in
the cylinder head.
Actuation oil that is under high pressure flows from

the unit injector hydraulic pump through the cylinder
head to all of the injectors. Oil is contained in the
high pressure oil passage until the oil is used by the
unit injectors. Oil that has been exhausted by the unit
injectors is expelled under the valve covers. This oil
returns to the crankcase through oil drain holes in the
cylinder head.
Actuation Oil Pressure Control
g01103053
Illustration 8
(12) Control valve solenoid (17) Actuator piston (22) Drive gear
(13) Poppet valve (18) Eccentric drive plate (23) Check valve
(14) Armature (19) Idler (24) Piston
(15) Actuator spring (20) Spill port
(16) Sliding sleeve (21) Pump outlet ports
The unit injector hydraulic pump is a variable delivery

piston pump. The variable piston pump uses an
angled drive plate which rotates. The pistons do not
rotate. The pistons move in relation to the angled
drive plate. The pistons move in the sliding sleeves.
12 SENR9830-23
The unit injector hydraulic pump is driven by the gear A reduction of current to the solenoid causes a
train on the front of the engine. The drive gear on the reduction to the following items:
front of the pump turns the common shaft. The angled
drive plate is mounted on the common shaft. The • The strength of the magnetic field
rotation of the angled drive plate causes the pump
piston to move in and out within the sliding sleeves. • The force on the armature and poppet valve
As the pistons move out of the sliding sleeves, oil • The control pressure which causes the actuator
is drawn into the inside of the pistons through the piston to move to a position that results in less flow
passage in the drive plate. Oil is forced out of the
piston when the piston is pushed back into the sliding The ECM monitors actuation pressure. The ECM
sleeve and the ports are exposed. constantly changes current to the pump control
valve in order to control actuation pressure. Three
Changing the relative position of the sliding sleeve to components work together in a closed loop circuit in
the spill port changes the volume of oil in the piston. order to control actuation pressure:
The location of the sliding sleeve is continuously
changing. The location of the sliding sleeve is • ECM
determined by the ECM. Changing the location of the
sliding sleeves changes the flow of the pump. The • Sensor for the Injection Actuation Pressure (IAP)
result is the amount of oil that can be pressurized.
• Pump control valve
The pressure of the injection actuation system is
controlled by matching pump outlet flow and resulting The closed loop circuit works in the following manner:
pressure to the pressure demand for the injection
actuation system. The position of the sliding sleeves • The ECM determines a desired actuation pressure
is changed in order to control the pump outlet flow. by gathering information from sensor inputs and
Moving the sleeves to the left covers the spill port for software maps.
a longer distance. This increases effective pumping
stroke and pump outlet flow. Moving the sleeves to • The ECM monitors actual actuation pressure
the right covers the spill ports for a shorter distance through a constant signal voltage from the IAP
which reduces the effective pumping stroke. This sensor.
also reduces the pump outlet flow.
• The ECM constantly changes control current to
The sliding sleeves are connected by an idler. One the pump control valve. This changes the pump
sleeve is connected to an actuator piston. Moving outlet flow.
the actuator piston right or left causes the idler and
sleeves to move the same distance to the right or There are two types of actuation pressure:
to the left.
• Desired actuation pressure
Control pressure is determined by the amount of
current from the ECM to the solenoid. A small amount • Actual actuation pressure
of pump outlet flow goes through a small passage in
the actuator piston. This small amount goes out of Desired actuation pressure is the injection actuation
an orifice and into the control pressure cavity. The pressure that is required by the system for optimum
pressure in this cavity is limited by a small poppet engine performance. The desired actuation pressure
valve. The opening of the poppet valve allows a is established by the performance maps in the ECM.
portion of the oil in the cavity to flow to drain. A The ECM selects the desired actuation pressure. The
force holds the poppet valve closed. This force on selection is based on the signal inputs from many
the poppet valve is created by a magnetic field that sensors. The ECM is getting signal inputs from some
acts on an armature. The strength of the magnetic of the following sensors: throttle position sensor,
field determines the required pressure in order to boost pressure sensor, speed-timing sensors, and
overcome the force of the actuator spring. coolant temperature sensor . The desired actuation
pressure is constantly changing. The change is based
An increase of current to the solenoid causes an on various signal inputs. The changing engine speed
increase to the following items: and engine load also cause the desired actuation
pressure to change. The desired actuation pressure
• The strength of the magnetic field is only constant under steady state conditions (steady
engine speed and load).
• The force on the armature and poppet valve
• The control pressure which causes the actuator
piston to move to a position that results in more
flow
SENR9830-23 13
Actual actuation pressure is the actual system Once the unit injectors begin to operate, the ECM
pressure of the actuation oil that is powering the controls the current to the control valve. The ECM and
injectors. The ECM and the pump pressure regulator the control valve solenoid will maintain the actuation
are constantly changing the amount of pump outlet pressure at 6 MPa (870 psi) until the engine starts.
flow. This constant changing makes the actual The ECM monitors the actual actuation pressure
actuation pressure equal to the desired actuation through the IAP Sensor that is located in the high
pressure. pressure oil manifold. The ECM establishes desired
actuation pressure by monitoring several electrical
Pump Control Valve Operation input signals and the ECM sends a predetermined
current to the control valve solenoid. The ECM also
The pump control valve has the following three compares the desired actuation pressure to the actual
stages: actuation pressure in the high pressure oil passage.
The ECM adjusts the current levels to the control
• Valve operation (engine off) valve solenoid in order to make the actual actuation
pressure equal to the desired actuation pressure.
• Valve operation (cranking the engine)
Valve Operation (RUNNING ENGINE)
• Valve operation (running engine)
Once the engine starts, the ECM controls the current
Valve Operation (ENGINE OFF) to the pump control valve in order to maintain the
desired actuation pressure. The IAP Sensor monitors
When the engine is off, there is no pump outlet the actual actuation pressure in the high pressure oil
pressure from the pump and there is no current to the passage in the cylinder head. The ECM compares
control valve solenoid from the ECM. The actuator the actual actuation pressure to the desired actuation
spring pushes the actuator piston completely to the pressure 67 times per second. The ECM adjusts the
left. The idler which is not shown and the sliding current levels to the pump control valve when the
sleeves are moved to the left also. At this point, the actual actuation pressure and the desired actuation
pump is in the position of maximum output. pressure do not match. These adjustments make
the actual injection actuation pressure equal to the
Valve Operation (ENGINE CRANKING) desired injection actuation pressure.
During engine start-up, approximately 6 MPa Oil Flow (ENGINE RUNNING)

(870 psi) of injection actuation pressure is required in
order to activate the unit injector. This low injection A small amount of pump outlet flow flows through
actuation pressure generates a low fuel injection the actuator piston and into the control pressure
pressure of about 35 MPa (5000 psi). This low fuel cavity. Control pressure increases and the increased
injection pressure aids cold starting. pressure unseats the poppet valve. The open poppet
valve allows flow to the drain. The ECM changes
In order to start the engine quickly, the injection control pressure by increasing or reducing the current
actuation pressure must rise quickly. Because the to the control valve solenoid and resultant force on
unit injector hydraulic pump is being turned at engine the poppet.
cranking speed, pump flow is very low. The ECM
sends a strong current to the control valve solenoid The following items create a closed loop system:
in order to keep the poppet valve closed. With the
poppet valve in the closed position, all of the flow • ECM
to the drain is blocked. The hydraulic forces that
act on each side of the actuator piston are equal. • IAP
The actuator spring holds the actuator to the left.
The pump produces maximum flow until the 6 MPa • Pressure Regulator
(870 psi) desired pressure is reached. Now, the ECM
reduces the current to the pressure regulator solenoid This closed loop system provides infinitely variable
in order to reduce control pressure. The reduced control of pump outlet pressure. This pump outlet
control pressure allows the actuator piston to move pressure has a range from 6 MPa (870 psi) to 28 MPa
to the right. This reduces pump outlet flow in order to (4061 psi).
maintain the 6 MPa (870 psi) desired pressure.
Note: If the engine is already warm, the pressure that

is required to start the engine may be higher than
6 MPa (870 psi). The values for the desired actuation
pressures are stored in the performance maps of the
ECM. The values for desired actuation pressures
vary with engine temperature.
14 SENR9830-23
HEUI Injector (Components) (3) Armature

(4) Seated pin
(5) Spool spring
The HEUI injector serves four functions. The HEUI (6) Spool valve
injector pressurizes supply fuel from 450 kPa (65 psi) (7) Check ball for intensifier piston
to 175 MPa (25382 psi). The HEUI injector functions (8) Intensifier piston
as an atomizer by pumping high pressure fuel (9) Return spring
through orifice holes in the unit injector tip. The HEUI (10) Plunger
(11) Barrel
injector delivers the correct amount of atomized fuel (12) Nozzle case
into the combustion chamber and the HEUI injector (13) Inlet fill check
disperses the atomized fuel evenly throughout the (14) Stop
combustion chamber. (15) Nozzle spring
(16) Check piston
(17) Sleeve
(18) Reverse flow check valve
(19) Nozzle check
(20) Nozzle tip
Refer to Illustration 9. The HEUI injector consists of

three major parts:
• Upper end, or actuator (A)

• Middle, or pumping unit (B)
• Lower end, or nozzle assembly (C)
The upper end (A) consists of the following items:
• Solenoid (1)
• Armature spring (2)
• Armature (3)
• Seated pin (4)
• Spool spring (5)
• Spool valve (6)
• Check ball for intensifier piston (7)
The middle of the injector (B) contains the following
items:
• Intensifier piston (8)

• Return spring (9)
• Plunger (10)
• Barrel (11)
The lower end of the injector (C) consists of the
following items:
• Nozzle case (12)

• Inlet fill check (13)
g01103091
Illustration 9
• Stop (14)
Cross section of HEUI injector
(1) Solenoid • Nozzle spring (15)
(2) Armature spring
SENR9830-23 15
• Check piston (16) Pre-Injection

• Sleeve (17)
• Reverse flow check valve (18)
• Nozzle check (19)
• Nozzle tip (20)
These components work together in order to produce
different rates for fuel injection. The rates for fuel
injection are electronically controlled by performance
software in the ECM.
HEUI Fuel Injector (Operation)

The HEUI injector operates with a split injection cycle.
The split injection cycle has five phases of injection:
• Pre-injection
• Pilot injection
• Injection delay
• Main injection
• Fill
g01103150
Illustration 10
Cross section of pre-injection cycle
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(8) Intensifier piston
(10) Plunger
(16) Check piston
(19) Nozzle check
16 SENR9830-23
Refer to Illustration 10. The injector is in the phase Pilot Injection

of pre-injection when the engine is running and the
injector is between firing cycles. Plunger (10) and the
intensifier piston (8) are at the top of the piston bore.
The cavity below the plunger is full of fuel.
In the upper end, the armature (3) and the seated pin
(4) are held down by the armature spring (2). High
pressure actuation oil flows into the injector. The oil
then flows around the seated pin to the top of the
check piston (16). This provides a positive downward
force on the nozzle check (19) at all times when fuel
is not being injected.
The spool valve (6) is held in the top of the bore

for the spool valve by the spool spring (5). In this
position, the spool valve blocks actuation oil from
reaching the intensifier piston. Actuation pressure
is felt on both the top and bottom of the spool, so
hydraulic forces on the spool are balanced. The spool
valve is held in the up position or the closed position
by the force of the spool spring.
g01103154
Illustration 11
Cross section of pilot injection cycle
(1) Solenoid
(3) Armature
(4) Seated pin
(6) Spool valve
(7) Check ball for intensifier piston
(10) Plunger
(15) Nozzle spring
(16) Check piston
(19) Nozzle check
(20) Nozzle tip
(21) Drain
SENR9830-23 17
Refer to Illustration 11. Pilot injection occurs when Injection Delay

the ECM sends a control current to the solenoid (1).
The current creates a magnetic field which lifts the
armature (3) and the seated pin (4). The seated pin
has a lower seat and an upper seat. When the seated
pin is lifted by the armature, the upper seat closes
off the flow of actuation pressure to the check. The
lower seat opens. This allows the actuation oil on top
of check piston (16) to flow to drain (21). Actuation oil
that is trapped below spool (6) will also flow to drain
(21). The actuation oil drains through a vent hole in
the side of the injector.
The drop in pressure under the spool causes a

hydraulic difference that acts on the spool. The
spool moves into the open position when hydraulic
pressure acts on the top of the spool. This hydraulic
pressure forces the spool downward. The downward
movement of the spool is stopped when the spool
and the pin force the check ball (7) for the intensifier
piston onto the ball seat in the closed position. This
prevents any actuation pressure from escaping from
the cavity for the intensifier piston (8). This drop in
the actuation pressure also removes the downward
force on the check piston.
Actuation oil now flows past the open spool and to the
top of the intensifier piston. The downward movement
of the piston and plunger (10) pressurizes the fuel in
the plunger cavity to the nozzle tip (20). Pilot injection
begins when the injection pressure increases in order
to overcome the force of the nozzle spring (15) which
lifts the nozzle check (19).
Pilot injection will continue if the following conditions

exist:
• The solenoid is energized.

• The spool remains open.
• There is no actuation pressure on top of the check
piston.
g01103158
Illustration 12
Cross section of injection delay
(1) Solenoid
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(10) Plunger
(16) Check piston
(19) Nozzle check
18 SENR9830-23
Refer to Illustration 12. Injection delay begins when Main Injection

the control current to the solenoid (1) stops and the
solenoid is de-energized. The armature (3) is held
in the up position by a magnetic field. When the
magnetic field is de-energized, the armature spring
(2) pushes the armature and the seated pin (4)
downward. The seated pin closes the lower seat and
the seated pin opens the upper seat. This allows the
actuation pressure to flow to the top of the check
piston (16). The hydraulic force on the check piston
quickly overcomes the injection pressure and the
nozzle check (19) closes. Injection stops at this point.
Actuation pressure increases under the spool valve

(6) that creates the balance of hydraulic force on the
top and bottom of the spool. The weak spool spring
(5) now acts on the spool. This closes the spool
very slowly. As the spool remains open, actuation
pressure continues to flow past the spool to intensifier
piston (8) and to plunger (10). The injection pressure
in the nozzle and in the plunger cavity increases very
quickly when the nozzle check is held in the closed
position.
g01103166
Illustration 13
Cross section of main injection cycle
(1) Solenoid
(3) Armature
(4) Seated pin
(6) Spool valve
(16) Check piston
(19) Nozzle check
(22) Drain
SENR9830-23 19
Refer to Illustration 13. Main injection begins when Fill

the solenoid (1) is re-energized. The magnetic field
is instantly created and the force of the magnetic
field lifts the armature (3) and the seated pin (4). The
upper seat closes off the flow of actuation pressure
and the upper seat opens the check piston (16) and
the bottom of the spool (6) to the drain (22). The
hydraulic force that holds the nozzle check (19)
closed quickly dissipates and the injection pressure
opens the nozzle check. This is the start of main
injection. A difference in hydraulic forces on the
spool is also created. This difference forces the spool
downward. The check ball (7) for the intensifier piston
is held in the closed position when the spool is in
this position. Main injection continues if the solenoid
remains energized.
g01103168
Illustration 14
Cross section of fill cycle
(1) Solenoid
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(9) Return spring
(10) Plunger
(16) Check piston
(18) Reverse flow check valve
(19) Nozzle check
(22) Drain
20 SENR9830-23
Refer to Illustration 14. The fill cycle begins when the The components of the air inlet and exhaust system
solenoid (1) is de-energized. The armature (3) and control the quality of air and the amount of air that
the seated pin (4) are forced down by the armature is available for combustion. The components of
spring (2). The seated pin closes the lower seat the air inlet and exhaust system are the following
and the seated pin opens the upper seat. Actuation components:
pressure is restored to the top of the check piston
(16). This closes the nozzle check (19) and injection • Air cleaner
ends. Actuation pressure is also felt under the valve
spool (6). This restores the hydraulic balance on the • Turbocharger
spool. The valve spring (5) slowly closes the spool.
This stops the flow of actuation oil to the intensifier • Aftercooler
piston (8).
• Cylinder head
As the spool raises, the check ball (7) for the
intensifier piston is no longer held closed. Oil in the • Valves and valve system components
cavity for the intensifier piston lifts the check off the
seat and flows to the drain (22) through a vent hole in • Piston and cylinder
the side of the injector. Return spring (9) pushes up
plunger (10) and the intensifier piston. This pushes all • Exhaust manifold
of the oil out of the cavity for the intensifier piston. The
check valve (18) for the fuel inlet is taken off of the Inlet air is pulled through the air cleaner into air inlet
valve seat as the plunger lifts up. This allows supply (6) by turbocharger compressor wheel (8). The air is
fuel to flow into the plunger cavity. The fill cycle is compressed and heated to about 150 °C (300 °F)
complete when the plunger and the piston are at the before the air is forced to the aftercooler (3). As the
top of the bore and the plunger cavity is full of fuel. air flows through the aftercooler the temperature of
the compressed air lowers to about 43 °C (110 °F).
Cooling of the inlet air increases combustion
i04389178
efficiency. Increased combustion efficiency helps
Air Inlet and Exhaust System achieve the following benefits:
SMCS Code: 1050 • Lower fuel consumption

