CATERPILLAR ENGINE TRAINING

3400 & D300 SERIES ENGINES

SYSTEM OPERATIONS
ENGINE DESIGN 3400 SERIES

 3412
3400 FAMILY:
 MECHANILCAL ENGINES:

 3406 – STRAIGHT SIX CYLINDER

 3408 – V8 EIGHT CYLINDER
 3412 – V12 TWELVE CYLINDER

 ELECTRONIC ENGINES:

 3456 – STRAIGHT SIX CYLINDER

3412 ENGINE ARRANGEMENT
 65 DEGREES VEE
 12 CYLINDER
 4 VALVES PER CYLINDER
 BORE – 137.2mm (5.40in)
 STROKE – 152.4mm (6.00in)
 FIRING ORDER : 1,4,9,8,5,2,11,10,3,6,7,12
 ROTATION STANDARD : CCW (counterclockwise)
 VALVE LASH : INTAKE – 0.38mm (0.015in)
EXHAUST – 0.76MM (0.030in)
FUEL SYSTEM: Injectio
n pump

 FUEL FLOW DIAGRAM: housing

Adapter
Dampe w/
Fuel
r orifice
inlet
lines to
pump

Fuel
return
line

Junctio
n box

Primin
g pump
By
Fuel
Pressur pass
tank
e gauge valve

Fuel
suppl
y
line
Primary
Main fuel
Transfe
filte Relie filter
r pump
r f
valve
FUEL FLOW EXPLANATION:
 This engine has a pressure type fuel system. There
is one injection pump and injection nozzle for
each cylinder. The injection pumps are in pump
housing (4) on top front of the engine. The
injection nozzles are in the precombustion
chambers or adapters (for engines with direct
injection) under the valve covers.

 Fuel transfer pump (10) pulls fuel from fuel tanks

(7) through primary filter (9) and sends it
through priming pump (13), main filters (14) and
to the manifold of the injection pump housing. The
fuel in the manifold of the injection pump housing
goes to the injection pumps. The injection pumps
are in time with the engine and send fuel to the
injection valves under high pressure.
On the inlet fitting to the fuel manifold (18) there is a damper (2) to reduce
shock loads caused by the injection pumps. Some of the fuel in the fuel
manifold is constantly sent through a restriction orifice (3) to remove air
from the system. This restriction keeps fuel pressure high and controls the
amount of fuel that goes back to the fuel tank through return line (5).

Retur Adapter
Supply w/
n
line orifice
line

Transfe
r pump dampe
r

Pump
Fuel
inle
t
Transfe
r pump
outlet Fuel
lines lines
nut

Pump
fuel
Pump
manifol
housin
d
g
Valve
cover
adapter
line
FUEL INJECTION PUMP:

 1) Fuel manifold. (2) Inlet passage. (3) Check valve. (4) Pressure relief passage. (5) Pump
plunger. (6) Spring. (7) Gear. (8) Fuel rack (left). (9) Lifter. (10) Link. (11) Lever. (12) Camshaft.
INJECTION PUMP OPERATION
 The rotation of the cam lobes on camshaft (12) cause lifters (9) and pump
plungers (5) to move up and down. The stroke of each pump plunger is always
the same. The force of springs (6) hold lifters (9) against the cam lobes
of the camshaft.

 The pump housing is a "V" shape (similar to the engine cylinder block),
with six pumps on each side.

 When the pump plunger is down, fuel from fuel manifold (1) goes through
inlet passage (2) and fills the chamber above pump plunger (5). As the
plunger moves up it closes the inlet passage.

 The pressure of the fuel in the chamber above the plunger increases until
it is high enough to cause check valve (3) to open. Fuel under high
pressure flows out of the check valve, through the fuel line to the
injection valve, until the inlet passage opens into pressure relief passage
(4) in the plunger. The pressure in the chamber decreases and check valve
(3) closes.

 The longer inlet passage (2) is closed, the larger the amount of fuel which
will be forced through check valve (3). The period for which the inlet
passage is closed is controlled by pressure relief passage (4). The design
of the passage makes it possible to change the inlet passage closed time by
rotation of the plunger. When the governor moves fuel racks (8), they move
gears (7) that are fastened to plungers (5). This causes a rotation of the
plungers.
FUEL INJECTION NOZZLE:
 The fuel injection nozzle is installed in an adapter in the cylinder head and is extended into the
combustion chamber.
 The fuel injection pump sends fuel with high pressure to the fuel injection nozzle where the fuel is
made into a fine spray for good combustion.