• Increased horsepower output
From the aftercooler, air is forced into the inlet
manifold. Air flow from the inlet chambers into the
cylinders is controlled by inlet valves (5). There
are two inlet valves and two exhaust valves (4)
for each cylinder. The inlet valves open when the
piston moves down on the intake stroke. When
the inlet valves open, cooled compressed air from
the inlet port is pulled into the cylinder. The inlet
valves close and the piston begins to move up on
the compression stroke. The air in the cylinder is
compressed. When the piston is near the top of the
compression stroke, fuel is injected into the cylinder.
The fuel mixes with the air and combustion starts.
During the power stroke, the combustion force
pushes the piston downward. The exhaust valves
open and the exhaust gases are pushed through the
exhaust port into exhaust manifold (1) as the piston
rises on the exhaust stroke. After the exhaust stroke,
g01456369
the exhaust valves close and the cycle starts again.
Illustration 15 The complete cycle consists of four strokes:
(1) Exhaust manifold
(2) Air inlet heater
(3) Aftercooler core
• Inlet
(4) Exhaust valve
(5) Inlet valve • Compression
(6) Air inlet
(7)
(8)
Exhaust outlet
Compressor side of turbocharger
• Power
(9) Turbine side of turbocharger
• Exhaust
SENR9830-23 21
Exhaust gases from exhaust manifold (1) enter the Clean air from the air cleaners is pulled through
turbine side of the turbocharger in order to turn compressor housing air inlet (15) by the rotation of
turbocharger turbine wheel (9). The turbine wheel is compressor wheel (17). The action of the compressor
connected to the shaft that drives the compressor wheel blades causes a compression of the inlet air.
wheel. Exhaust gases from the turbocharger pass This compressor allows the engine to burn more
through exhaust outlet (7), a muffler and an exhaust fuel. When the engine burns more fuel the engine
stack. produces more power.
The air inlet heater (2) is controlled by the ECM. The When the load on the engine increases, more fuel is
air inlet heater aids in engine start-up and reducing injected into the cylinders. The combustion of this
white smoke during engine start-up. additional fuel produces more exhaust gases. The
additional exhaust gases cause the turbine and the
compressor wheels of the turbocharger to turn faster.
Turbocharger As the compressor wheel turns faster, more air is
forced into the cylinders. The increased flow of air
gives the engine more power by allowing the engine
to burn the additional fuel with greater efficiency.
g01456233
Illustration 17
Turbocharger with wastegate
(21) Canister
g01456229
Illustration 16 (22) Actuating lever
Cross section of turbocharger (23) Line (boost pressure)
(10) Compressor wheel housing

(11) Oil inlet port The operation of the wastegate is controlled by
(12) Bearing the boost pressure. At high boost pressures,
(13) Turbine wheel housing the wastegate opens in order to decrease boost
(14) Turbine wheel pressure. At low boost pressure, the wastegate
(15) Air inlet
(16) Exhaust outlet
closes in order to increase boost pressure.
(17) Compressor wheel
(18) Bearing When the engine is operating under conditions of low
(19) Oil outlet port boost, a spring pushes on a diaphragm in canister
(20) Exhaust inlet (21). This action moves actuating lever (22) in order
to close the valve of the wastegate. Closing the valve
The turbocharger is installed on the center section of the wastegate allows the turbocharger to operate
of the exhaust manifold. All the exhaust gases at maximum performance.
from the engine go through the turbocharger. The
compressor side of the turbocharger is connected As the boost pressure through line (23) increases
to the aftercooler by pipe. against the diaphragm in canister (21), the valve
of the wastegate is opened. When the valve of the
The exhaust gases enter turbine housing (13) through wastegate is opened, the rpm of the turbocharger
exhaust inlet (20). The exhaust gases then push the is limited by bypassing a portion of the exhaust
blades of turbine wheel (14). The turbine wheel is gases. The exhaust gases are routed through the
connected by a shaft to compressor wheel (14). wastegate which bypasses the turbine wheel of the
turbocharger.
Note: The turbocharger with a wastegate is preset at

the factory and no adjustment can be made.
22 SENR9830-23
Bearings (12) and (18) for the turbocharger use • Aid in starting
engine oil under pressure for lubrication and cooling.
The oil comes in through oil inlet port (11). The oil • Aid in white smoke cleanup during start-up
then goes through passages in the center section in
order to lubricate the bearings. This oil also cools the Under the proper conditions, the ECM turns on the
bearings. Oil from the turbocharger goes out through electric heater.
oil outlet port (19) in the bottom of the center section.
The oil then goes back to the engine oil pan. The system can deliver heat for 30 seconds prior
to start-up and during cranking of the engine. After
the engine has started, the system can deliver heat
Valve System Components constantly for seven minutes, or the system can cycle
the heat for 13 minutes. During the heating cycle,
the heat is on for ten seconds and the heat is off for
ten seconds.
If the air inlet heater malfunctions, the engine will still

start and the engine will still run. There may be a
concern regarding the amount of white smoke that is
present. Also, there may be a concern regarding the
need for an alternative starting aid.
System Components
The system of the air inlet heater consists of the
following basic components:
g01456241
Illustration 18
(24) Rocker arm • Relay of the air inlet heater
(25) Pushrod
(26) Valve bridge • Heater element
(27) Valve spring
(28) Valve
(29) Lifter • Coolant temperature sensor
The valve system components control the flow of • Inlet manifold temperature sensor
inlet air into the cylinders during engine operation.
The valve system components also control the flow • ECM
of exhaust gases out of the cylinders during engine
operation. • Indicator lamp
The crankshaft gear drives the camshaft gear through

an idler gear. The camshaft must be timed to the
crankshaft in order to get the correct relation between
the piston movement and the valve movement.
The camshaft has two camshaft lobes for each

cylinder. The lobes operate the inlet and exhaust
valves. As the camshaft turns, lobes on the camshaft
cause lifters (29) to move pushrods (25) up and
down. Upward movement of the pushrods against
rocker arms (24) results in downward movement
(opening) of valves (28).
Each cylinder has two inlet valves and two exhaust

valves. The valve bridge (26) actuates the valves
at the same time by movement of the pushrod and
rocker arm. Valve springs (27) close the valves when
the lifters move down.
Air Inlet Heater Illustration 19

g01456245
The engines are equipped with an electric heater (30) Relay for air inlet heater
that is located behind the air inlet elbow. The electric
heater has two functions:
SENR9830-23 23
The air inlet heater and the lamp will remain on

continuously when engine speed is detected. The
air inlet heater and the lamp will remain on when
the sum of the coolant temperature plus the air inlet
temperature is less than 25 °C (77°F) for low altitude
conditions and less than 763° C (145° F) for high
altitude conditions.
• Running of the engine

When the engine achieves low idle the air inlet
heater and the lamp will remain on for an additional
7 minutes when the sum of the air temperature plus
the coolant temperature is less than 35° C (95° F)
g01456248
for low altitude conditions or when the sum of the
Illustration 20 air temperature plus the coolant temperature is less
Location of components than63° C (145° F) for high altitude conditions.
(31) Air inlet heater
(32) Stud for the ground strap • Post heat cycle
The relay of the air inlet heater (31) turns the heater The sum of the air temperature and the coolant
ON and OFF in response to signals from the ECM. temperature is less than 35 °C (95°F) in low
altitude conditions or 63 °C (145 °F) in high altitude
The air inlet heater (31) is located between the cover conditions. The air inlet heater and the lamp are
of the air inlet and the air inlet elbow. The heater cycled on and off for an additional 13 minutes. The
element has a stud (32) for the ground strap that cycle is 10 seconds on and 10 seconds off.
must be connected to the engine.
After the engine has started the inlet air temperature
The operation of the air inlet heater is determined by and the coolant temperature will determine the state
five different conditions: of the heater. The cycle has two strategies.
• Power up cycle The two strategies are continuous and intermittent.
The air inlet heater and the lamp are turned ON for 1. During the continuous strategy, the heater remains
2 seconds after the ECM is first powered up. This activated for seven minutes after the engine is
will happen regardless of temperatures and engine started. If the same conditions exist, the ECM will
speed. activate the intermittent strategy.
• Mode of preheat 2. During the intermittent strategy, the heater is

cycled for a maximum of 13 minutes. During this
This check is for low altitude conditions. When the cycle, the heater is turned on for ten seconds and
sum of the coolant temperature plus the inlet air the heater is turned off for ten seconds. After the
temperature is less than 25° C (77° F), the ECM will 13 minute time limit, the heater is shut off.
turn on the heater and the lamp for 30 seconds. The
ECM will turn off the heater and the lamp after 30 When one of the temperature sensors fails, the
seconds if the engine speed remains at 0 regardless system will operate in the following manner:
of temperature.
• Coolant temperature sensor
This check is for high altitude conditions. When the
sum of the coolant temperature plus the inlet air When the coolant temperature sensor has an open
temperature is less than 53° C (127° F), the ECM will circuit or a short circuit, the coolant temperature
turn on the heater and the lamp for 30 seconds. The sensor has failed. During this condition, the heater
ECM will turn off the heater and the lamp after 30 will be activated when the inlet air temperature is less
seconds if the engine speed remains at 0 regardless than 10° C (50° F).
of temperature.
• Inlet air temperature sensor
• Mode of cranking
When the inlet air temperature sensor has an open
circuit or a short circuit, the inlet air temperature
sensor has failed. During this condition, the heater
will be activated when the coolant temperature is less
than 40° C (104° F).
24 SENR9830-23
Under the proper condition, the heater will

be reactivated. When the sum of the coolant
temperature and the inlet air temperature has
dropped below 25° C (77° F), the heater will be
reactivated. This condition could exist after a warm
engine has cooled and the operator attempts to start
the engine.
When the sum of the coolant temperature and the

inlet air temperature does not attain 35 °C (95°F), the
heater will be activated. The heater can be activated
no longer than 20 minutes (maximum). The ECM will
turn off the heater after the 20 minute time limit.
For additional information on the air inlet heater, refer

to Troubleshooting, “Air Inlet Heater Circuit - Test”.
Ether Starting Aid (If Equipped)

The ECM controls all operations of the air inlet heater
and for the ether starting aid. The ether starting aid
will decrease the demand on the electric starter
during cold weather starting. If the engine is equipped
with the ether starting aid the engine will still have the
air inlet heater. The ether starting aid will operate at
temperatures lower than −9 °C (15 °F). The air inlet
heater will operate when the temperature is higher
than −9 °C (15 °F). The ECM activates the relay. The
relay closes and the valve injects the ether. Once the
desired engine speed is met the valve is deactivated
and the flow of ether is stopped.
i02287330
Lubrication System
SMCS Code: 1300
SENR9830-23 25
g01112073
Illustration 21
(1) Unit injector hydraulic pump (9) Oil gallery plug (18) Passage to cylinder block
(2) High pressure relief valve (10) Piston cooling jets (19) Passage to oil pump idler gear bearing
(3) Oil passage to the rocker arms (11) Camshaft bearings (20) Engine oil filter
(4) High pressure oil line (12) Oil filter bypass valve (21) Engine oil cooler
(5) Valve mechanism cover (13) Oil cooler bypass valve (22) Main bearings
(6) High pressure oil passage (14) Main oil gallery (23) Engine oil pump
(7) Oil supply line to the unit injector (15) Passage to front housing (24) Oil pump bypass valve
hydraulic pump (16) Turbocharger oil supply line (25) Passage to engine oil pan
(8) Cylinder head gallery (17) Passage to camshaft idler gear bearing (26) Engine oil pan
The engine oil pump (23) is mounted to the bottom

of the cylinder block. The oil pump is located inside
the oil pan (26). The engine oil pump (23) pulls oil
from the engine oil pan (26). The engine oil pump
pushes the oil through the passage to the engine oil
cooler (21). Oil then flows through engine oil filter
(20). The filtered oil then enters the turbocharger oil
supply line (16). The filtered oil also enters the main
oil gallery (14).
g01112096
Illustration 22
(12) Oil filter bypass valve
(13) Oil cooler bypass valve
(20) Oil filter
(21) Oil cooler
26 SENR9830-23
The oil circuit consists of a low pressure circuit and

a high pressure circuit. The low pressure circuit
typically operates at a pressure of 240 kPa (35 psi) to
480 kPa (70 psi). The low pressure circuit provides
engine oil that has been filtered to the unit injector
hydraulic pump (1). Also, the low pressure circuit
provides engine oil that has been filtered to the
lubricating system of the engine. Oil is drawn from
the engine oil pan (26). Oil is supplied through the
engine oil cooler (21) and engine oil filter (20) to both
the engine and the unit injector hydraulic pump (1).
The high pressure circuit provides actuation oil to the

unit injector. The high pressure circuit operates in a
g01112098
pressure range typically between 6 MPa (870 psi)
Illustration 23 and 25 MPa (3626 psi). This high pressure oil flows
(1) Unit injector hydraulic pump through a line into the cylinder head. The cylinder
head stores the oil at actuation pressure. The oil is
The main oil gallery (14) distributes oil to the following ready to actuate the unit injector. Oil is discharged
areas: main bearings (22) , piston cooling jets (10), from the unit injector under the valve cover so that no
and camshaft bearing (11). Oil from main oil gallery return lines are required.
(14) exits the front of the block. The oil then enters a
groove that is cast in the front housing. After the lubrication oil's work is done, the lubrication
oil returns to the engine oil pan.
Oil enters the crankshaft through holes in the
bearing surfaces (journals) for the main bearing The oil pump bypass valve (24) limits the pressure
(22). Passages connect the bearing surface (journal) of the oil that is coming from the engine oil pump
for the main bearing (22) with the bearing surface (23). The engine oil pump (23) can pump more than
(journal) for the connecting rod. enough oil into the system. When there is more than
enough oil, the oil pressure increases. When the oil
The front housing passage sends the oil flow in two pressure increases, the oil pump bypass valve (24)
directions. At the upper end of the passage, oil is will open. This allows the oil that is not needed to go
directed back into the block. The oil then flows up to back to the suction side of the engine oil pump (23).
the cylinder head gallery (8) through passage (3) to
the rocker arm mechanism. A passage (19) sends oil The bypass valves (12) and (13) will open when the
to the oil pump idler gear bearing. engine is cold (starting conditions). Opening the
bypass valves achieves immediate lubrication of all
Oil from the front main bearing enters a passage (17) components. Immediate lubrication is critical. Cold
to the camshaft idler gear bearing. Oil passages in oil with high viscosity causes a restriction to the oil
the crankshaft send oil from all the main bearings flow through engine oil cooler (21) and engine oil
(22) through the connecting rods to the connecting filter (20). The engine oil pump (23) sends the cold
rod bearings. oil through the oil cooler bypass valve. This causes
the oil to bypass the engine oil cooler (21). The oil
Note: Engines that are equipped with an auxiliary oil filter bypass also allows the oil to bypass the engine
filter will receive oil from a port. The filtered oil will be oil filter (20). The oil is then pumped through the
returned to the engine oil pan (26). turbocharger oil supply line (16) and the main oil
gallery (14) in the cylinder block.
The unit injector hydraulic pump (1) is a gear-driven
axial piston pump. The unit injector hydraulic pump When the oil gets warm, the pressure difference
raises the engine oil pressure from the typical in the bypass valves decreases and the bypass
operating oil pressure to the actuation pressure that valves close. After the bypass valves close, there is a
is required by the unit injectors. normal flow of oil through the engine oil cooler and
the engine oil filter.
The bypass valves will also open when there is

a restriction in the engine oil cooler (21) or in the
engine oil filter (20). This design allows the engine to
be lubricated even though engine oil cooler (21) or
engine oil filter (20) are restricted.
SENR9830-23 27
High pressure relief valve (24) regulates high

pressure in the system. When the oil pressure is
at 695 kPa (100 psi) or more, high pressure relief
valve (24) opens. When the high pressure relief valve
opens, oil is returned to engine oil pan (26).
The oil flow continues to the engine oil cooler (21).

Coolant flows through engine oil cooler (21) in order
to cool the oil.
If the oil pressure differential across the engine oil

cooler reaches 155 ± 17 kPa (22 ± 2 psi), the valve
will open. Opening the valve allows the oil flow to
bypass the engine oil cooler (21).
Approximately five percent of the oil flow is directed

through an orificed passage to oil filter bypass valve
(12). The oil then flows to the auxiliary oil filter (if
equipped) and to the engine oil pan (26). The main
oil flow now reaches the main engine oil filter (20).
When the oil pressure differential across the oil filter
bypass valve (13) reaches 170 kPa (25 psi), the Illustration 24
g01112104
valve opens in order to allow the oil flow to go around (27) Breather
the oil filter (20). The oil flow continues in order to (28) Hose
lubricate the engine components. When the oil is
cold, an oil pressure difference in the bypass valve Breather (27) allows engine blowby to escape from
also causes the valve to open. This bypass valve the crankcase. The engine blowby is discharged
then provides immediate lubrication to all the engine through hose (28) into the atmosphere. This prevents
components when cold oil with high viscosity causes pressure from building up that could cause seals or
a restriction to the oil flow through the engine oil filter gaskets to leak.
(20). The bypass valve will also open when there is
a restriction in the engine oil filter (20). This design
allows the engine to be lubricated even though i02179777
engine oil filter (20) is restricted.
Cooling System
Note: Refer to Specifications, “Engine Oil Filter
Base”. SMCS Code: 1350
Filtered oil flows through the main oil gallery (14) in This engine has a pressure type cooling system that
the cylinder block. Oil is supplied from the main oil is equipped with a shunt line (9).
gallery (14) to the following components:
A pressure type cooling system offers two
advantages:
• Piston cooling jets (10)
• Valve mechanism • The cooling system can operate safely at a
temperature that is higher than the normal boiling
point of water.
• Camshaft bearing (11)
• Crankshaft main bearings • The cooling system prevents cavitation in the water
pump.
• Turbocharger cartridge Cavitation is the sudden formation of low pressure
An oil cooling chamber is formed by the lip that is bubbles in liquids by mechanical forces. The
forged at the top of the skirt of the piston and the formation of air or steam pockets is more difficult
cavity that is behind the ring grooves in the crown. within a pressure type cooling system.
Oil flow for the piston cooling jet enters the cooling
chamber through a drilled passage in the skirt. Oil The shunt line (9) prevents cavitation by the water
flow from the piston cooling jet returns to the engine pump. The shunt line (9) provides a constant flow of
oil pan (26) through the clearance gap between the coolant to the water pump.
crown and the skirt. Four holes that are drilled from
the piston oil ring groove to the interior of the piston
drain excess oil from the oil ring.
28 SENR9830-23
Note: In air-to-air aftercooled systems, a coolant

mixture with a minimum of 30 percent ethylene
glycol base antifreeze must be used for efficient
water pump performance. This mixture keeps the
cavitation temperature range of the coolant high
enough for efficient performance. Refer to Operation
and Maintenance Manual, “Refill Capacities and
Recommendations” for more information on the
recommended coolant mixtures.
g01103307
Illustration 26
(7) Water pump
(10) Bypass inlet
g01103269
Illustration 25
(1) Cylinder head
(2) Water temperature regulator housing
(3) Expansion tank
(4) Bypass hose
(5) Cylinder block
(6) Oil cooler
(7) Water pump
(8) Radiator
(9) Shunt line
Water pump (7) is located on the right side of the

cylinder block. The water pump is driven by a belt
that is powered by the crankshaft pulley. Coolant can
enter the water pump in three places:
• Inlet at the bottom of the water pump g01103313

Illustration 27
• Bypass hose (4) which is located on the top of the (1) Cylinder head
water pump (2) Water temperature regulator housing
(4) Bypass hose
(11) Water temperature regulator
• Shunt line which is located on the top of the water
pump From the cylinder block, the coolant flows into
passages in the cylinder head. The passages send
Coolant from the bottom of the radiator is pulled into the flow around the unit injector sleeves and the inlet
the bottom inlet of the pump by impeller rotation. The and the exhaust passages. The coolant now enters
coolant exits the back of the pump directly into the oil water temperature regulator housing (2) at the front
cooler cavity of the block. right side of the cylinder head.
All of the coolant passes through the core of the
oil cooler and the coolant enters the internal water
manifold of the cylinder block. The manifold disperses
the coolant to water jackets around the cylinder walls.
SENR9830-23 29
Water temperature regulator (11) controls the If the engine is equipped with an air compressor,
direction of flow. When the coolant temperature is coolant for the air compressor is supplied from the
below the normal operating temperature, the water water temperature regulator housing, through coolant
temperature regulator is closed. The coolant is supply line (12). The coolant is circulated through
directed through bypass hose (4) and into the top inlet the air compressor and the coolant is returned to the
of the water pump. When the coolant temperature cooling system through coolant return line (13) into
reaches the normal operating temperature, water the cylinder head.
temperature regulator (11) opens. When the water
temperature regulator is open, the bypass is closed.
Most of the coolant goes through bypass inlet (10) to
Coolant Conditioner (If Equipped)
the radiator for cooling. The remainder flows through Some conditions of operation can cause pitting. This
bypass hose (4) and into the water pump.
pitting is caused by corrosion or by cavitation erosion.
A corrosion inhibitor is a chemical that provides
Note: Some coolant systems may contain two water a reduction in pitting. The addition of a corrosion
temperature regulators.
inhibitor can keep this type of damage to a minimum.
The shunt line (9) extends from the top of the water The coolant conditioner element is a spin-on element
pump to an expansion tank. The shunt line must be
that is similar to the fuel filter and to the oil filter
routed properly in order to avoid trapping any air.
elements. The coolant conditioner element attaches
By providing a constant flow of coolant to the water to the coolant conditioner base that is mounted on
pump, the shunt line keeps the water pump from
the front of the engine. Coolant flows from the water
cavitation.
pump to the coolant conditioner base and back to the
cylinder block. Coolant constantly flows through the
Note: Water temperature regulator (11) is an
coolant conditioner element when the valves are in
important part of the cooling system. The water
the OPEN position.
temperature regulator divides coolant flow between
the radiator and the bypass in order to maintain
The element has a specific amount of inhibitor for
the normal operating temperature. If the water
acceptable cooling system protection. As the coolant
temperature regulator is not installed in the system, flows through the element, the corrosion inhibitor
there is no mechanical control, and most of the
goes into the solution. The corrosion inhibitor is a dry
coolant will travel the path of least resistance through
solution, so the inhibitor dissolves. The corrosion
the bypass. This will cause the engine to overheat inhibitor then mixes to the correct concentration.
in hot weather and the engine will not reach normal
Two basic types of elements are used for the cooling
operating temperature in cold weather.
system. The two types of elements are the precharge
element and the maintenance element. Each type
Note: The air vent valve will allow the air to escape
of element has a specific use. The elements must
past the water temperature regulator from the cooling
be used correctly in order to get the necessary
system while the radiator is being filled. During concentration for cooling system protection. The
normal operation, the air vent valve will be closed
elements also contain a filter. The elements should
in order to prevent coolant flow past the water
remain in the system in order for the coolant to flow
temperature regulator. through the elements after the conditioner material
is dissolved.
Coolant For Air Compressor (If
The precharge element contains more than the
Equipped) normal amount of inhibitor. The precharge element is
used when a system is first filled with new coolant.
This element must add enough inhibitor in order to
bring the complete cooling system up to the correct
concentration.
The maintenance elements have a normal amount

of inhibitor. The maintenance elements are installed
at the first change interval. A sufficient amount of
inhibitor is provided by the maintenance elements
in order to maintain the corrosion protection at an
acceptable level. After the first change interval,
only maintenance elements are installed. In order
to provide the cooling system with protection,
maintenance elements are installed at specific
Illustration 28
g01103317 intervals.
(12) Coolant supply line
(13) Coolant return line
30 SENR9830-23
i02233057 The cylinder head is separated from the cylinder

block by a nonasbestos fiber gasket with a steel
Basic Engine backing. Coolant flows out of the cylinder block
through gasket openings and into the cylinder head.
SMCS Code: 1200 This gasket also seals the oil supply and drain
passages between the cylinder block and the cylinder
Cylinder Block And Head head. The air inlet ports are on the left side of the
cylinder head, while the exhaust ports are located
on the right side of the cylinder head. There are
two inlet valves and two exhaust valves for each
cylinder. Each set of inlet valves and each set of
exhaust valves is actuated at the same time by the
use of a valve bridge. The valve bridge is actuated by
the pushrod. Replaceable valve guides are pressed
into the cylinder head. The hydraulically actuated
electronically controlled unit injector is located
between the four valves. Fuel is injected directly into
the cylinders at very high pressure. A pushrod valve
system controls the valves.
Piston, Rings And Connecting

Rods
g01126269
Illustration 29
The cylinder block has seven main bearings. The

main bearing caps are fastened to the cylinder block
with two bolts per each cap.
Removal of the oil pan allows access to the following

components:
• Crankshaft
• Main bearing caps
• Piston cooling jets
• Oil pump Illustration 31
g01126270
(1) Piston
(2) Piston cooling jet
(3) Connecting rod
High output engines with high cylinder pressures

require two-piece articulated pistons. The two-piece
articulated piston consists of a forged steel crown
that is connected to an aluminum skirt by the piston
pin. Refer to the Parts Manual in order to obtain
information about the type of pistons that are used
in a specific engine.
g00748989
Illustration 30
SENR9830-23 31
Crankshaft
g01126295
Illustration 33
(1) Crankshaft
(2) Gear
The crankshaft converts the linear motion of the

g01126271 pistons into rotational motion. A vibration damper is
Illustration 32
used at the front of the crankshaft to reduce torsional
(4) Compression ring vibrations (twist on the crankshaft) that can cause
(5) Intermediate ring
(6) Oil ring damage to the engine.
(7) Forged steel crown
(8) Aluminum skirt The crankshaft drives a group of gears on the front
of the engine. The gear group drives the following
All of the rings are located above the piston pin bore. devices:
The compression ring is a Keystone ring. Keystone
rings have a tapered shape. The action of the ring • Oil pump
in the piston groove that is tapered helps prevent
seizure of the rings. Seizure of the rings is caused • Camshaft
by deposits of carbon. The intermediate ring is
rectangular with a sharp lower edge. The oil ring is a • Hydraulic oil pump
standard type of ring or a conventional type of ring.
Oil returns to the crankcase through holes in the oil • Air compressor
ring groove.
• Power steering pump
Oil from the piston cooling jets sprays the underside
of the pistons. The spray lubricates the pistons and In addition, belt pulleys on the front of the crankshaft
the spray cools the pistons. The spray also improves drive the following components:
the piston's life and the spray also improves the ring's
life. • Radiator fan
The connecting rod has a taper on the pin bore • Water pump
end. Two bolts hold the connecting rod cap to the
connecting rod. The connecting rod can be removed • Alternator
through the cylinder.
• Refrigerant compressor
Hydrodynamic seals are used at both ends of the
crankshaft to control oil leakage. The hydrodynamic
grooves in the seal lip move lubrication oil back into
the crankcase as the crankshaft turns. The front
seal is located in the front housing. The rear seal is
installed in the flywheel housing.
32 SENR9830-23
Rubber Vibration Damper (If Equipped)
g01137850
Illustration 34
(3) Oil gallery
(4) Main bearings
(5) Rod bearings
Pressure oil is supplied to all main bearings through

drilled holes in the webs of the cylinder block. The oil
then flows through drilled holes in the crankshaft in
g01137851
order to provide oil to the connecting rod bearings. Illustration 35
The crankshaft is held in place by seven main (1) Crankshaft
bearings. A thrust bearing next to the rear main (2) Ring
bearing controls the end play of the crankshaft. (3) Rubber ring
(4) Hub
(5) Alignment marks
Vibration Damper
The rubber vibration damper is installed on the front
The force from combustion in the cylinders will of crankshaft (1). The hub (4) and ring (2) are isolated
cause the crankshaft to twist. This is called torsional by a rubber ring (3). The rubber vibration damper
vibration. If the vibration is too great, the crankshaft has alignment marks (5) on the hub and the ring.
will be damaged. The vibration damper limits the These marks give an indication of the condition of the
torsional vibrations to an acceptable amount in order rubber vibration damper.
to prevent damage to the crankshaft.
Viscous Vibration Damper (If Equipped)
g01137852
Illustration 36
(1) Crankshaft
(6) Weight
(7) Case
SENR9830-23 33
The viscous vibration damper is installed on the front i02241452

of crankshaft (1). The viscous vibration damper has
a weight (6) in a case (7). The space between the Electrical System
weight and the case is filled with a viscous fluid.
The weight moves in the case in order to limit the SMCS Code: 1400; 1550; 1900
torsional vibration.
Grounding Practices
Camshaft
Proper grounding for the vehicle electrical system
and the engine electrical systems is necessary for
proper vehicle performance and reliability. Improper
grounding will result in unreliable electrical circuit
paths and uncontrolled electrical circuit paths.
Uncontrolled engine electrical circuit paths can result

in damage to main bearings, crankshaft bearing
journal surfaces, and aluminum components.
Uncontrolled electrical circuit paths can cause

electrical noise which may degrade the vehicle and
radio performance.
To ensure proper functioning of the engine electrical

g00748980
Illustration 37 system, an engine-to-frame ground strap with a
direct path to the battery must be used. This may be
The camshaft is located in the upper left side of the provided by a starting motor ground, by a frame to
cylinder block. The camshaft is driven by gears at the starting motor ground, or by a direct frame to engine
front of the engine. Four bearings are pressed into ground. An engine-to-frame ground strap must be
the cylinder block in order to support the camshaft. used in order to connect the grounding stud of the
A thrust plate is mounted between the camshaft engine to the frame and to the negative battery post.
drive gear and a shoulder of the camshaft in order to
control the end play of the camshaft.
The camshaft is driven by an idler gear which is

driven by the crankshaft gear. The camshaft rotates in
the same direction as the crankshaft. The crankshaft
rotates in the counterclockwise direction when the
engine is viewed from the flywheel end of the engine.
There are timing marks on the crankshaft gear, the
idler gear, and the camshaft gear in order to ensure
the correct camshaft timing to the crankshaft for
proper valve operation.
As the camshaft turns, each lobe moves a lifter

assembly. There are two lifter assemblies for each
cylinder. Each lifter assembly moves a pushrod.
Each pushrod moves either the inlet valves or the
exhaust valves. The camshaft must be in time with
the crankshaft. The relation of the camshaft lobes
to the crankshaft position causes the valves in each
cylinder to operate at the correct time.
g01129718
Illustration 38
Grounding stud to battery ground (“-”)
34 SENR9830-23
• Starting
• Low amperage accessories
Some of the electrical system components are used
in more than one circuit. The following components
are common in more than one circuit:
• Battery or batteries
• Circuit breakers
• Ammeter
• Battery cables
The charging circuit is in operation when the engine
is running. An alternator generates electricity for the
charging circuit. A voltage regulator in the circuit
controls the electrical output in order to keep the
battery at full charge.
NOTICE
The disconnect switch, if equipped, must be in the ON
position in order to let the electrical system function.
There will be damage to some of the charging circuit
components if the engine is running with the discon-
Illustration 39
g01129719 nect switch in the OFF position.
Alternate grounding stud to battery ground
If the engine has a disconnect switch, the starting
The engine must have a wire ground to the battery. circuit can operate only after the disconnect switch
is put in the ON position.
Ground wires or ground straps should be combined
at ground studs that are only for ground use. All of The starting circuit is in operation only when the start
the grounds should be tight and free of corrosion. switch is activated.
The engine alternator should be battery ground Both the low amperage circuit and the charging circuit
with a wire size that is capable of managing the full are connected to the same side of the ammeter. The
charging current of the alternator. starting circuit is connected to the opposite side of
the ammeter.
NOTICE
When boost starting an engine, the instructions in Sys- NOTICE
tems Operation, “Engine Starting” should be followed Never operate the alternator without the battery in the
in order to properly start the engine. circuit. Making or breaking an alternator connection
with heavy load on the circuit can cause damage to
This engine may be equipped with a 12 volt starting the regulator.
system or a 24 volt starting system. Only equal voltage
for boost starting should be used. The use of a higher
voltage will damage the electrical system.
The Electronic Control Module (ECM) must be dis-

connected at the “J1/P1” and “J2/P2” locations before
welding on the vehicle.
Engine Electrical System

The electrical system has three separate circuits:
• Charging
SENR9830-23 35
Testing and Adjusting 2. Install a 2P-8278 Tube As (SIGHT GAUGE) in

the fuel return line. When possible, install the sight
Section gauge in a straight section of the fuel line that is
at least 304.8 mm (12 inches) long. Do not install
the sight gauge near the following devices that
create turbulence:
Fuel System
• Elbows
i02486828
• Relief valves
Fuel System - Inspect • Check valves
SMCS Code: 1250-040
Observe the fuel flow during engine cranking.
A problem with the components that send fuel to Look for air bubbles in the fuel. If there is no fuel
the engine can cause low fuel pressure. This can in the sight gauge, prime the fuel system. Refer
decrease engine performance. to Testing and Adjusting, “Fuel System - Prime”
for more information. If the engine starts, check
1. Check the fuel level in the fuel tank. Ensure that for air in the fuel at varying engine speeds. When
the vent in the fuel cap is not filled with dirt. possible, operate the engine under the conditions
which have been suspect of air in the fuel.
2. Check all fuel lines for fuel leakage. The fuel lines
must be free from restrictions and faulty bends.
Verify that the fuel return line is not collapsed.
3. Install a new fuel filter.
4. Cut the old filter open with the 175-7546 Oil

Filter Cutter Gp. Inspect the filter for excess
contamination. Determine the source of the
contamination. Make the necessary repairs.
5. Service the primary fuel filter (if equipped).
6. Operate the hand priming pump (if equipped).

If excessive resistance is felt, inspect the fuel
pressure regulating valve. If uneven resistance is
felt, test for air in the fuel. Refer to Testing and
Adjusting, “Air in Fuel - Test” for more information.
7. Remove any air that may be in the fuel system.

Refer to Testing and Adjusting, “Fuel System -
g01096678
Prime”. Illustration 40
2P-8278 Tube As (SIGHT GAUGE)
i02486845 (1) A steady stream of small bubbles with a diameter of
approximately 1.60 mm (0.063 inch) is an acceptable amount
Air in Fuel - Test of air in the fuel.
(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)
are also acceptable if there is two seconds to three seconds
SMCS Code: 1280-081 intervals between bubbles.
(3) Excessive air bubbles in the fuel are not acceptable.
This procedure checks for air in the fuel. This
procedure also assists in finding the source of the air. 3. If excessive air is seen in the sight gauge in the
fuel return line, install a second sight gauge at
1. Examine the fuel system for leaks. Ensure that the inlet to the fuel transfer pump. If a second
the fuel line fittings are properly tightened. Check sight gauge is not available, move the sight gauge
the fuel level in the fuel tank. Air can enter the from the fuel return line and install the sight gauge
fuel system on the suction side between the fuel at the inlet to the fuel transfer pump. Observe
transfer pump and the fuel tank. the fuel flow during engine cranking. Look for air
bubbles in the fuel. If the engine starts, check for
air in the fuel at varying engine speeds.
36 SENR9830-23
If excessive air is not seen at the inlet to the fuel i02180522

transfer pump, the air is entering the system after
the fuel transfer pump. Proceed to Step 6. Finding Top Center Position
for No. 1 Piston
If excessive air is seen at the inlet to the fuel
transfer pump, air is entering through the suction SMCS Code: 1105-531
side of the fuel system.
Table 1
Required Tools
Part
To avoid personal injury, always wear eye and face Tool Part Name Qty
Number
protection when using pressurized air.
A 9S-9082 Engine Turning Tool 1
B 178-8615 Engine Turning Tool 1
NOTICE
To avoid damage, do not use more than 55 kPa (8 psi) C 208-0888 Engine Turning Tool 1
to pressurize the fuel tank.
D 214-7340 Ratchet Wrench Gp 1
E 136-4632 Timing Pin 1
4. Pressurize the fuel tank to 35 kPa (5 psi). Do not
use more than 55 kPa (8 psi) in order to avoid F 208-9387 Timing Pin 1
damage to the fuel tank. Check for leaks in the G 208-9388 Adapter 1
fuel lines between the fuel tank and the fuel
transfer pump. Repair any leaks that are found.
Check the fuel pressure in order to ensure that
the fuel transfer pump is operating properly. For
information about checking the fuel pressure, see
Testing and Adjusting, “Fuel System Pressure -
Test”.
5. If the source of the air is not found, disconnect

the supply line from the fuel tank and connect an
external fuel supply to the inlet of the fuel transfer
pump. If this corrects the problem, repair the fuel
tank or the stand pipe in the fuel tank.
6. If the injector sleeve is worn or damaged,

combustion gases may be leaking into the fuel g01103539
Illustration 41
system. Also, if the O-rings on the injector sleeves
are worn, missing, or damaged, combustion gases Typical example
may leak into the fuel system. (1) Timing hole
(2) Flywheel housing
(3) Cover
(4) Bolts
1. Remove two bolts (4) and remove cover (3) from

flywheel housing (2) in order to open the turning
hole.
2. Remove the plug from timing hole (1) and install