 (1) Carbon dam. (2) Seal. (3) Passage. (4) Filter screen. (5) Inlet passage. (6) Orifice. (7) Valve.
 (8) Diameter. (9) Spring.
 Seal (2) goes against the nozzle adapter and prevents leakage of compression from the cylinder.
Carbon dam (1) keeps carbon out of the bore in the nozzle adapter.
FUEL FLOW ON NOZZLE:
 Fuel with high pressure from the fuel injection pump goes
into inlet passage (5). Fuel then goes through filter screen
(4) and into passage (3) to the area below diameter (8) of
valve (7). When the pressure of the fuel that pushes against
diameter (8) becomes greater than the force of spring (9),
valve (7) lifts up. This occurs when the fuel pressure goes
above the Valve Opening Pressure of the fuel injection
nozzle. When valve (7) lifts, the tip of the valve comes off
of the nozzle seat and the fuel will go through the six
small orifices (6) into the combustion chamber.

 The injection of fuel continues until the pressure of fuel

against diameter (8) becomes less than the force of spring
(9). With less pressure against diameter (8), spring (9)
pushes valve (7) against the nozzle seat and stops the flow
of fuel to the combustion chamber.

 The fuel injection nozzle cannot be disassembled and no

adjustments can be made.
AIR INDUCTION SYSTEM
 AIR INLET AND EXHAUST SYSTEM:
 The air inlet and exhaust system components are: air cleaner, turbocharger,
aftercooler (if so equipped), inlet manifold (passages inside the cylinder block),
cylinder head, valves and valve system components, and exhaust manifold.

(1) Exhaust manifold. (2) Inlet manifold and aftercooler (3) Engine cylinder (4) Air
inlet
 (5) Turbocharger compressor wheel (6) Turbocharger turbine wheel (7) Exhaust outlet
AIR INLET AND EXHAUST FLOW
 Clean inlet air from the air cleaner is pulled through air inlet (4) of the
turbocharger by the turning of compressor wheel (5). The compressor wheel causes a
compression of the air. The air then goes to the aftercooler (if so equipped), and
then to inlet manifold (2) of the engine. When the intake valves open, the air goes
into engine cylinder (3) and is mixed with the fuel for combustion. When the exhaust
valves open, the exhaust gases go out of the engine cylinder and into exhaust manifold
(1). From the exhaust manifold, the exhaust gases go through the blades of turbine
wheel (6). This causes the turbine wheel and compressor wheel to turn. The exhaust
gases then go out exhaust outlet (7) of the turbocharger.

 (1)exhaust manifold
 (2) Aftercooler
 (4) Air inlet
 (7) Exhaust outlet
 (8) Turbocharger
 (9) cylinder head
AIR FLOW SCHEMATIC:
 ENGINE WITH AFTERCOOLER:
 (4) Air Cleaner / Air Inlet
 (2) Aftercooler
 Intake manifold / cylinder
 (1) Exhaust manifold
 (8) Turbocharger
 (7) Exhaust outlet

 The aftercooler lowers the temperature of the air inlet, air that comes from the
Compressor outlet of the turbocharger to app 93 deg C(200 degF). This cooler air goes
Into the cylinder.
AIR FLOW SCHEMATIC:
 ENGINE WITHOUT AFTERCOOLER:
 (4) Air Cleaner / Air Inlet
 (10) Intake Manifold / Cylinder
 (1) Exhaust Manifold
 (8) Turbocharger
 (7) Exhaust Outlet
TURBOCHARGER:
 On the industrial engines, two turbochargers are mounted on the rear of the engine.
All of the exhaust gases from the left exhaust manifold goes through the left
turbocharger and the right turbocharger uses the exhaust gases from the right
exhaust manifold.