Tool (E) in the timing hole. The timing hole is
located above the turning hole in the flywheel
housing. Use Tool (A) and Tool (D) to turn the
engine flywheel. Turn the flywheel in the direction
of engine rotation. The direction of engine rotation
is counterclockwise, as the engine is viewed from
the flywheel end. Turn the flywheel until the timing
pin engages with the threaded hole in the flywheel.
Note: Tool (B) may be used if your engine does not

have cover (3) or if access to cover (2) is limited. Tool
(C) may be used if your engine has a rear power
take-off.
SENR9830-23 37
Note: If the flywheel is turned beyond the point of • Blending fuel with additives
engagement, the flywheel must be turned in the
direction that is reverse of normal engine rotation. • Utilizing fuel with a low cloud point such as
Turn the flywheel by approximately 30 degrees. Then kerosene
turn the flywheel in the direction of normal rotation
until the timing pin engages with the threaded hole. Refer to Operation and Maintenance Manual,
This procedure eliminates the backlash from the SEBU6251, “Caterpillar Commercial Diesel
gears when the No. 1 piston is at the top center Engine Fluids Recommendations”, “Fuel
position. Recommendations” for more information.
3. Remove the front valve mechanism cover from 3. Check fuel API with a 9U-7840 Fluid and Fuel
the engine. Calibration Gp for low power complaints. The
acceptable range of the fuel API is 30 to 45 when
4. The inlet and exhaust valves for the No. 1 the API is measured at 15 °C (60 °F), but there is
cylinder are fully closed if No. 1 piston is on the a significant difference in energy within this range.
compression stroke and the rocker arms can be Refer to Tool Operating Manual, NEHS0607 for
moved by hand. If the rocker arms cannot be API correction factors when a low power problem
moved and the valves are slightly open, the No. 1 is present and API is high.
piston is on the exhaust stroke.
Note: A correction factor that is greater than “1”
Note: When the actual stroke position is identified, may be the cause of low power and/or poor fuel
and the other stroke position is needed, remove the consumption.
timing bolt from the flywheel. Then turn the flywheel
by 360 degrees in the direction of normal engine 4. If fuel quality is still suspected as a possible
rotation and reinstall the timing bolt. cause to problems regarding engine performance,
disconnect the fuel inlet line, and temporarily
operate the engine from a separate source of
i03142863
fuel that is known to be good. This will determine
Fuel Quality - Test if the problem is caused by fuel quality. If fuel
quality is determined to be the problem, drain the
SMCS Code: 1280-081 fuel system and replace the fuel filters. Engine
performance can be affected by the following
This test checks for problems regarding fuel quality. characteristics:
Refer to Diesel Fuels and Your Engine, SEBD0717
for additional details. • Cetane number of the fuel
Use the following procedure to test for problems • Air in the fuel
regarding fuel quality:
• Other fuel characteristics
1. Determine if water and/or contaminants are
present in the fuel. Check the water separator (if i02241691
equipped). If a water separator is not present,
proceed to Step 2. Drain the water separator, if Fuel System - Prime
necessary. A full fuel tank minimizes the potential
for overnight condensation. SMCS Code: 1258-548
Note: A water separator can appear to be full of fuel

when the water separator is actually full of water.
Fuel leaked or spilled onto hot surfaces or elec-
2. Determine if contaminants are present in the trical components can cause a fire. To help pre-
fuel. Remove a sample of fuel from the bottom vent possible injury, turn the start switch off when
of the fuel tank. Visually inspect the fuel sample changing fuel filters or water separator elements.
for contaminants. The color of the fuel is not Clean up fuel spills immediately.
necessarily an indication of fuel quality. However,
fuel that is black, brown, and/or similar to sludge
can be an indication of the growth of bacteria or
oil contamination. In cold temperatures, cloudy
fuel indicates that the fuel may not be suitable
for operating conditions. The following methods
can be used to prevent wax from clogging the fuel
filter:
• Fuel heaters
38 SENR9830-23
5. Push in and hand tighten the priming pump

plunger.
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
6. Crank the engine as soon as possible after

pressurizing the system. The engine should start
within 15 seconds.
If the engine does not start after 30 seconds, stop

cranking the engine. Repeat Steps 4 through 6.
i02241979
Fuel System Pressure - Test

SMCS Code: 1250-081; 1256-081
g01129836
Illustration 42
(1) Plug
(2) Priming pump
Low Fuel Pressure
If the fuel system runs out of fuel or if air is introduced Low fuel pressure can cause low power. Low fuel
into the fuel system the following procedure may be pressure can also cause cavitation of the fuel
followed. which can damage the fuel injectors. The following
conditions can cause low fuel pressure:
Note: The fuel system does not need to be primed
after changing only the fuel filter. The engine will • Plugged fuel filters
remain running after starting with a dry filter.
• Debris in the check valves for the fuel priming
pump (if equipped)
NOTICE
Do not allow dirt to enter the fuel system. Thoroughly • Sticking or worn fuel pressure regulating valve in
clean the area around a fuel system component that the fuel transfer pump
will be disconnected. Fit a suitable cover over discon-
nected fuel system component. • Severe wear on return fuel pressure regulating
valve at the rear of the cylinder head
1. After fuel is added to the fuel tank, remove plug
(1). • Worn gears in the fuel transfer pump
• Pinched fuel lines or undersized fuel lines
NOTICE
Use a suitable container to catch any fuel that might • Old fuel lines that have a reduced interior diameter
spill. Clean up any spilled fuel immediately. that was caused by swelling
2. Unlock and operate hand priming pump (2) in • Fuel lines with deteriorating interior surfaces
order to pump fuel into the fuel system. This will
also purge air from the fuel system. Stop operating • Pinched fuel line fittings or undersized fuel line
the hand priming pump when fuel appears at the fittings
port.
• Debris in the fuel tank, fuel lines, or fuel system
3. Install plug (1). Clean up any spilled fuel components that create restrictions
immediately.
High Fuel Pressure
4. Operate the hand priming pump until a strong
pressure is felt on the pump and you hear a click Excessive fuel pressure can cause fuel filter gaskets
from the fuel filter base. This pressurizes the to rupture. The following conditions can cause high
system with approximately 345 kPa (50 psi). This fuel pressure:
greatly reduces the cranking time that is needed
to start the engine.
SENR9830-23 39
• Plugged orifices in the fuel pressure regulating Note: Fuel pressure readings near the fuel supply
valve manifold have pressure spikes. The pressure spikes
are caused by excess fuel that is returning to the
• Stuck fuel pressure regulating valve in the fuel fuel system from the injectors. Excessive needle
transfer pump movement at the gauge may be present. Connect
the gauge with a section of suitable hose. The air in
• Pinched fuel return line the hose absorbs the spikes. This gives an average
reading and a steady needle. Keep the gauge above
the measuring point.
Checking Fuel Pressure
g00293196
Illustration 43
1U-5470 Engine Pressure Group
Refer to Special Instruction, SEHS8907, “Using The

1U-5470 Engine Pressure Group”.
g01130021
Illustration 44
(1) Plug
Fuel leaked or spilled onto hot surfaces or elec- Install the 1U-5470 Engine Pressure Group into port
trical components can cause a fire. Clean up fuel (1).
spills immediately.
During both normal operating conditions and load
NOTICE conditions, the fuel pressure should register the
Keep all parts clean from contaminants. following range:
Contaminants may cause rapid wear and shortened • 455 to 579 kPa (66 to 84 psi)
component life.
At low idle, the fuel pressure at the fuel filter's inlet
should be at the following amount:
NOTICE
Care must be taken to ensure that fluids are contained • 400 to 434 kPa (58 to 63 psi)
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to The fuel pressure to the fuel gallery should be the
collect the fluid with suitable containers before open- same amount, if you subtract the change in pressure
ing any compartment or disassembling any compo- (delta P) across the filter.
nent containing fluids.
With a new filter, the pressure drop across the fuel
Refer to Special Publication, NENG2500, “Caterpillar filter typically registers the following amount:
Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar • 35 kPa (5 psi)
products.
As deposits collect on a fuel filter, the pressure
Dispose of all fluids according to local regulations and differential will increase. Engine misfire may occur
mandates. if the fuel pressure in the fuel gallery decreases to
approximately 69 kPa (10 psi).
Use the following procedure to measure the fuel
pressure after the secondary filter:
40 SENR9830-23
The fuel pressure regulator valve is mounted at the i02252459

fuel return port at the rear of the fuel gallery in the
cylinder head. The fuel pressure regulating valve Gear Group (Front) - Time
maintains fuel pressure at low engine rpm. The
regulating valve also contains a check valve that is SMCS Code: 1206-531
spring loaded. The check valve that is spring loaded
prevents the fuel from draining from the fuel gallery
back to the fuel tank after engine shutdown.
Unit Injector Hydraulic Pump (Test)

Injection Actuation Pressure (Test)
The test for injection actuation pressure is used in
order to check for the following conditions:
• The unit injector hydraulic pump is producing

maximum pressure.
• The pump pressure regulator is working properly.

• The unit injector hydraulic pump is worn.
• System leaks
The electronic service tool is used to perform this test. Illustration 45
g01134124
Front Gear Group

Dead Head Test for the Unit Injector (1) Camshaft gear and timing reference gear
Hydraulic Pump (2) Timing marks
(3) Idler gear
(4) Crankshaft gear
The unit injector hydraulic pump dead head test is
used to verify that the following conditions exist:
Correct fuel injection timing and correct valve
mechanism operation is determined by the timing
• The injection actuation pressure circuit is working. reference gear and the alignment of the front gear
group. The timing reference gear is located on the
• The unit injector hydraulic pump is working camshaft gear. The timing reference gear is used to
properly.
measure crankshaft rotation. During installation of
See the Troubleshooting Manual for additional the front gear, timing marks (2) on idler gear (3) must
information on performing the troubleshooting tests be in alignment with the timing marks on crankshaft
for the Injection Actuation System and the dead head gear (4) and the timing marks on camshaft gear (1).
test for the Unit Injector Hydraulic Pump.
Check the teeth on the timing reference gear. The
teeth should not be defaced. The teeth should have
sharp clean edges and the teeth should be free of
contaminants.
Note: The electronic injection timing must be

calibrated after reassembly of the front gear train.
SENR9830-23 41
Air Inlet and Exhaust

System Hot engine components can cause injury from
burns. Before performing maintenance on the
i03454801
engine, allow the engine and the components to
cool.
Air Inlet and Exhaust System
- Inspect
SMCS Code: 1050-040 Making contact with a running engine can cause
burns from hot parts and can cause injury from
Air Inlet Restriction rotating parts.
There will be a reduction in the performance of the When working on an engine that is running, avoid
engine if there is a restriction in the air inlet system or contact with hot parts and rotating parts.
the exhaust system.
Table 2
4. Use the differential pressure gauge of the
1U-5470 Engine Pressure Group.
Required Tools
Part
Part Name Quantity
Number
1U-5470 Engine Pressure Group 1
or or
198-4240 Digital Pressure Indicator
g00293196 g01124067
Illustration 46 Illustration 47
1U-5470 Engine Pressure Group Typical Example

(1) Air cleaner
Refer to Special Instruction, SEHS8907, “Using (2) Test location
the 1U-5470 Engine Pressure Group” for the
instructions that are needed to use the 1U-5470 a. Connect the vacuum port of the differential
Engine Pressure Group. pressure gauge to test location (2). Test
location (2) can be located anywhere along the
1. Inspect the engine air cleaner inlet and ducting air inlet piping after the engine air cleaner but
in order to ensure that the passageway is not before the turbocharger.
blocked or collapsed.
b. Leave the pressure port of the differential
2. Inspect the engine air cleaner element. Replace pressure gauge open to the atmosphere.
a dirty engine air cleaner element with a clean
engine air cleaner element. c. Start the engine. Run the engine in the no-load
condition at high idle.
3. Check for dirt tracks on the clean side of the
engine air cleaner element. If dirt tracks are d. Record the value.
observed, contaminants are flowing past the
engine air cleaner element and/or the seal for the e. Multiply the value from Step 4.d by 1.8.
engine air cleaner element.
42 SENR9830-23
f. Compare the result from Step 4.e to the

appropriate values that follow.
Making contact with a running engine can cause
The air flow through a used engine air cleaner
may have a restriction. The air flow through a
rotating parts.
plugged engine air cleaner will be restricted to some
magnitude. In either case, the restriction must not be
When working on an engine that is running, avoid
more than the following amount:
contact with hot parts and rotating parts.
Maximum restriction ........ 6.2 kPa (25 in of H2O)
Use the differential pressure gauge of the 1U-5470
The air flow through a new engine air cleaner element Engine Pressure Group in order to measure back
must not have a restriction of more than the following pressure from the exhaust. Use the following
amount: procedure in order to measure back pressure from
Maximum restriction ........ 3.7 kPa (15 in of H2O) the exhaust:
Exhaust Restriction
Back pressure is the difference in the pressure
between the exhaust at the outlet elbow and the
atmospheric air.
Table 3
Required Tools
Part
Part Name Quantity
Number
or or
g01799460
Illustration 49
Typical example
(3) Muffler
(4) Test location
1. Connect the pressure port of the differential

pressure gauge to test location (4). Test location
(4) can be located anywhere along the exhaust
piping after the turbocharger but before the
g00293196 muffler.
Illustration 48
1U-5470 Engine Pressure Group 2. Leave the vacuum port of the differential pressure
gauge open to the atmosphere.
Refer to Special Instruction, SEHS8907, “Using
the 1U-5470 Engine Pressure Group” for the 3. Start the engine. Run the engine in the no-load
instructions that are needed to use the 1U-5470 condition at high idle.
Engine Pressure Group.
4. Record the value.
5. Multiply the value from Step 4 by 1.8.

Hot engine components can cause injury from
burns. Before performing maintenance on the 6. Compare the result from Step 5 to the value that
engine, allow the engine and the components to follows.
cool.
Back pressure from the exhaust must not be more
than the following amount:
SENR9830-23 43
Maximum back pressure ...................... 10.0 kPa The condition of the turbocharger will have definite
(40 in of H2O) effects on engine performance. Use the following
inspections and procedures to determine the
condition of the turbocharger.
i03117166
Turbocharger - Inspect • Inspection of the Compressor and the Compressor

Housing
SMCS Code: 1052-040
• Inspection of the Turbine Wheel and the Turbine
Housing
• Inspection of the Wastegate

Hot engine components can cause injury from
burns. Before performing maintenance on the
engine, allow the engine and the components to Inspection of the Compressor and
cool. the Compressor Housing
Remove air piping from the compressor inlet.
1. Inspect the compressor wheel for damage from a

Personal injury can result from rotating and mov- foreign object. If there is damage, determine the
ing parts. source of the foreign object. As required, clean
the inlet system and repair the intake system.
Stay clear of all rotating and moving parts. Replace the turbocharger. If there is no damage,
go to Step 3.
Never attempt adjustments while the machine is
moving or the engine is running unless otherwise 2. Clean the compressor wheel and clean the
specified. compressor housing if you find buildup of foreign
material. If there is no buildup of foreign material,
The machine must be parked on a level surface go to Step 3.
and the engine stopped.
3. Turn the rotating assembly by hand. While you
turn the assembly, push the assembly sideways .
NOTICE The assembly should turn freely. The compressor
Keep all parts clean from contaminants. wheel should not rub the compressor housing.
Replace the turbocharger if the compressor wheel
Contaminants may cause rapid wear and shortened rubs the compressor wheel housing. If there is no
component life. rubbing or scraping, go to Step 4.
NOTICE 4. Inspect the compressor and the compressor

Care must be taken to ensure that fluids are contained wheel housing for oil leakage. An oil leak from
during performance of inspection, maintenance, test- the compressor may deposit oil in the aftercooler.
ing, adjusting and repair of the product. Be prepared to Drain and clean the aftercooler if you find oil in
collect the fluid with suitable containers before open- the aftercooler.
ing any compartment or disassembling any compo-
nent containing fluids. a. Check the oil level in the crankcase. If the oil
level is too high, adjust the oil level.
Refer to Special Publication, NENG2500, “Caterpillar
Dealer Service Tool Catalog” for tools and supplies b. Inspect the air cleaner element for restriction. If
suitable to collect and contain fluids on Caterpillar restriction is found, correct the problem.
products.
c. Inspect the engine crankcase breather. Clean
Dispose of all fluids according to local regulations and the engine crankcase breather or replace
mandates. the engine crankcase breather if the engine
crankcase breather is plugged.
Before you begin inspection of the turbocharger,

be sure that the inlet air restriction is within the
specifications for your engine. Be sure that the
exhaust system restriction is within the specifications
for your engine. Refer to Systems Operation/Testing
and Adjusting, “Air Inlet and Exhaust System -
Inspect”.
44 SENR9830-23
d. Remove the oil drain line from the turbocharger. 3. Turn the rotating assembly by hand. While you
Inspect the drain opening. Inspect the oil drain turn the assembly, push the assembly sideways.
line. Inspect the area between the bearings of The assembly should turn freely. Turbine wheel (2)
the rotating assembly shaft. Look for oil sludge. should not rub turbine wheel housing (1). Replace
Inspect the oil drain hole for oil sludge. Inspect turbocharger (3) if turbine wheel (2) rubs turbine
the oil drain line for oil sludge in the drain housing (1). If there is no rubbing or scraping, go
line. If necessary, clean the rotating assembly to Step 4.
shaft. If necessary, clean the oil drain hole. If
necessary, clean the oil drain line. 4. Inspect the turbine and turbine housing (1) for oil
leakage. Inspect the turbine and turbine housing
e. If Steps 4.a through 4.d did not reveal the (1) for oil coking. Some oil coking may be cleaned.
source of the oil leakage, the turbocharger has Heavy oil coking may require replacement of
internal damage. Replace the turbocharger. the turbocharger. If the oil is coming from the
turbocharger center housing go to Step 4.a.
Otherwise go to “Inspection of the Wastegate”.
Inspection of the Turbine Wheel
and the Turbine Housing a. Remove the oil drain line for the turbocharger.
Inspect the drain opening. Inspect the area
Remove the air piping from the turbine housing. between the bearings of the rotating assembly
shaft. Look for oil sludge. Inspect the oil drain
hole for oil sludge. Inspect the oil drain line
for oil sludge. If necessary, clean the rotating
assembly shaft. If necessary, clean the drain
opening. If necessary, clean the drain line.
b. If crankcase pressure is high, or if the oil drain

is restricted, pressure in the center housing
may be greater than the pressure of turbine
housing (1). Oil flow may be forced in the wrong
direction and the oil may not drain. Check the
crankcase pressure and correct any problems.
c. If the oil drain line is damaged, replace the oil

drain line.
d. Check the routing of the oil drain line. Eliminate

any sharp restrictive bends. Make sure that
the oil drain line is not too close to the engine
exhaust manifold.
Illustration 50
g01130084 e. If Steps 4.a through 4.d did not reveal the
source of the oil leakage, turbocharger (3) has
(1) Turbine housing
(2) Turbine wheel
internal damage. Replace turbocharger (3).
(3) Turbocharger
1. Inspect the turbine for damage by a foreign object.

If there is damage, determine the source of the
foreign object. Replace turbocharger (3). If there
is no damage, go to Step 2.
2. Inspect turbine wheel (2) for buildup of carbon and

other foreign material. Inspect turbine housing (1)
for buildup of carbon and foreign material. Clean
turbine wheel (2) and clean turbine housing (1) if
you find buildup of carbon or foreign material. If
there is no buildup of carbon or foreign material,
go to Step 3.
SENR9830-23 45
Inspection of the Wastegate

NOTICE
If the high idle rpm or the engine rating is higher than
given in the Technical Marketing Information (TMI)
for the height above sea level at which the engine is
operated, there can be damage to engine or to tur-
bocharger parts. Damage will result when increased
heat and/or friction due to the higher engine output
goes beyond the engine cooling and lubrication sys-
tem's abilities.
The boost pressure controls the maximum rpm of the

turbocharger, because the boost pressure controls
the position of the wastegate. The following factors
also affect the maximum rpm of the turbocharger:
• Engine rating
• Horsepower demand on the engine
• High idle rpm
g01130086
Illustration 51 • Height above sea level for engine operation
(3) Turbocharger
(4) Wastegate • Inlet air restriction
(5) Line for wastegate
• Exhaust system restriction
The rpm of turbocharger (3) is controlled by
wastegate (4). The wastegate controls the amount
of exhaust gas that is allowed to bypass the turbine i02242282
side of the turbocharger.
Inlet Manifold Pressure - Test
When the engine operates in conditions of low
boost (lug), a spring presses against a diaphragm SMCS Code: 1058-081
in the canister. The actuating rod will move and the
wastegate will close. When the wastegate is closed, The efficiency of an engine can be checked by
all of the exhaust is forced to flow through the turbine. making a comparison of the pressure in the inlet
manifold with the information given in the Technical
As the boost pressure increases, the wastegate will Marketing Information (TMI). This test is used when
open. As the wastegate opens, air is diverted away there is a decrease of horsepower from the engine,
from the turbine. The speed of the turbine is limited yet there is no real sign of a problem with the engine.
because a portion of the exhaust gases bypass the
turbine wheel of the turbocharger. The correct pressure for the inlet manifold is listed in
TMI. Development of this information is performed
The following levels of boost pressure indicate a under the following conditions:
problem with the wastegate:
• 99 kPa (29.7 in Hg) dry barometric pressure
• Too high at full load conditions
• 29 °C (85 °F) outside air temperature
• Too low at all lug conditions
• 35 API rated fuel at 16 °C (60 °F)
Note: The housing assembly for the wastegate is
preset at the factory and no adjustments can be On a turbocharged, aftercooled engine, a change
made. in the fuel rating will change the horsepower. A
change in the fuel rating will change the inlet manifold
pressure. If the fuel is rated above 35 API, the inlet
manifold pressure can be less than the pressure
given in the TMI. If the fuel is rated below 35 API,
the inlet manifold pressure can be more than the
pressure listed in TMI.
46 SENR9830-23
Note: Ensure that the air inlet and the exhaust 1. Remove boost pressure sensor (1) from the
are not restricted when you are checking the inlet cylinder head.
manifold pressure.
2. Connect the 1U-5470 Engine Pressure Group to
the cylinder head at the pressure test location.
Note: A tee fitting or some other plumbing component

will be necessary to allow the boost pressure sensor
(1) to be connected with a test location.
3. Record the value.
4. Compare the value that was recorded in Step 3 to

the pressure that is given in TMI.
i04525210
Exhaust Temperature - Test

SMCS Code: 1088-081
Table 5
Required Tools
g01130168 Part
Illustration 52 Part Name Qty
Number
(1) Boost pressure sensor
349-4200 Thermometer 1
Table 4
Required Tools When the engine runs at low idle, the temperature of
Part
an exhaust manifold port can indicate the condition
Part Name Quantity of a fuel injection nozzle.
Number
1U-5470 Engine Pressure Group 1 A low temperature indicates that no fuel is flowing to
or or the cylinder. An inoperative fuel injection nozzle or
198-4240 Digital Pressure Indicator a problem with the fuel injection pump could cause
this low temperature.
A high temperature can indicate that too much fuel is

flowing to the cylinder. A malfunctioning fuel injection
nozzle could cause this high temperature.
Use the 349-4200 Thermometer to check exhaust

temperature. The manual that comes with the
349-4200 Thermometer contains the complete
operating and maintenance instructions.
g00293196
Illustration 53
1U-5470 Engine Pressure Group
Refer to Special Instruction, SEHS8907, “Using

the 1U-5470 Engine Pressure Group” for the
instructions that are needed to use the 1U-5470
Engine Pressure Group.
Use the following procedure in order to measure the

inlet manifold pressure:
SENR9830-23 47
i02242729 The use of winter fronts or shutters is discouraged

with air-to-air aftercooled systems. Winter fronts
Aftercooler - Test can only be used on certain truck models. On these
trucks, tests have shown that the engine jacket
SMCS Code: 1063-081 water will overheat before the inlet manifold air
temperature is excessive. These trucks use sensors
Table 6
and indicators that are installed in order to indicate
Required Tools engine operating conditions before excessive inlet
manifold air temperatures are reached. Check with
Part
Part Name Quantity the truck manufacturer about the use of both winter
Number
fronts and shutters.
FT-1984 Aftercooler Testing Group 1 Inlet Manifold Pressure
FT-1438 Aftercooler Gp 1 Normal inlet manifold pressure with high exhaust
(DYNAMOMETER TEST)
temperature can be caused by blockage of the fins of
the aftercooler core. Clean the fins of the aftercooler
Visual Inspection core. Refer to “Visual Inspection” for the cleaning
procedure.
Inspect the following parts at each oil change:
Low inlet manifold pressure and high exhaust
manifold temperature can be caused by any of the
• Air lines following conditions:
• Hoses Plugged air cleaner – Clean the air cleaner or
replace the air cleaner, as required. Refer to the
• Gasket joints Operation and Maintenance Manual, “Engine Air
Cleaner Element - Clean/Replace”.
Blockage in the air lines – Blockage in the air lines

Pressurized air can cause personal injury. When between the air cleaner and the turbocharger must
pressurized air is used for cleaning, wear a pro- be removed.
tective face shield, protective clothing, and pro-
tective shoes. Aftercooler core leakage – Aftercooler core
leakage should be pressure tested. Refer to
“Aftercooler Core Leakage” topic for the testing
Ensure that the constant torque hose clamps are procedure.
tightened to the correct torque. Check the truck
manufacturer's specifications for the correct torque. Leakage of the induction system – Any leakage
Check the welded joints for cracks. Ensure that from the pressure side of the induction system should
the brackets are tightened in the correct positions. be repaired.
Ensure that the brackets are in good condition. Use
compressed air to clean any debris or any dust from Inlet manifold leak – An inlet manifold leak can be
the aftercooler core assembly. Inspect the cooler caused by the following conditions: loose fittings and
core fins for the following conditions: plugs, missing fittings and plugs, damaged fittings
and plugs, and leaking inlet manifold gasket.
• Damage
• Debris
• Corrosion
Use a stainless steel brush to remove any corrosion.
Ensure that you use soap and water.
Note: When parts of the air-to-air aftercooler system

are repaired, a leak test is recommended. When
parts of the air-to-air aftercooler system are replaced,
a leak test is recommended.
48 SENR9830-23
Aftercooler Core Leakage A large leak of the aftercooler core can often be
found by making a visual inspection. To check for
smaller leaks, use the following procedure:
1. Disconnect the air pipes from the inlet and outlet

side of the aftercooler core.
Dust plug chains must be installed to the after-

cooler core or to the radiator brackets to prevent
possible injury while you are testing. Do not stand
in front of the dust plugs while you are testing.
2. Install couplers (5) on each side of the aftercooler

core. Also, install dust plugs (7) and (8). These
items are included with the FT-1984 Aftercooler
Testing Group.
Note: Installation of additional hose clamps on the

hump hoses is recommended in order to prevent
the hoses from bulging while the aftercooler core is
being pressurized.
NOTICE
Do not use more than 240 kPa (35 psi) of air pressure
or damage to the aftercooler core can be the result.
g01144839
Illustration 54
FT-1984 Aftercooler Testing Group
3. Install the regulator and valve assembly (1) on the
outlet side of the aftercooler core assembly. Also,
(1) Regulator and valve assembly
(2) Nipple attach the air supply.
(3) Relief valve
(4) Tee 4. Open the air valve and pressurize the aftercooler
(5) Coupler to 205 kPa (30 psi). Shut off the air supply.
(6) Aftercooler
(7) Dust plug
(8) Dust plug 5. Inspect all connection points for air leakage.
(9) Chain
6. The aftercooler system's pressure should not drop
A low power problem in the engine can be the result more than 35 kPa (5 psi) in 15 seconds.
of aftercooler leakage. Aftercooler system leakage
can result in the following problems: 7. If the pressure drop is more than the specified
amount, use a solution of soap and water to check
• Low power all areas for leakage. Look for air bubbles that will
identify possible leaks. Replace the aftercooler
• Low boost pressure core, or repair the aftercooler core, as needed.
• Black smoke
• High exhaust temperature To help prevent personal injury when the tooling is
removed, relieve all pressure in the system slowly
NOTICE by using an air regulator and a valve assembly.
Remove all air leaks from the system to prevent en-
gine damage. In some operating conditions, the en-
gine can pull a manifold vacuum for short periods of 8. After the testing, remove the FT-1984 Aftercooler
time. A leak in the aftercooler or air lines can let dirt Testing Group. Reconnect the air pipes on both
and other foreign material into the engine and cause sides of the aftercooler core assembly.
rapid wear and/or damage to engine parts.
SENR9830-23 49
Air System Restriction

NOTICE
Pressure measurements should be taken at the air Do not use caustic cleaners to clean the air-to-air af-
inlet elbow and at the turbocharger outlet. tercooler core.
Use the differential pressure gauge of the 1U-5470 Caustic cleaners will attack the internal metals of the
Engine Pressure Group. Use the following procedure core and cause leakage.
in order to measure the restriction of the aftercooler:
1. Connect the vacuum port of the differential Dynamometer Test

pressure gauge to a port in the air inlet elbow.
In hot ambient temperatures, chassis dynamometer
2. Connect the pressure port of the differential tests for models with an air-to-air aftercooler can
pressure gauge to a port in the turbocharger add a greater heat load to the jacket water cooling
outlet. system. Therefore, the jacket water cooling system's
temperature must be monitored. The following
3. Record the value. measurements may also need a power correction
factor:
The air lines and the cooler core must be inspected
for internal restriction when both of the following • Inlet air temperature
conditions are met:
• Fuel API rating
• Air flow is at a maximum level.
• Fuel temperature
• Total air pressure drop of the charged system
exceeds 13.5 kPa (4 in Hg). • Barometric pressure
If a restriction is discovered, proceed with the With dynamometer tests for engines, use the
following tasks, as required: FT-1438 Aftercooler Gp (DYNAMOMETER TEST).
This tool provides a water cooled aftercooler in order
• Clean to control the inlet air temperature to 43 °C (110 °F).
• Repair
i04643912
• Replacement Engine Crankcase Pressure

Turbocharger Failure (Blowby) - Test
SMCS Code: 1215; 1317
Table 7
Personal injury can result from air pressure. Tools Needed
Personal injury can result without following prop- Part

Part Name Quantity
er procedure. When using pressure air, wear a pro- Number
tective face shield and protective clothing. 348-5430 Multi-Tool Gp 1
Maximum air pressure at the nozzle must be less 285-0900 Blowby Tool Group 1
than 205 kPa (30 psi) for cleaning purposes. NETG5049 Software License 1
If a turbocharger failure occurs, remove the air-to-air Damaged pistons or rings can cause too much
aftercooler core. Internally flush the air-to-air pressure in the crankcase. This condition will cause
aftercooler core with a solvent that removes oil the engine to run rough. There will be more than
and other foreign substances. Shake the air-to-air a normal amount of blowby fumes rising from the
aftercooler core in order to eliminate any trapped crankcase breather. The breather can then become
debris. Wash the aftercooler with hot, soapy water. restricted in a short time, causing oil leakage at
Thoroughly rinse the aftercooler with clean water and gaskets and seals that would not normally have
blow dry the aftercooler with compressed air. Blow leakage. Blowby can also be caused by worn valve
dry the assembly in the reverse direction of normal guides or by a failed turbocharger seal.
air flow. To make sure that the whole system is clean,
carefully inspect the system.
50 SENR9830-23
i02182207
Engine Valve Lash -

Inspect/Adjust
SMCS Code: 1102-025
To prevent possible injury, do not use the starter

to turn the flywheel.
Hot engine components can cause burns. Allow

additional time for the engine to cool before mea-
suring valve clearance.
This engine uses high voltage to control the fuel

injectors.
Disconnect electronic fuel injector enable circuit

connector to prevent personal injury.
Do not come in contact with the fuel injector ter-

minals while the engine is running.
g02709261
Illustration 55
348-5430 Multi-Tool Gp Note: Valve lash is measured between the rocker
arm and the valve bridge. All measurements and
The 348-5430 Multi-Tool Gp, or the 285-0900 adjustments must be made with the engine stopped
Blowby Tool Group is used to check the amount of and the valves fully closed.
blowby. Refer to Tool Operating Manual, NEHS1087,
“348-5430 Multi-Tool Gp” for the test procedure for
checking the blowby. Valve Lash Check
An adjustment is NOT NECESSARY if the
i01398573 measurement of the valve lash is in the acceptable
range in Table 8.
Compression - Test
Prior to checking the valve lash, put the No. 1 piston
SMCS Code: 1215 at the top center position on the compression stroke.
Refer to Testing and Adjusting, “Finding Top Center
Cylinder compression may be affected by intake Position for No. 1 Piston”.
valves and exhaust valves that are not properly
adjusted. Ensure that the intake valves and the Table 8
exhaust valves are correctly adjusted.
Inlet Valves Exhaust Valves
This Caterpillar engine uses Keystone piston rings. Valve Lash
0.38 ± 0.08 mm 0.64 ± 0.08 mm
Keystone piston rings are designed to expand during Check
(0.015 ± 0.003 (0.025 ± 0.003
the compression stroke of the engine. At engine (Stopped
inch) inch)
cranking speed, the Keystone piston rings do not Engine)
fully expand. This results in unstable readings for TC
cylinder compression. As a result Caterpillar does Compression 1-2-4 1-3-5
not recommend performing compression tests on Stroke
engines that use Keystone piston rings.
TC Exhaust
3-5-6 2-4-6
Stroke(1)
Firing Order 1-5-3-6-2-4(2)

(1) 360° from TC compression stroke
(2) The No. 1 cylinder is at the front of the engine.
SENR9830-23 51
If the measurement is not within this range, an

adjustment is necessary. Refer to “Valve Lash
Adjustment” for the proper procedure.
Valve Lash Adjustment
g01101255
Illustration 56
g01104149
Illustration 57
Cylinder and valve location
Adjustment of the valves
(A) Exhaust valves
(B) Inlet valves (1) Inlet rocker arm
(2) Adjustment locknut
(3) Exhaust valve rocker arm
Use the following procedure to adjust the valve lash: (4) Adjustment locknut
1. Put the No. 1 piston at the top center position 2. Adjust the valve lash according to Table 9.
on the compression stroke. Refer to Testing and
Adjusting, “Finding Top Center Position for No. 1 a. Lightly tap the rocker arm at the top of the
Piston”. adjustment screw with a soft mallet. This will
Table 9
ensure that the lifter roller seats against the
camshaft's base circle.
TC
Compression Inlet Valves Exhaust Valves b. Loosen the adjustment locknut.
Stroke
0.38 ± 0.08 mm 0.64 ± 0.08 mm c. Place the appropriate feeler gauge between
Valve Lash (0.015 ± 0.003 (0.025 ± 0.003 rocker arm and the valve bridge. Then, turn
inch) inch) the adjustment screw in a clockwise direction.
Cylinders 1-2-4 1-3-5
Slide the feeler gauge between the rocker arm
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on
the feeler gauge. Remove the feeler gauge.
d. Tighten the adjustment locknut to a torque

of 30 ± 7 N·m (22 ± 5 lb ft). Do not allow
the adjustment screw to turn while you are
tightening the adjustment locknut. Recheck
the valve lash after tightening the adjustment
locknut.
3. Remove the timing bolt and turn the flywheel by

360 degrees in the direction of engine rotation.
This will put the No. 6 piston at the top center
position on the compression stroke. Install the
timing bolt in the flywheel.
52 SENR9830-23
Table 10
TC Exhaust
Inlet Valves Exhaust Valves
Stroke(3)
0.38 ± 0.08 mm 0.64 ± 0.08 mm
Valve Lash (0.015 ± 0.003 (0.025 ± 0.003
inch) inch)
Cylinders 3-5-6 2-4-6
(3) Position for No. 1 cylinder
4. Adjust the valve lash according to Table 10.
a. Lightly tap the rocker arm at the top of the

adjustment screw with a soft mallet. This will
ensure that the lifter roller seats against the
camshaft's base circle.
b. Loosen the adjustment locknut.
c. Place the appropriate feeler gauge between

rocker arm and the valve bridge. Then, turn
the adjustment screw in a clockwise direction.
Slide the feeler gauge between the rocker arm
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on
the feeler gauge. Remove the feeler gauge.
d. Tighten the adjustment locknut to a torque

of 30 ± 7 N·m (22 ± 5 lb ft). Do not allow
the adjustment screw to turn while you are
tightening the adjustment locknut. Recheck
the valve lash after tightening the adjustment
locknut.
5. Remove the timing bolt from the flywheel after all

adjustments to the valve lash have been made.
Reinstall the timing cover.
SENR9830-23 53
Lubrication System
i02829684
Engine Oil Pressure - Test