 (1) EXHAUST MANIFOLD

 (2) OIL DRAIN LINES
 (3) OIL SUPPLY LINES
 (4) AIR INLET
 (20) AIR OUTLET
 (21) TURBOCHARGER
VALVE COMPONENT:
 The valve system components control the flow of inlet air and exhaust gases into and out of the
cylinders during engine operation.
 The crankshaft gear drives the camshaft gear. The camshaft gear must be timed to the crankshaft gear
to get the correct relation between piston and valve movement.
 The camshaft has two cams for each cylinder. One cam controls the exhaust valves, the other controls
the intake valves.
 As the camshaft turns, the lobes of camshaft (9) cause lifters (8) to go up and down. This movement
makes push rods (3) move rocker arms (2). Movement of the rocker arms makes bridges (1) move up and
down on dowels mounted in the cylinder head. The bridges let one rocker arm open and close two valves
(intake or exhaust). There are two intake and two exhaust valves for each cylinder.
 Rotocoils (4) cause the valves to turn while the engine is running. The rotation of the valves keeps
the deposit of carbon on the valves to a minimum and gives the valves longer service life.
 Valve springs (5) cause the valves to close when the lifters move down

 (1) Intake bridge

 (2) Intake rocker arm
 (3) Push rod
 (4) Rotocoil
 (5) valve spring
 (6) valve guide
 (7) Intake valves
 (8) Lifter
 (9) Camshaft
LUBRICATION SYSTEM:
 SYSTEM OIL FLOW:
 (1) To rocker arm shaft. (2) (Earlier engines) to flywheel housing; (Later engines) passage is
plugged. (3) Plug (on rear left). (4) To fuel injection pump housing, governor and fuel ratio control.
(5) Rocker arm shaft. (6) To valve lifters. (7) Camshaft bearings. (8) Piston cooling tubes. (9) To
timing gear housing. (10) Bore for idler gear shaft. (11) Oil manifold in cylinder block. (12) Main
bearings. (13) Oil supply line to turbocharger. (14) Oil supply line to manifold in cylinder block. (15)
Bypass valve for oil filters. (16) Bypass valve for oil cooler. (17) Turbocharger. (18) Engine oil
cooler. (19) Oil return line from turbocharger. (20) Oil filters. (21) Oil pan. (22) Oil pump.
OIL FLOW EXPALNATION:
 With the engine warm (normal operation), oil comes from oil pan (21) through a suction
bell to oil pump (22). The oil pump sends warm oil to oil cooler (18) and then to oil
filters (20).

 From the oil filters, oil is sent to the oil manifold in the cylinder block and to oil
supply line (13) for the turbocharger. Oil from the turbocharger goes back through an
oil return line to oil pan (21).

 From oil manifold (11) in one side of the cylinder block, oil is sent to the oil
manifold in the other side through drilled passages in the cylinder block that connect
main bearings (12) and the camshaft bearings (7). Oil goes through drilled holes in
the crankshaft to give lubrication to the connecting rod bearings. A small amount of
oil is sent through orifices (8) near the main bearings to make the pistons cooler.
Oil goes through grooves in the bores for the front and rear camshaft bearings and
then into passages (6) that connect the valve lifter bores. These passages give oil
under pressure for the lubrication of the valve lifters.

 Oil is sent through passages (1), on front and rear, to rocker arm shafts (5) on both
cylinder heads. Holes in the rocker arm shafts let the oil give lubrication to the
valve system components in the cylinder head.

 In earlier engines, oil was sent through passage (2) to flywheel housing to provide
oil for attachment drives or air compressor. In later engines, passage (2) is plugged.
Oil is sent through an external line from the side of the cylinder block to the
flywheel housing or directly to the air compressor.

 Idler gear (10) gets oil from a passage in the cylinder block and in the shaft for the
idler gear installed on the front of the cylinder block.
 The fuel injection pump and governor gets oil from passage (4) in the cylinder block.
There is a small gear pump between the injection pump housing and the governor. This
pump sends oil under pressure for the hydraulic operation of the hydra-mechanical
governor. Oil for the fuel ratio control is taken from the top of the governor on
later engines and from the top of the fuel injection pump housing on earlier engines.
 The automatic timing advance unit gets oil from the injection pump housing, through
the camshaft for the fuel injection pumps.
 There is a bypass valve in the oil pump. This bypass valve controls the pressure of
the oil from the oil pump. The oil pump can put more oil into the system than is
needed. When there is more oil than needed, the oil pressure goes up and the bypass
valve will open. This allows the oil that is not needed to go back to the inlet oil
passage of the oil pump.
 After the oil for lubrication has done its work, it goes back to the engine oil pan.

(13) Oil supply line to turbocharger. (14) Oil supply line to engine. (15) Bypass valve for
oil filters. (16) Bypass valve for oil cooler. (17) Turbocharger. (18) Engine oil cooler.
(19) Oil return line from turbocharger. (20) Oil filters. (21) Oil pan. (22) Oil pump.
COOLING SYSTEM:
 The engine has a pressure type cooling system. A pressure type cooling system gives
two advantages.