SMCS Code: 1304-081
The engine oil pressure may be checked

electronically by using Caterpillar Electronic
Technician (ET). The engine oil pressure can be
measured with Cat ET. Refer to Troubleshooting for
information on the use of Cat ET.
g00296486
Illustration 58
Measuring Engine Oil Pressure 1U-5470 Engine Pressure Group
The 1U-5470 Engine Pressure Group measures the

oil pressure in the system. This engine tool group can
Work carefully around an engine that is running. read the oil pressure inside the oil manifold.
Engine parts that are hot, or parts that are moving,
can cause personal injury. Note: Refer to Special Instruction, SEHS8907,
“Using the 1U-5470 Engine Pressure Group” for
more information.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened

component life.
NOTICE
Care must be taken to ensure that fluids are contained
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar

Dealer Service Tool Catalog” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.
Dispose of all fluids according to local regulations and

mandates. g01130714
Illustration 59
(1) Engine oil temperature sensor
Table 11
(2) Engine oil pressure sensor
Required Tools
1. Remove the engine oil temperature sensor (1) or
Part Part Name Qty
Number
a access plug from the oil rail.
1U-5470 Engine Pressure Group 1 2. Install the 1U-5470 Engine Pressure Group into
or or the port in the engine side cover.
3. Start the engine. Run the engine. Use SAE 15W40
oil. Refer to Operation and Maintenance Manual,
“Refill Capacities and Recommendations” for the
recommendations of engine oil.
54 SENR9830-23
4. Record the value of the engine oil pressure when • The engine lubrication system is open. Refer to
the engine is at operating temperature 100 °C Step 4.
(212 °F).
• The oil pickup tube has a leak or a restricted inlet
The minimum engine oil pressure at 1800 screen. Refer to Step 5.
rpm should be approximately 275 to 414 kPa
(40 to 59 psi). Minimum engine oil pressure at low • The engine oil pump is faulty. Refer to Step 6.
idle rpm (700 to 800 rpm) should be approximately
125 kPa (18 psi). • Engine Bearings have excessive clearance. Refer
to Step 7.
5. Compare the recorded engine oil pressure with
the oil pressure indicators on the instrument panel 1. Check the engine oil level in the crankcase. The
and the engine oil pressure that is displayed on oil level can possibly be too far below the oil pump
Cat ET. supply tube. This will cause the oil pump not to
have the ability to supply enough lubrication to the
6. An engine oil pressure indicator that has a defect engine components. If the engine oil level is low
or an engine oil pressure sensor that has a defect add engine oil in order to obtain the correct engine
can give a false indication of a low oil pressure or oil level. Refer to Operation and Maintenance
a high oil pressure. If there is a notable difference Manual, “Refill Capacities and Recommendations”
between the engine oil pressure readings make for the recommendations of engine oil.
necessary repairs.
2. Engine oil that is contaminated with fuel or coolant
7. If the engine oil pressure is too low, refer to will cause low engine oil pressure. High engine
“Reasons for Low Engine Oil Pressure”. oil level in the crankcase can be an indication
of contamination. Determine the reason for
8. If the engine oil pressure is too high, refer to contamination of the engine oil and make the
“Reason for High Engine Oil Pressure”. necessary repairs. Replace the engine oil with the
approved grade of engine oil. Refer to Operation
Reasons for Low Engine Oil and Maintenance Manual, “Refill Capacities and
Recommendations” for the recommendations of
Pressure engine oil.
NOTICE NOTICE
Keep all parts clean from contaminants. Caterpillar oil filters are built to Caterpillar speci-
fications. Use of an oil filter not recommended by
Contaminants may cause rapid wear and shortened Caterpillar could result in severe engine damage to
component life. the engine bearings, crankshaft, etc., as a result of
the larger waste particles from unfiltered oil entering
the engine lubricating system. Only use oil filters
NOTICE recommended by Caterpillar.
Care must be taken to ensure that fluids are contained
ing, adjusting and repair of the product. Be prepared to 3. If the engine oil bypass valves are held in the open
collect the fluid with suitable containers before open- position, a reduction in the oil pressure can be the
ing any compartment or disassembling any compo- result. This may be due to debris in the engine
nent containing fluids. oil. If the engine oil bypass valves are stuck in
the open position, remove each engine oil bypass
Refer to Special Publication, NENG2500, “Caterpillar valve and clean each bypass valve in order to
Dealer Service Tool Catalog” for tools and supplies correct this problem. You must also clean each
suitable to collect and contain fluids on Caterpillar bypass valve bore. Install new engine oil filters.
products. New engine oil filters will prevent more debris
from causing this problem. For information on the
Dispose of all fluids according to local regulations and repair of the engine oil filter bypass valves, refer
mandates. to Disassembly and Assembly, “Engine Oil Filter
Base and Oil Cooler - Remove”.
• Engine oil level is low. Refer to Step 1. 4. An oil line or an oil passage that is open, broken,
or disconnected will cause low engine oil pressure.
• Engine oil is contaminated. Refer to Step 2. An open lubrication system could be caused by
a piston cooling jet that is missing or damaged.
• The engine oil filter bypass valves are open. Refer Determine the reason for an open lubrication
to Step 3.
system of the engine and make the necessary
repairs.
SENR9830-23 55
Note: The piston cooling jets direct engine oil toward

the bottom of the piston in order to cool the piston. NOTICE
This also provides lubrication for the piston pin. Care must be taken to ensure that fluids are contained
Breakage, a restriction or incorrect installation of the during performance of inspection, maintenance, test-
piston cooling jets will cause seizure of the piston. ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
5. The inlet screen of the oil pickup tube for the ing any compartment or disassembling any compo-
engine oil pump can have a restriction. This nent containing fluids.
restriction will cause cavitation and a loss of
engine oil pressure. Check the inlet screen on Refer to Special Publication, NENG2500, “Caterpillar
the oil pickup tube and remove any material that Dealer Service Tool Catalog” for tools and supplies
may be restricting engine oil flow. Low engine oil suitable to collect and contain fluids on Caterpillar
pressure may also be the result of the oil pickup products.
tube that is drawing in air. Check the joints of the
oil pickup tube for cracks or a damaged O-ring Dispose of all fluids according to local regulations and
seal. Remove the engine oil pan in order to gain mandates.
access to the oil pickup tube and the oil screen.
Refer to Disassembly and Assembly, “Engine Oil
Pan - Remove and Install” for more information. Engine oil pressure will be high if the engine oil
bypass valves become stuck in the closed position
6. Check the following problems that may occur to and the engine oil flow is restricted. Foreign matter
the engine oil pump. in the engine oil system could be the cause for the
restriction of the oil flow and the movement of the
a. Air leakage in the supply side of the oil pump engine oil bypass valves. If the engine oil bypass
will also cause cavitation and loss of oil valves are stuck in the closed position, remove
pressure. Check the supply side of the oil pump each bypass valve and clean each bypass valve in
and make necessary repairs. For information order to correct this problem. You must also clean
on the repair of the engine oil pump, refer to each bypass valve bore. Install new engine oil
Disassembly and Assembly, “Engine Oil Pump filters. New engine oil filters will prevent more debris
- Remove”. from causing this problem. For information on the
repair of the engine oil filter bypass valve, refer to
b. Oil pump gears that have too much wear will Disassembly and Assembly, “Engine Oil Filter Base -
cause a reduction in oil pressure. Repair the Disassemble”.
engine oil pump. For information on the repair
of the engine oil pump, refer to Disassembly NOTICE
and Assembly, “Engine Oil Pump - Remove”. Caterpillar oil filters are built to Caterpillar speci-
fications. Use of an oil filter not recommended by
7. Excessive clearance at engine bearings will Caterpillar could result in severe engine damage to
cause low engine oil pressure. Check the the engine bearings, crankshaft, etc., as a result of
engine components that have excessive bearing the larger waste particles from unfiltered oil entering
clearance and make the necessary repairs. the engine lubricating system. Only use oil filters
recommended by Caterpillar.
Reason for High Engine Oil
Pressure i01795977
NOTICE Engine Oil Pump - Inspect

Keep all parts clean from contaminants.
SMCS Code: 1304-040
Contaminants may cause rapid wear and shortened
component life. The inlet screen of the supply tube for the engine
oil pump can have a restriction. This will cause
cavitation and a loss of oil pressure. Air leakage in
the supply side of the engine oil pump will also cause
cavitation and loss of oil pressure. If the bypass valve
for the engine oil pump is held in the open position,
the lubrication system cannot achieve maximum
pressure.
56 SENR9830-23
i01126690 • Wrong oil level gauge or guide tube

Excessive Bearing Wear - • Sustained operation at light loads
Inspect
Excessive consumption of engine oil can also result
SMCS Code: 1203-040; 1211-040; 1219-040 if engine oil with the wrong viscosity is used. Engine
oil with a thin viscosity can be caused by increased
When some components of the engine show bearing engine temperature.
wear in a short time, the cause can be a restriction in
an oil passage. i01283115
An engine oil pressure indicator may show that there Increased Engine Oil
is enough oil pressure, but a component is worn
due to a lack of lubrication. In such a case, look at Temperature - Inspect
the passage for the oil supply to the component.
A restriction in an oil supply passage will not allow SMCS Code: 1348-040
enough lubrication to reach a component. This will
result in early wear. When the engine is at operating temperature
and you are using SAE 10W30 oil, the maximum
oil temperature is 115 °C (239 °F). This is the
i03993149 temperature of the oil after passing through the oil
cooler.
Excessive Engine Oil
Consumption - Inspect Look for a restriction in the oil passages of the oil
cooler. The oil temperature may be higher than
SMCS Code: 1348-040 normal when the engine is operating. In such a case,
the oil cooler may have a restriction. A restriction in
the oil cooler will not cause low oil pressure in the
Engine Oil Leaks on the Outside of engine.
the Engine
Determine if the oil cooler bypass valve is held in the
Check for leakage at the seals at each end of the open position. This condition will allow the oil to pass
crankshaft. Look for leakage at the gasket for the through the valve instead of the oil cooler. The oil
engine oil pan and all lubrication system connections. temperature will increase.
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
SENR9830-23 57
Cooling System 4. Check the fan clutch. A fan clutch that is not
turning at the correct speed can cause improper
air speed across the radiator core. The lack of
i02204648 proper air flow across the radiator core can cause
the coolant not to cool to the proper temperature
Cooling System - Check differential.
(Overheating) 5. Check the water temperature gauge. A water
SMCS Code: 1350-535 temperature gauge which does not work correctly
will not show the correct temperature. Refer to
Above normal coolant temperatures can be caused Testing and Adjusting, “Cooling System - Inspect”.
by many conditions. Use the following procedure
to determine the cause of above normal coolant 6. Check the sending unit. In some conditions, the
temperatures: temperature sensor in the engine sends signals to
a sending unit. The sending unit converts these
signals to an electrical impulse which is used by a
mounted gauge. If the sending unit malfunctions,
the gauge can show an incorrect reading. Also if
Personal injury can result from escaping fluid un- the electric wire breaks or if the electric wire shorts
der pressure. out, the gauge can show an incorrect reading.
If a pressure indication is shown on the indicator, 7. Check the radiator.

push the release valve in order to relieve pressure
before removing any hose from the radiator. a. Check the radiator for a restriction to coolant
flow. Check the radiator for debris, dirt, or
deposits on the inside of the radiator core.
1. Check the coolant level in the cooling system.
Debris, dirt, or deposits will restrict the flow of
Refer to Operation and Maintenance Manual,
coolant through the radiator.
“Cooling System Coolant Level - Check”. If the
coolant level is too low, air will get into the cooling
b. Check for debris or damage between the fins
system. Air in the cooling system will cause a
of the radiator core. Debris between the fins of
reduction in coolant flow and bubbles in the
the radiator core restricts air flow through the
coolant. Air bubbles will keep coolant away from
radiator core. Refer to Testing and Adjusting,
the engine parts, which will prevent the transfer of
“Cooling System - Inspect”.
heat to the coolant. Low coolant level is caused by
leaks or incorrectly filling the radiator.
c. Ensure that the radiator size is according to the
OEM specifications. An undersized radiator
2. Check the mixture of antifreeze and water. The
does not have enough area for the effective
mixture should be approximately 50 percent
release of heat. This may cause the engine to
water and 50 percent antifreeze with 3 to 6
run at a temperature that is higher than normal.
percent coolant conditioner. Refer to Operation
The normal temperature is dependent on the
and Maintenance Manual, “Refill Capacities and
ambient temperature.
Recommendations”. If the coolant mixture is
incorrect, drain the system. Put the correct mixture
8. Check the filler cap. A pressure drop in the radiator
of water, antifreeze and coolant conditioner in the
can cause the boiling point to be lower. This can
cooling system.
cause the cooling system to boil. Refer to Testing
and Adjusting, “Cooling System - Test”.
3. Check for air in the cooling system. Air can enter
the cooling system in different ways. The most
9. Check the fan and/or the fan shroud.
common causes of air in the cooling system
are not filling the cooling system correctly and
a. The fan must be large enough to send air
combustion gas leakage into the cooling system.
through most of the area of the radiator
Combustion gas can get into the system through
core. Ensure that the size of the fan and the
inside cracks, a damaged cylinder head, or a
position of the fan are according to the OEM
damaged cylinder head gasket. Air in the cooling
specifications.
system causes a reduction in coolant flow and
bubbles in the coolant. Air bubbles keep coolant
b. The fan shroud must be the proper size and
away from the engine parts, which prevents the
the fan shroud must be positioned correctly.
transfer of heat to the coolant.
Ensure that the size of the fan shroud and the
position of the fan shroud are according to the
OEM specifications.
10. Check for loose drive belts.

58 SENR9830-23
a. A loose fan drive belt will cause a reduction in b. If the measured restriction is higher than the
the air flow across the radiator. Check the fan maximum permissible restriction, there is a
drive belt for proper belt tension. Adjust the restriction in the exhaust system. Repair the
tension of the fan drive belt, if necessary. Refer exhaust system, as required.
to Operation and Maintenance Manual, “Belt
- Inspect”. 14. Check the shunt line. The shunt line must be
submerged in the expansion tank. A restriction of
b. A loose water pump drive belt will cause a the shunt line from the radiator top tank to the
reduction in coolant flow through the radiator. engine water pump inlet will cause a reduction
Check the water pump drive belt for proper in water pump efficiency. A reduction in water
belt tension. Adjust the water pump drive belt's pump efficiency will result in low coolant flow and
tension, if necessary. Refer to Operation and overheating.
Maintenance Manual, “Belt - Inspect”.
15. Check the water temperature regulator. A water
11. Check the cooling system hoses and clamps. temperature regulator that does not open, or a
Damaged hoses with leaks can normally be seen. water temperature regulator that only opens part
Hoses that have no visual leaks can soften during of the way can cause overheating. Refer to Testing
operation. The soft areas of the hose can become and Adjusting, “Water Temperature Regulator -
kinked or crushed during operation. These areas Test”.
of the hose can cause a restriction in the coolant
flow. Hoses become soft and/or get cracks 16. Check the water pump. A water pump with a
after a period of time. The inside of a hose can damaged impeller does not pump enough coolant
deteriorate, and the loose particles of the hose for correct engine cooling. Remove the water
can cause a restriction of the coolant flow. Refer pump and check for damage to the impeller. Refer
to Operation and Maintenance Manual, “Hoses to Testing and Adjusting, “Water Pump - Test”.
and Clamps - Inspect/Replace”.
17. Check the air flow through the engine
12. Check for a restriction in the air inlet system. compartment. The air flow through the radiator
A restriction of the air that is coming into the comes out of the engine compartment. Ensure
engine can cause high cylinder temperatures. that the filters, air conditioner, and similar items
High cylinder temperatures require higher than are not installed in a way that prevents the free
normal temperatures in the cooling system. Refer flow of air through the engine compartment.
to Testing and Adjusting, “Air Inlet and Exhaust
System - Inspect”. 18. Check the aftercooler. A restriction of air flow
through the air to air aftercooler (if equipped) can
a. If the measured restriction is higher than the cause overheating. Check for debris or deposits
maximum permissible restriction, remove the which would prevent the free flow of air through
foreign material from the engine air cleaner the aftercooler. Refer to Testing and Adjusting,
element or install a new engine air cleaner “Aftercooler - Test”.
element. Refer to Operation and Maintenance
Manual, “Engine Air Cleaner Element - 19. Consider high outside temperatures. When
Clean/Replace”. outside temperatures are too high for the rating
of the cooling system, there is not enough of a
b. Repeat the check for a restriction in the air inlet temperature difference between the outside air
system. and coolant temperatures.
c. If the measured restriction is still higher than 20. Consider high altitude operation. The cooling
the maximum permissible restriction, check the capacity of the cooling system goes down as
air inlet piping for a restriction. the engine is operated at higher altitudes. A
pressurized cooling system that is large enough to
13. Check for a restriction in the exhaust system. keep the coolant from boiling must be used.
A restriction of the air that is coming out of the
engine can cause high cylinder temperatures. 21. The engine may be running in the lug condition.
When the load that is applied to the engine is
a. Make a visual inspection of the exhaust system. too large, the engine will run in the lug condition.
Check for damage to exhaust piping or for a When the engine is running in the lug condition,
damaged muffler. If no damage is found, check engine rpm does not increase with an increase of
the exhaust system for a restriction. Refer to fuel. This lower engine rpm causes a reduction
Testing and Adjusting, “Air Inlet and Exhaust in air flow through the radiator. This lower engine
System - Inspect”. rpm also causes a reduction in coolant flow
through the system. This combination of less air
and less coolant flow during high input of fuel will
cause above normal heating.
SENR9830-23 59
i02594381 7. Look for air or combustion gas in the cooling

system.
Cooling System - Inspect
8. Inspect the filler cap, and check the surface that
SMCS Code: 1350-040 seals the filler cap. This surface must be clean.
Cooling systems that are not regularly inspected are
the cause for increased engine temperatures. Make i02654808
a visual inspection of the cooling system before any
tests are performed. Cooling System - Test
SMCS Code: 1350-040; 1350-081
This engine has a pressure type cooling system. A

Personal injury can result from escaping fluid un- pressure type cooling system has two advantages.
der pressure. The cooling system can be operated in a safe manner
at a temperature higher than the normal boiling point
If a pressure indication is shown on the indicator, (steam) of water.
before removing any hose from the radiator. This type of system prevents cavitation in the water
pump. Cavitation is the forming of low pressure
bubbles in liquids that are caused by mechanical
1. Check the coolant level in the cooling system.
forces. It is more difficult to create an air pocket or a
Refer to Operation and Maintenance Manual,
steam pocket in a pressure type cooling system.
“Cooling System Coolant Level - Check”.
2. Check the quality of the coolant. The coolant

should have the following properties:
• Color that is similar to new coolant

• Odor that is similar to new coolant
• Free from dirt and debris
If the coolant does not have these properties,
drain the system and flush the system. Refill
the cooling system with the correct mixture
of water, antifreeze, and coolant conditioner.
Refer to the Operation and Maintenance Manual Illustration 60
g00921815
for your engine in order to obtain coolant
Boiling point of water
recommendations.
3. Look for leaks in the system. Remember that temperature and pressure work
together. When a diagnosis is made of a cooling
Note: A small amount of coolant leakage across system problem, temperature and pressure must be
the surface of the water pump seals is normal. This checked. Cooling system pressure will have an effect
leakage is required in order to provide lubrication for on the cooling system temperature. For an example,
this type of seal. A hole is provided in the water pump refer to Illustration 60. This will show the effect of
housing in order to allow this coolant/seal lubricant pressure on the boiling point (steam) of water. This
to drain from the pump housing. Intermittent leakage will also show the effect of height above sea level.
of small amounts of coolant from this hole is not an
indication of water pump seal failure.
4. Ensure that the air flow through the radiator does

not have a restriction. Look for bent core fins
between the folded cores of the radiator. Also, look
for debris between the folded cores of the radiator.
5. Inspect the drive belts for the fan.
6. Check for damage to the fan blades.

60 SENR9830-23
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.
Cooling System Conditioner contains alkali. Avoid Illustration 61

g00876179
contact with skin and eyes. 4C-6500 Digital Thermometer
The coolant level must be to the correct level in order The 4C-6500 Digital Thermometer is used in the
to check the coolant system. The engine must be diagnosis of overheating conditions and in the
cold and the engine must not be running. diagnosis of overcooling conditions. This group can
be used to check temperatures in several different
After the engine is cool, loosen the pressure cap parts of the cooling system. Refer to Operating
in order to relieve the pressure out of the cooling Manual, NEHS0554, “4C-6500 Digital Thermometer
system. Then remove the pressure cap. Group” for the testing procedure.
The level of the coolant should not be more than

13 mm (0.5 inch) from the bottom of the filler pipe. If
the cooling system is equipped with a sight glass,
the coolant should be to the proper level in the sight
glass.
Test Tools For Cooling System

Table 12
Tools Needed
Part
Part Name Quantity
Number
4C-6500 Digital Thermometer 1 Illustration 62
g00286269
8T-2700 Blowby/Air Flow Indicator 1 8T-2700 Blowby/Air Flow Indicator
9S-8140 Pressurizing Pump 1 The8T-2700 Blowby/Air Flow Indicator is used

9U-7400 Multitach Tool Gp 1 to check the flow of air through the radiator core.
Refer to Special Instruction, SEHS8712, “Using the
245-5829 Coolant/Battery Tester Gp 1 8T-2700 Blowby/Air Flow Indicator” for the test
procedure for checking blowby.

rotating parts.

SENR9830-23 61
One cause for a pressure loss in the cooling system

can be a damaged seal on the radiator filler cap.
g00286276
Illustration 63
9U-7400 Multitach
g01096114
Illustration 65
The 9U-7400 Multitach Tool Group is used to Typical schematic of filler cap
check the fan speed. Refer to Operating Manual, (1) Sealing surface of both filler cap and radiator
NEHS0605, “9U-7400 Multitach Tool Group ” for the
testing procedure.

and alkali.
At operating temperature, engine coolant is hot

to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.

Cooling System Conditioner contains alkali. Avoid

g00286369
Illustration 64 contact with skin and eyes.
9S-8140 Pressurizing Pump
To check for the amount of pressure that opens the

The 9S-8140 Pressurizing Pump is used to test the filler cap, use the following procedure:
filler caps. This pressurizing pump is also used to
pressure test the cooling system for leaks. 1. After the engine cools, carefully loosen the filler
cap. Slowly release the pressure from the cooling
Check the coolant frequently in cold weather for system. Then, remove the filler cap.
the proper glycol concentration. Use the 245-5829
Coolant/Battery Tester Gp in order to ensure Carefully inspect the filler cap. Look for any
adequate freeze protection. The testers are identical damage to the seals and to the sealing surface.
except for the temperature scale. The testers give Inspect the following components for any foreign
immediate, accurate readings. The testers can substances:
be used for antifreezes and coolants that contain
ethylene or propylene glycol.
• Filler cap
Checking the Filler Cap • Seal
Table 13 • Surface for seal
Tools Needed
Remove any deposits that are found on these
Part items, and remove any material that is found on
Part Name Quantity
Number these items.
9S-8140 Pressurizing Pump 1
2. Install the filler cap on the 9S-8140 Pressurizing
Pump.
62 SENR9830-23
3. Look at the gauge for the exact pressure that • The reading remains steady after five minutes.
opens the filler cap.
The inside of the cooling system has leakage only if
4. Compare the gauge's reading with the opening the following conditions exist:
pressure that is listed on the filler cap.
• The reading on the gauge goes down.
5. If the filler cap is damaged, replace the filler cap.
• You do NOT observe any outside leakage.
Testing The Radiator And Cooling Make any repairs, as required.
System For Leaks
Table 14 Test For The Water Temperature
Tools Needed Sensor
Part Table 15
Part Name Quantity
Number
Tools Needed
9S-8140 Pressurizing Pump 1
Part
Part Name Quantity
Number
Use the following procedure in order to check the
4C-6500 Digital Thermometer 1
cooling system for leaks: or or
2F-7112 Thermometer

and alkali.
Personal injury can result from escaping fluid un-
At operating temperature, engine coolant is hot der pressure.
to heaters or the engine contain hot coolant or If a pressure indication is shown on the indicator,
steam. Any contact can cause severe burns. push the release valve in order to relieve pressure
before removing any hose from the radiator.
Cooling System Conditioner contains alkali. Avoid Making contact with a running engine can cause
contact with skin and eyes. burns from hot parts and can cause injury from
rotating parts.
1. After the engine is cool, loosen the filler cap slowly When working on an engine that is running, avoid
and allow pressure out of the cooling system. contact with hot parts and rotating parts.
Then remove the filler cap from the radiator.
2. Ensure that the coolant level is above the top of Check the accuracy of the water temperature
the radiator core. indicator or water temperature sensor if you find
either of the following conditions:
3. Install the 9S-8140 Pressurizing Pump onto the
radiator. • The engine runs at a temperature that is too hot,
but a normal temperature is indicated. A loss of
4. Take the pressure reading on the gauge to 20 kPa coolant is found.
(3 psi) more than the pressure on the filler cap.
• The engine runs at a normal temperature, but a
5. Check the radiator for leakage on the outside. hot temperature is indicated. No loss of coolant is
found.
6. Check all connection points for leakage, and
check the hoses for leakage. The coolant temperature can be read by using
Caterpillar Electronic Technician (ET).
The cooling system does not have leakage only if the
following conditions exist:.
• You do NOT observe any outside leakage.

SENR9830-23 63
i01666401
Water Temperature Regulator

- Test
SMCS Code: 1355-081; 1355-081-ON
Personal injury can result from escaping fluid un-

der pressure.
If a pressure indication is shown on the indicator,

g01112112
Illustration 66 before removing any hose from the radiator.
Typical single water temperature regulator housing
1. Remove the water temperature regulator from the

engine.
2. Heat water in a pan until the temperature of

the water is equal to the fully open temperature
of the water temperature regulator. Refer to
Specifications, “Water Temperature Regulator”
for the fully open temperature of the water
temperature regulator. Stir the water in the pan.
This will distribute the temperature throughout the
pan.
3. Hang the water temperature regulator in the pan

of water. The water temperature regulator must
Illustration 67
g01112115 be below the surface of the water. The water
temperature regulator must be away from the
Typical dual water temperature regulator housing
sides and the bottom of the pan.
Remove the plug from port (1). Install one of the 4. Keep the water at the correct temperature for ten
following thermometers in the open port: minutes.
• The 4C-6500 Digital Thermometer 5. After ten minutes, remove the water temperature
regulator. Immediately measure the opening
• The 2F-7112 Thermometer of the water temperature regulator. Refer to
Specifications, “Water Temperature Regulator”
A temperature indicator of known accuracy can also for the minimum opening distance of the
be used to make this check. water temperature regulator at the fully open
temperature.
Start the engine. Run the engine until the temperature
reaches the desired range according to the test If the distance is less than the amount listed in the
thermometer. If necessary, place a cover over a manual, replace the water temperature regulator.
portion of the radiator in order to restrict the flow of
air. The reading on the water temperature indicator
should agree with the test thermometer within the i02202528
tolerance range of the water temperature indicator.
Water Pump - Test
SMCS Code: 1361-081
Table 16
Tools Needed
Part
Part Name Quantity
Number
6V-7775 Air Pressure Gauge 1
64 SENR9830-23
g01112112
Illustration 68
Typical single water temperature regulator housing
(1) Port
g01112115
Illustration 69
Typical dual water temperature regulator housing
(1) Port

rotating parts.

Perform the following procedure in order to determine

if the water pump is operating correctly:
1. Remove the plug from port (1).
2. Install the 6V-7775 Air Pressure Gauge in port

(1).
3. Start the engine. Run the engine until the coolant

is at operating temperature.
4. Note the water pump pressure. The water pump

pressure should be 100 to 125 kPa (15 to 18 psi).
SENR9830-23 65
Basic Engine i02487145
Cylinder Block - Inspect

i03642366
SMCS Code: 1201-040
Piston Ring Groove - Inspect
Table 17
SMCS Code: 1214-040 Required Tools
The piston rings may have a Keystone design, Part

Part Name Quantity
Number
which is tapered or the piston rings may have a
square cut design. A 325-8417 Piston Ring Groove 1P-3537 Dial Bore Gauge Group 1
Gauge or a 325-8421 Piston Ring Groove Gauge
is used in order to check the piston's ring grooves
with the Keystone design. A 5P-3519 Piston Ring
Groove Gauge Gp is available for checking piston
ring grooves with straight sides. For instructions on
the use of the gauge, refer to Reuse And Salvage
Guidelines, SEBF8059, “Procedure for Measurement
and Inspection of Pistons”.
Note: Some pistons have a larger diameter, which

depends on the engine arrangement. Make sure that
the properly sized piston ring groove gauge is used
with the pistons that have the keystone style piston.
i03624456 g00285686
Illustration 70
Connecting Rod Bearings - 1P-3537 Dial Bore Gauge Group
Inspect If the main bearing caps are installed without

bearings, the bore in the block for the main bearings
SMCS Code: 1219-040
can be checked. Tighten the nuts on the bearing caps
to the torque that is given in Specifications, “Cylinder
The connecting rod bearings fit tightly in the bore in
Block”. Alignment error in the bores must not be more
the rod. If there is excess movement between the
than 0.08 mm (0.003 inch).
connecting rod and the crankshaft, check the bore
size. This can be an indication of wear because of a
The 1P-3537 Dial Bore Gauge Group can be used
loose fit. Refer to the Reuse And Salvage Guidelines
to check the size of the bore.
, SEBF8009, “Visual Inspection of Main Bearings and
Connecting Rod Bearings”.
i03983278
i02833744 Flywheel - Inspect

Main Bearings - Inspect SMCS Code: 1156-040
SMCS Code: 1203-040 Table 18
No undersized bearings exist for the main bearing Required Tools

journals. For main bearing dimensions and
tolerances, see Reuse And Salvage Guidelines, Part
Description Qty
SEBF8041-15, “Specifications for Crankshafts in Number
Caterpillar Engines”. 8T-5096 Dial Indicator Gp 1
If the main bearings are out of alignment, replace the

cylinder block.
No oversized bearings exist for the main bore of the

cylinder block. For main bearing dimensions and
tolerances, see Reuse And Salvage Guidelines,
SEBF8735-00, “Specifications and Salvage for
Cylinder Blocks on C-9 Engines”.
66 SENR9830-23
Face Runout (Axial Eccentricity) of Bore Runout (Radial Eccentricity)

the Flywheel of the Flywheel
g02166614 g02166737
Illustration 71 Illustration 72
Checking face runout of the flywheel Checking bore runout of flywheel
(1) 7H-1645 Holding Rod (4) 7H-1940 Universal Attachment
(2) 7H-1945 Holding Rod
(3) 7H-1942 Dial Indicator
1. Install 7H-1942 Dial Indicator (3). Make an
adjustment of 7H-1940 Universal Attachment
1. Refer to Illustration 71 and install the dial indicator. (4) so the dial indicator makes contact on the
Always put a force on the crankshaft in the same flywheel.
direction before the dial indicator is read. The
applied force will remove any crankshaft end 2. Set the dial indicator to read 0.0 mm (0.00 inch).
clearance.
3. Turn the flywheel at intervals of 90 degrees and
2. Set the dial indicator to read 0.0 mm (0.00 inch). read the dial indicator.
3. Turn the flywheel at intervals of 90 degrees 4. Take the measurements at all four points. The
and read the dial indicator. Refer to Testing and difference between the lower measurements and
Adjusting, “Finding Top Center Position for No. 1 the higher measurements that are performed at
Piston”. all four points must not be more than 0.15 mm
(0.006 inch), which is the maximum permissible
4. Take the measurements at all four points. The bore runout (radial eccentricity) of the flywheel.
difference between the lower measurements and
the higher measurements that are performed at
all four points must not be more than 0.13 mm
face runout (axial eccentricity) of the flywheel.
SENR9830-23 67
Face Runout (Axial Eccentricity) of

the Flywheel Housing
g02170073
Illustration 73
Flywheel clutch pilot bearing bore
g02510176
Illustration 74
5. To find the runout (eccentricity) of the pilot bearing
bore, use the preceding procedure. 8T-5096 Dial Indicator Gp
6. The runout (eccentricity) of the bore for the pilot If you use any other method except the method that
bearing in the flywheel must not exceed 0.13 mm is given here, always remember that the bearing
(0.005 inch). clearance must be removed in order to receive the
correct measurements.
i04355189 1. Fasten a dial indicator to the flywheel so the anvil

of the dial indicator will contact the face of the
Flywheel Housing - Inspect flywheel housing.
SMCS Code: 1157-040 2. Use a rubber mallet and tap the crankshaft toward
Table 19
the rear before the dial indicator is read at each
point.
Tools Needed
Part
Part Name Quantity
Number
8T-5096 Dial Indicator Gp 1
g00285932
Illustration 75
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).
68 SENR9830-23
4. The difference between the lower measurements

and the higher measurements that are performed
at all four points must not be more than 0.38 mm
face runout (axial eccentricity) of the flywheel
housing.
Bore Runout (Radial Eccentricity)

of the Flywheel Housing
g00763974
Illustration 78
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 Illustration 78. 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).
g02170195
4. Turn the flywheel in order to put the dial indicator
Illustration 76 at position (A). Adjust the dial indicator to 0.0 mm
8T-5096 Dial Indicator Gp (0.00 inch).
1. Fasten a dial indicator to the flywheel so the anvil 5. Turn the flywheel counterclockwise in order to
of the dial indicator will contact the bore of the put the dial indicator at position (B). Write the
flywheel housing. 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.
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
g00285932
Illustration 77 the vertical eccentricity.
Checking bore runout of the flywheel housing
SENR9830-23 69
i02716835
Vibration Damper - Check

SMCS Code: 1205-535
Rubber Vibration Damper (If

Equipped)
g00286046
Illustration 79
Graph for total eccentricity
g01124289
(1) Total vertical eccentricity Illustration 80
(2) Total horizontal eccentricity
Vibration damper and pulley
(3) Acceptable value
(4) Unacceptable value (1) Adapter
(2) Rubber
(3) Damper assembly
10. Find the intersection of the eccentricity lines (4) Bolt
(vertical and horizontal) in Illustration 79. (5) Crankshaft pulley
11. If the point of the intersection is in the “Acceptable” The vibration damper is installed on the front of
range, the bore is in alignment. If the point of crankshaft. The space in the damper assembly (3) is
intersection is in the “Not acceptable” range, the filled with rubber (2). The vibration damper limits the
flywheel housing must be changed. torsional vibration.
Replace the damper if any of the following conditions

exist:
• The damper is dented or cracked.

• The paint on the damper is discolored from heat.
• There is a large amount of gear train wear that is
not caused by lack of oil.
• Analysis of the oil has revealed that the front main

bearing is badly worn.
• The engine has had a failure because of a broken

crankshaft.
70 SENR9830-23
Viscous Vibration Damper (If

Equipped)
g01363868
Illustration 81
Viscous vibration damper
(6) Pulley
(7) Weight
(8) Case
Damage to the vibration damper or failure of the

vibration damper will increase vibrations. This will
result in damage to the crankshaft.
Replace the damper if any of the following conditions

exist:
• The damper is dented, cracked, or fluid is leaking

from the damper.
• The paint on the damper is discolored from

excessive heat.
• The damper is bent.