 The first advantage is that the cooling system can have safe operation at a
temperature that is higher than the normal boiling (steam) point of water.

 The second advantage is that this type system prevents cavitation (the sudden making
of low pressure bubbles in liquids by mechanical forces) in the water pump. With this
type system, it is more difficult for an air or steam pocket to be made in the cooling
system.

 In normal operation (engine warm), water pump (10) sends coolant through engine oil
cooler (7) and then into the cylinder block. Coolant moves through the cylinder block
to both cylinder heads, and then goes to the housings for the temperature regulators
(3). The temperature regulators are open and most of the coolant goes through the
outlets (4) to radiator (5). The coolant is made cooler as it moves through the
radiator. When the coolant gets to the bottom of the radiator, it goes to water pump
inlet (11).
 COOLING SYSTEM FLOW

 (1) Turbocharger
 (2) Aftercooler
 (3) Themperature regulator housings
 (4) Water return line to radiator
 (5) Radiator
 (6) Oil cooler water outlet
 (7) Oil cooler
 (8) Aftercooler supply line
 (9) Oil cooler water inlet
 (10) Water pump
 (11) Water pump supply line
 (12) By pass lines
 NOTE: The water temperature regulator is an important part of the cooling system. It
divides coolant flow between radiator (5) and radiator bypass lines (12) as necessary
to maintain the correct temperature. If the water temperature regulator is not
installed in the system, there is no mechanical control, and most of the coolant will
take the path of least resistance through the bypass. This will cause the engine to
overheat in hot weather. In cold weather, even the small amount of coolant that goes
through the radiator is too much, and the engine will not get to normal operation
temperatures.

 When the engine is cold, the water temperature regulator is closed, and the coolant is
stopped from going to the radiator. The coolant goes from the temperature regulator
housings (3) back to the water pump (10) through radiator bypass lines (12).

 On engines with an aftercooler, part of the coolant flows to the engine oil cooler and
part of the coolant flows through line (8) to the aftercooler. From the aftercooler,
the coolant flows through the block, through the heads and back to the regulators.

 On engines without an aftercooler, line (8) becomes an oil cooler bypass line, and it
will connect to outlet bonnet (6) of the oil cooler. Part of the coolant will flow
through engine oil cooler (7), and part will flow through bypass line (8). From outlet
bonnet (6) all the coolant will flow into the cylinder block and then to both cylinder
heads.

 On some engine applications, water-cooled manifolds and a water-cooled turbocharger is

used. With these engines, coolant, taken from the rear oil cooler bonnet (6), flows to
the bottom of the watercooled turbocharger. From the top of the turbocharger, part of
the coolant flows through a line back to the water pump and part of the coolant flows
through the manifolds back to the regulators.
 3456 ENGINE

 ENGINE DESIGN
 ( A ) – INTAKE VALVE
 ( B ) – EXHAUST VALVE
 ( C ) – CYLINDER HEAD
 ( D ) – FLYWHEEL
 ENGINE ARRANGEMENT
 IN LINE – SIX CYLINDERS
 4 VALVES PER CYLINDER
 BORE – 140mm (5.51in)
 STROKE – 171mm (6.73in)
 VALVE LASH – INTAKE : 0.38mm (0.015in)
EXHAUST : 0.76mm (0.030in)
 FIRING ORDER: 1,5,3,6,2,4
 ROTATION : STANDARD COUNTER CLOCKWISE
 FUEL SYSTEM
 (1) FUEL SUPPLY LINE  (7) PRESSURE REGULATING VALVE
 (2) ELECTRONIC UNIC INJECTOR  (8) SECONDARY FUEL FILTER
 (3) FUEL GALLERY  (9) FUEL PRIMING PUMP
 (4) ELECTRONIC CONTROL MODULE (ECM)  (10) FUEL TRANSFER PUMP
 (5) FUEL PRESS SENSOR  (11) PRIMARY FUEL FILTER
 (6) FUEL TEMP SENSOR  (12) FUEL TANK
 The fuel supply circuit is a conventional design for engines with electronic unit
injection. A fuel tank (12) is used to store the fuel prior to use by the engine. A
primary fuel filter/water separator (11) is placed into the fuel supply circuit in
order to remove large debris from the fuel. This debris may have entered the fuel tank
during fueling. The debris may have also entered the fuel tank through the vent for
the fuel tank. 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.