• The bolt holes are worn or there is a loose fit for
the bolts.
• The engine has had a crankshaft failure due to

torsional forces.
NOTICE
Inspect the viscous vibration damper for signs of leak-
ing and for signs of damage to the case. Either of
these conditions can cause the weight to contact the
case. This contact can affect damper operation.
SENR9830-23 71
Electrical System Refer to Operating Manual, NEHS0764, “Using the

177-2330 Battery Analyzer” for detailed instruction
on the use of the 177-2330 Battery Analyzer
i04035670
Battery - Test
SMCS Code: 1401-081
Most of the tests of the electrical system can be done

on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be
clean, and both components must be tight.
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-
sonnel can be the result.
g02231156
Illustration 83
The battery circuit is an electrical load on the charging
unit. The load is variable because of the condition of 4C-4911 Battery Load Tester
the charge in the battery.
Refer to Operating Manual, SEHS9249, “Use of
4C-4911 Battery Load Tester for 6, 8, and 12 V Lead
NOTICE Acid Batteries” for detailed instruction on the use of
The charging unit will be damaged if the connections the 4C-4911 Battery Load Tester.
between the battery and the charging unit are broken
while the battery is being charged. Damage occurs Use the 4C-4911 Battery Load Tester or the
because the load from the battery is lost and because 177-2330 Battery Analyzer in order to test a battery
there is an increase in charging voltage. High voltage that does not maintain a charge when the battery
will damage the charging unit, the regulator, and other is active. The 4C-4911 Battery Load Tester and
electrical components. the 177-2330 Battery Analyzer are portable units.
The 4C-4911 Battery Load Tester or the 177-2330
Battery Analyzer can be used under field conditions
and under high temperatures.
Refer to Special Instruction, SEHS7633, “Battery Test

Procedure” for the correct procedures to use when
the battery is tested . This publication also contains
the specifications to use when the battery is tested.
i04035716
Charging System - Test

SMCS Code: 1406-081
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 constantly in a low condition of charge
or a large amount of water is needed. A large amount
of water would be more than 1 oz of water per a cell
Illustration 82
g02231076 per a week or per every 100 service hours.
177-2330 Battery Analyzer
72 SENR9830-23
Testing of the charging system components on the The ammeter contains a digital display that is used to
engine is preferred, including the wiring and other monitor current directly within a range between 1 A
components that are a permanent part of the system. and 1200 A. In order to view current readings of less
Off-engine testing or bench testing of the operation than 1 A use the multimeter display. In order to read
of the charging system components is acceptable the multimeter display connect a 6V-6014 Cable
as a last resort. This testing will give an indication between the digital multimeter and the ammeter. The
of needed repair. After repairs are made, test the ammeter then sends the current measurement to the
charging system in order to verify that the charging multimeter display.
system meets specifications.
A lever opens the ammeter jaws over a conductor.
Test Tools For The Charging The conductor diameter cannot be larger than 19 mm
(0.75 inch).
System
The spring loaded jaws close around the conductor
Table 20 for measuring the current. A trigger switch controls
Tools Needed the ammeter. The trigger switch can be locked into
the ON position or into the OFF position.
Part
Part Name Quantity
Number
After the trigger is turned to the OFF position, the
225-8266 Ammeter Tool Gp 1 reading appears in the digital display for 5 seconds.
This meter accurately measures currents in areas
237-5130 Digital Multimeter Gp
or
with a limited access. For example, these areas
or 1
146-4080 Digital Multimeter Gp include areas that are beyond the sight of the
operator. For DC operation, the ammeter contains a
zero control. Batteries inside the handle supply the
225-8266 Ammeter Tool Gp power.
Note: Refer to the user manual for more information

about using the 225-8266 Ammeter Tool Gp.
237-5130 Digital Multimeter Gp or

g02231196
Illustration 84
225-8266 Ammeter Tool Gp
The 225-8266 Ammeter Tool Gp is portable.

This ammeter is a self-contained instrument that
measures electrical currents without breaking the
circuit and without disturbing the conductor insulation. Illustration 85
g02231214
237-5130 Digital Multimeter Gp or 146-4080 Digital Multimeter

Gp
SENR9830-23 73
The 237-5130 Digital Multimeter Gp or the Alternator

146-4080 Digital Multimeter Gp is a portable,
hand-held service tool with a digital display. This The charging rate of the alternator should be
multimeter is built with extra protection against checked when an alternator is charging the battery
damage in field applications. The multimeter is too much. The charging rate of the alternator should
equipped with 7 functions and 29 ranges. The be checked when an alternator is not charging the
237-5130 Digital Multimeter Gp or the 146-4080 battery enough. Make reference to the Specifications
Digital Multimeter Gp has an instant ohms indicator. module in order to find all testing specifications for
This indicator permits checking continuity for a fast the alternators and regulators.
inspection of the circuits. The multimeter can also be
used for troubleshooting capacitors that have small No adjustment can be made in order to change the
values. rate of charge on the alternator regulators. If the
rate of charge is not correct, a replacement of the
Note: Refer to the manual that is provided by the regulator is necessary.
supplier for more information on the use of the
237-5130 Digital Multimeter Gp. Refer to Operation Tightening The Alternator Pulley Nut
Manual, NEHS0678 for complete information for the
use of the 146-4080 Digital Multimeter Gp.
Charging System
To check for correct output of the alternator, see the
Specifications module. Refer to Special Instruction,
REHS0354, “Charging System Troubleshooting”.
If the part number for the alternator to be tested
is not listed in the Special Instruction, refer to the
appropriate Specifications manual for the information
needed to test the alternator.
Before the start of on-engine testing, the charging

system and the battery must be checked according
to the following steps.
1. The battery must be at least 75 percent (1.225 Sp

Gr) of the full charge. The battery must be held
tightly in place. The battery holder must not put
too much stress on the battery.
g01247292
Illustration 86
2. Cables between the battery, the starter, and the
engine ground must be the correct size. Wires Tools for tightening the alternator pulley nut
and cables must be free of corrosion. Wires and (1) 8T-9293 Torque Wrench
cables must have cable support clamps in order to (2) 261-0444 Adapter
(3) 2P-8267 Hex Bit Socket
prevent stress on battery connections (terminals). (4) 8H-8517 Combination Wrench (1-1/8 inch)
(5) 8T-5314 Adapter Socket
3. Leads, junctions, switches, and panel instruments
that have direct relation to the charging circuit Tighten the nut that holds the pulley with the tools
must give correct circuit control. shown. Refer to the Specifications manual for the
torque.
4. Inspect the drive components for the charging unit
in order to be sure that the components are free of Regulator
grease and oil. Be sure that the drive components
can operate the charging unit. The voltage regulator is a solid-state electronic
switch. The regulator senses the voltage of the
5. Check the tension of the belt for the alternator system and controls the field current to the alternator.
pulley. Refer to the Belt Tension Chart for the The output voltage from the alternator will supply
correct tension of the belt. the needs of the battery. The output voltage will also
supply the other components in the electrical system.
74 SENR9830-23
i03301942 The 225-8266 Ammeter Tool Gp is completely

portable. This ammeter is a self-contained instrument
Charging System - Test that measures electrical currents without breaking
the circuit and without disturbing the conductor's
SMCS Code: 1406-081 insulation.
The condition of charge in the battery at each The ammeter contains a digital display that is used
regular inspection will show if the charging system is to monitor current directly within a range between 1
operating correctly. An adjustment is necessary when ampere and 1200 amperes. If an optional 6V-6014
the battery is constantly in a low condition of charge Cable is connected between this ammeter and a
or a large amount of water is needed. A large amount digital multimeter, current readings can be viewed
of water would be more than one ounce of water per directly from the display of the multimeter. The
a cell per a week or per every 100 service hours. multimeter should be used under only one condition:
When it is possible, make a test of the charging • the readings are less than 1 ampere.
unit and voltage regulator on the engine, and use
wiring and components that are a permanent part of A lever opens the ammeter's jaws over a conductor.
the system. Off-engine testing or bench testing will The conductor's diameter can not be larger than
give a test of the charging unit and voltage regulator 19 mm (0.75 inch).
operation. This testing will give an indication of
needed repair. After repairs are made, perform a test The spring loaded jaws close around the conductor
in order to prove that the units have been repaired to for measuring the current. A trigger switch controls
the original condition of operation. the ammeter. The trigger switch can be locked into
the ON position or into the OFF position.
See Special Instruction, REHS0354, “Charging
System Troubleshooting” for the correct procedures After the trigger has been working and the trigger is
to use to test the charging system. This publication turned to the OFF position, the reading appears in
also contains the specifications to use when you test the digital display for five seconds. This accurately
the charging system. measures currents in areas with a limited access.
For example, these areas include areas that are
Test Tools For The Charging beyond the operator's sight. For DC operation, an
ammeter contains a zero control, and batteries inside
System the handle supply the power.
Table 21
237-5130 Digital Multimeter Gp or
Tools Needed
Part
Part Name Quantity
Number
225-8266 Ammeter Tool Gp 1
or or 1
g00283566
Illustration 88
237-5130 Digital Multimeter Gp or 146-4080 Digital Multimeter
Gp
g01012117
Illustration 87
SENR9830-23 75
The 237-5130 Digital Multimeter Gp and the

146-4080 Digital Multimeter Gp are portable
hand-held service tools with a digital display. These
multimeters are built with extra protection against
damage in field applications. Both multimeters are
equipped with seven functions and 29 ranges. The
237-5130 Digital Multimeter Gp and the 146-4080
Digital Multimeter Gp have an instant ohms indicator.
This indicator permits checking continuity for a fast
inspection of the circuits. These multimeters can also
be used for troubleshooting capacitors that have
small values.
i01833081
g01097807
Illustration 89
Electric Starting System - Test Connection for checking pinion clearance
SMCS Code: 1450-081 (1) Connector to the motor

(2) Switch terminal
(3) Ground terminal
Most of the tests of the electrical system can be
done on the engine. The wiring insulation must be 1. Install the solenoid without connector (1) from the
in good condition. The wire and cable connections MOTOR connections (terminal) on the solenoid to
must be clean, and both components must be tight. the motor.
The battery must be fully charged. If the on-engine
test shows a defect in a component, remove the 2. Connect a battery, that has the same voltage as
component for more testing. the solenoid, to the “SW” terminal (2).
The starting system consists of the following four 3. Connect the other side of the battery to ground
components: terminal (3).
• Keyswitch 4. Temporarily, connect a wire from the solenoid
connection (terminal), which is marked “MOTOR”,
• Start relay to the ground connection (terminal). The pinion
will shift to the crank position and the pinion will
• Starting motor solenoid stay there until the battery is disconnected.
• Starting motor
Trouble with the starting system could be caused by
the battery or by charging system problems. If the
starting system is suspect, refer to Service Manual,
SENR3581, “37-MT, 41-MT & 42-MT Series Starting
Motors”. This publication contains troubleshooting
for the starting system, test procedures, and
specifications.
i02773155
Pinion Clearance - Adjust

g01386517
SMCS Code: 1454-025 Illustration 90
(A) Pinion clearance
When the solenoid is installed, make an adjustment (4) Shaft nut
of the pinion clearance. The adjustment can be made (5) Pinion
with the starting motor removed.
5. Push the pinion toward the end with the
commutator in order to remove free movement.
6. Pinion clearance (A) must be 9.10 mm

(0.358 inch).
7. In order to adjust the pinion clearance, remove

the plug and turn the shaft nut (4).
76 SENR9830-23
8. After the adjustment is completed, install the

plug over the nut (4) and install the connector (1)
between the MOTOR terminal on the solenoid and
the starting motor.
SENR9830-23 77
Index Section
Index
A Engine Oil Pressure - Test..................................... 53
Measuring Engine Oil Pressure ......................... 53
Aftercooler - Test ................................................... 47 Reason for High Engine Oil Pressure ................ 55
Aftercooler Core Leakage .................................. 48 Reasons for Low Engine Oil Pressure ............... 54
Air System Restriction........................................ 49 Engine Oil Pump - Inspect..................................... 55
Dynamometer Test............................................. 49 Engine Valve Lash - Inspect/Adjust ....................... 50
Turbocharger Failure ......................................... 49 Valve Lash Adjustment ...................................... 51
Visual Inspection................................................ 47 Valve Lash Check .............................................. 50
Air in Fuel - Test..................................................... 35 Excessive Bearing Wear - Inspect......................... 56
Air Inlet and Exhaust System .......................... 20, 41 Excessive Engine Oil Consumption - Inspect........ 56
Air Inlet Heater ................................................... 22 Engine Oil Leaks into the Combustion Area of the
Ether Starting Aid (If Equipped) ......................... 24 Cylinders .......................................................... 56
Turbocharger ..................................................... 21 Engine Oil Leaks on the Outside of the Engine.. 56
Valve System Components................................ 22 Exhaust Temperature - Test................................... 46
Air Inlet and Exhaust System - Inspect.................. 41
Air Inlet Restriction............................................. 41
Exhaust Restriction ............................................ 42 F
Finding Top Center Position for No. 1 Piston......... 36

B Flywheel - Inspect.................................................. 65
Bore Runout (Radial Eccentricity) of the
Basic Engine.................................................... 30, 65 Flywheel ........................................................... 66
Camshaft............................................................ 33 Face Runout (Axial Eccentricity) of the
Crankshaft.......................................................... 31 Flywheel ........................................................... 66
Cylinder Block And Head ................................... 30 Flywheel Housing - Inspect ................................... 67
Piston, Rings And Connecting Rods.................. 30 Bore Runout (Radial Eccentricity) of the Flywheel
Vibration Damper ............................................... 32 Housing ............................................................ 68
Battery - Test ......................................................... 71 Face Runout (Axial Eccentricity) of the Flywheel
Housing ............................................................ 67
Fuel Quality - Test.................................................. 37
C Fuel System....................................................... 6, 35
Component Description ....................................... 8
Charging System - Test ................................... 71, 74 HEUI Fuel Injector (Operation) .......................... 15
Test Tools For The Charging System........... 72, 74 HEUI Fuel System ............................................... 9
Compression - Test................................................ 50 HEUI Injector (Components).............................. 14
Connecting Rod Bearings - Inspect....................... 65 Introduction .......................................................... 7
Cooling System ............................................... 27, 57 Fuel System - Inspect............................................ 35
Coolant Conditioner (If Equipped)...................... 29 Fuel System - Prime .............................................. 37
Coolant For Air Compressor (If Equipped)......... 29 Fuel System Pressure - Test ................................. 38
Cooling System - Check (Overheating) ................. 57 Checking Fuel Pressure..................................... 39
Cooling System - Inspect....................................... 59 High Fuel Pressure ............................................ 38
Cooling System - Test............................................ 59 Low Fuel Pressure ............................................. 38
Checking the Filler Cap...................................... 61 Unit Injector Hydraulic Pump (Test) ................... 40
Test For The Water Temperature Sensor........... 62
Test Tools For Cooling System .......................... 60
Testing The Radiator And Cooling System For G
Leaks................................................................ 62
Cylinder Block - Inspect......................................... 65 Gear Group (Front) - Time..................................... 40
General Information................................................. 4
Starting The Engine ............................................. 4
E
Electric Starting System - Test............................... 75 I

Electrical System ............................................. 33, 71
Engine Electrical System ................................... 34 Important Safety Information ................................... 2
Grounding Practices .......................................... 33 Increased Engine Oil Temperature - Inspect ......... 56
Electronic Control System Components.................. 5 Inlet Manifold Pressure - Test ................................ 45
Engine Crankcase Pressure (Blowby) - Test ......... 49
78 SENR9830-23
Index Section
Lubrication System .......................................... 24, 53
Main Bearings - Inspect......................................... 65
Pinion Clearance - Adjust ...................................... 75

Piston Ring Groove - Inspect................................. 65
Systems Operation Section ..................................... 4
Table of Contents..................................................... 3
Testing and Adjusting Section ............................... 35
Turbocharger - Inspect .......................................... 43
Inspection of the Compressor and the Compressor
Housing ............................................................ 43
Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 44
Inspection of the Wastegate .............................. 45
Vibration Damper - Check ..................................... 69

Rubber Vibration Damper (If Equipped)............. 69
Viscous Vibration Damper (If Equipped) ............ 70
Water Pump - Test................................................. 63

Water Temperature Regulator - Test ..................... 63
SENR9830-23 79
Index Section
©2012 Caterpillar Cat, Caterpillar, their respective logos, “Caterpillar Yellow” and the Power edge
All Rights Reserved trade dress, as well as corporate and product identity used herein, are trademarks
of Caterpillar and may not be used without permission.

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SENR9830-23

Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Failure to heed this warning can lead to prema-

Table of Contents Electric Starting System - Test .............................. 75

Systems Operation Section Index Section

General Information ................................................ 4 Index ..................................................................... 77

Testing and Adjusting Section

Air Inlet and Exhaust System

Systems Operation Section

The C9 engine is an in-line six cylinder engine.

The C9 Engine uses the hydraulic electronic unit

The engine has built-in diagnostics in order to ensure

Starting The Engine

Cold Weather Starting

Electronic Control System

The electronic control system is integrally designed • Input component

A control component receives the input signals from

An output component is one that is operated by a

As an example, a moving solenoid plunger will

As an example, a dash panel light or an alarm will

These electronic components provide the ability

Introduction • Fuel transfer pump

This fuel system consists of four basic components:

• Hydraulic Electronic Unit Injector (HEUI)

Component Description ECM

The ECM logs faults of engine performance. The

Unit Injector Hydraulic Pump

The fuel system utilizes a hydraulically actuated

All fuel systems for diesel engines use a plunger and

The HEUI uses engine lubrication oil that is

Low actuation pressure of the oil results in low

Fuel Transfer Pump HEUI Fuel System

(1) Unit injector hydraulic pump

Fuel flows from the two micron secondary filter to

Oil from the pump reservoir is pressurized in the unit

Actuation oil that is under high pressure flows from

Actuation Oil Pressure Control

The unit injector hydraulic pump is a variable delivery

During engine start-up, approximately 6 MPa Oil Flow (ENGINE RUNNING)

Note: If the engine is already warm, the pressure that

HEUI Injector (Components) (3) Armature

Refer to Illustration 9. The HEUI injector consists of

• Upper end, or actuator (A)

• Intensifier piston (8)

• Nozzle case (12)

• Check piston (16) Pre-Injection

HEUI Fuel Injector (Operation)

Refer to Illustration 10. The injector is in the phase Pilot Injection

The spool valve (6) is held in the top of the bore

Refer to Illustration 11. Pilot injection occurs when Injection Delay

The drop in pressure under the spool causes a

Pilot injection will continue if the following conditions

• The solenoid is energized.

Refer to Illustration 12. Injection delay begins when Main Injection

Actuation pressure increases under the spool valve

Refer to Illustration 13. Main injection begins when Fill

SMCS Code: 1050 • Lower fuel consumption

(10) Compressor wheel housing

Note: The turbocharger with a wastegate is preset at

If the air inlet heater malfunctions, the engine will still

The crankshaft gear drives the camshaft gear through

The camshaft has two camshaft lobes for each