 Fuel is drawn from the fuel tank by the fuel transfer pump (10) . The fuel transfer
pump is a gear pump with fixed clearances. The fuel transfer pump incorporates an
internal relief valve that protects the fuel system from extreme pressure. In the case
of extreme pressure, fuel is redirected back to the inlet of the fuel transfer pump.
There are internal check valves that are also incorporated into the fuel transfer
pump. An inlet check valve prevents fuel from draining back to the fuel tank while the
fuel transfer pump is not in operation. An outlet check valve is used in order to
prevent pressurized fuel leakage back through the pump. The fuel transfer pump is
located in the front of the engine. The fuel transfer pump is driven by the front gear
train.

 Note: The inlet fuel temperature to the fuel transfer pump must not exceed 79 °C (175
°F) when the engine has reached normal operating temperature. Fuel temperatures above
79 °C (175 °F) will reduce the life of the fuel transfer pump check valves. The fuel
efficiency and the engine power output are reduced when the fuel temperature increases
from 30 °C (86 °F) to 70 °C (158 °F). The fuel heaters should be turned "OFF"
during warm weather.
 Fuel from the fuel transfer pump flows to the fuel filter base. The fuel flows through
cored passages in the fuel filter base. The fuel priming pump (9) is mounted on the
fuel filter base. The fuel priming pump is used in order to manually pump the fuel
into the fuel system after the system, or parts of the system have been drained. The
fuel priming pump is used in order to refill the fuel system after air has been
introduced into the system.
 As the fuel flows through cored passages in the fuel filter base, the fuel is directed
into a 2 micron fuel filter (8) . The fuel is filtered in order to remove small
abrasive particles that will cause premature wear to fuel system components. Fuel
flows out of the fuel filter and returns to the passages in the fuel filter base.
Prior to exiting the fuel filter base, the fuel pressure and the fuel temperature is
sampled by the fuel pressure sensor (5) and by the fuel temperature sensor (6) . The
signals that are generated by the sensors are used by the engine control in order to
monitor the condition of the engine's components. This information is also used to
adjust the fuel delivery of the engine in order to optimize efficiency.
 The fuel flows from the fuel filter base to the Electronic Control Module (ECM) (4) .
The pressurized fuel is used in order to cool the electronic components that are in
the ECM. Excessive heat will damage the electronic components in the ECM. The
electronics are used to control engine operation.
 The fuel is then directed through the fuel supply line (1) to fuel manifold (3) that
runs the length of the cylinder head. The fuel enters the cylinder head at the front
of the engine. A continuous flow of fuel is supplied to the electronic unit injectors
(2) in order to perform the following tasks:
 Supply fuel for injection
 Remove excessive heat from the injectors.
 Remove air that may accumulate in the fuel system.
 The excess fuel flow that pumped through the system exits the cylinder head near the
rear of the engine.
 The fuel exits the fuel gallery and returns to the fuel filter base. A pressure
regulating valve (7) that is located in the fuel filter base regulates the pressure
for the fuel system. A sufficient amount of back pressure is maintained in the system
in order to ensure a continuous availability of fuel to the electronic unit injectors.
 UNIT INJECTOR MECHANISM
 (13) UNIT INJECTOR  (15) ROCKER ARM ASSEMBLY
 (14) ADJUSTING NUT  (16) CAMSHAFT
 UNIT INJECTOR OPERATION

 The unit injector mechanism provides the downward force that is

required to pressurize the fuel in the unit injector. When a
signal is received from the ECM, the unit injector (13) injects
the pressurized fuel into the combustion chamber. The camshaft
gear is driven by an idler gear which is driven through the
front gear train by the crankshaft gear. The gears of the front
gear train that are timed must be aligned in order to provide
the correct relationship between the piston and valve movement.
During assembly of the front gear train, care must be taken in
order to correctly align the timing marks of the gears. The
camshaft has three camshaft lobes for each cylinder. Two lobes
operate the inlet and exhaust valves, and one operates the unit
injector mechanism. Force is transferred from the unit injector
lobe on camshaft (16) through rocker arm assembly (15) to the
top of the unit injector. The adjusting nut (14) allows setting
of the unit injector adjustment.
 ELECTRONIC UNIT INJECTOR
 (17) SPRING  (22 / 23) SEAL
 (18) INJECTOR SOLENOID  (24) SPRING
 (19) SOLENOID VALVE ASSEMBLY  (25) SPACER
 (20) PLUNGER ASSEMBLY  (26) INJECTOR BODY
 (21) BARREL  (27) CHECK VALVE
 Fuel at low pressure from the fuel supply manifold enters the electronic unit injector
at the fill port through drilled passages in the cylinder head.
 As the electronic unit injector mechanism transfers the force to the top of the
electronic unit injector, spring (17) is compressed and plunger (20) is driven downward.
This action displaces fuel through the valve in solenoid valve assembly (19) , and into
the return manifold to the fuel tank. As the plunger travels downward, the passage in
barrel (21) is closed by the outside diameter of the plunger. The passages within body
(26) and along check valve (27) to the injector tip already contain fuel for injection.
After the passage in the plunger barrel is closed, the injector is ready for injection
at any time. The start of injection relies on the software in the Electronic Control
Module (ECM).
 When the solenoid valve assembly is energized from a signal across solenoid connection
(18) , the valve closes and fuel pressure is elevated in the injector tip. Injection
begins at 34500 ± 1900 kPa (5000 ± 275 psi) as the force of spring (24) above spacer
(25) is overcome. The check valve begins to lift from the valve seat. The pressure
continues to rise as the plunger cycles through a full stroke. After the correct amount
of fuel has been discharged into the cylinder, the ECM removes the signal to the
solenoid connection. The solenoid valve assembly is de-energized and the valve in the
solenoid valve assembly is opened. The high pressure fuel is then dumped through the
spill port and into the fuel return manifold. The fuel is then returned to the fuel
tank. The check valve in the injector tip seats as the pressure in the tip decreases.
 The duration of injection meters the fuel that is consumed during the fuel injection
process. Injection duration is controlled by the governor logic that is programmed into
the ECM.
 As the camshaft lobe rotates past the point of maximum lobe lift, the force on top of
the electronic unit injector is removed and the spring for the injector mechanism is
allowed to expand. The plunger returns to the original position. This uncovers the fuel
supply passage into the plunger barrel in order to refill the injector pump body. The
fuel at low pressure is again allowed to circulate through the fuel injector body. After
circulating through the fuel injector body, the fuel flows out of the spill port. This
continues until the solenoid valve assembly is re-energized for another injection cycle.
 AIR INDUCTION SYSTEM
 AIR INLET AND EXHAUST SYSTEM
 (1) INLET MANIFOLD
 (2) AFTERCOOLER
 (3) INLET AIR LINES
 (4) EXHAUST PIPE
 (5) TURBINE SIDE OF TURBO
 (6) COMPRESSOR OF TURBO
 (7) AIR FILTER
 The turbocharger compressor wheel pulls inlet air through the
air cleaner and into the air inlet. The air is compressed and
heated to about 150 °C (300 °F) before the air is forced to
the aftercooler. The air flows through the aftercooler core (2)
and the temperature of the compressed air lowers to about 43
°C (110 °F). The combustion efficiency increases because of
the cooler inlet air. This helps to provide lowered fuel
consumption and increased horsepower output. The aftercooler
core (2) is a separate cooler core that is mounted in front of
the engine radiator. The engine fan moves ambient air across
both cores. This cools the turbocharged inlet air and the
engine coolant.

 Air is forced from the aftercooler into the inlet manifold (1).
The airflow from the inlet port into the cylinders is
controlled by inlet valves.
AIR FLOW DIFINITION:
 Each cylinder has two inlet valves (10) and two exhaust valves (9) in the
cylinder head. The inlet valves open when the piston moves downward on the
inlet stroke. When the inlet valves open, cooled compressed air from the
inlet port within the inlet manifold is pulled into the cylinder. The
piston begins to move up on the compression stroke when the inlet valves
close. The air in the cylinder is compressed and the fuel is injected into
the cylinder when the piston is near the top of the compression stroke.
Combustion begins when the fuel mixes with the air. The force of combustion
pushes the piston downward on the power stroke. The exhaust valves open and
the exhaust gases are pushed through the exhaust port into the exhaust
manifold (8). After the piston makes the exhaust stroke, the exhaust valves
close and the cycle begins again.

 Exhaust gases from the exhaust manifold flow into the turbine side of the
turbocharger (5). This causes the turbocharger turbine wheel to turn. The
turbine wheel is connected to the shaft that drives the compressor wheel.
Exhaust gases from the turbocharger pass through the exhaust outlet (4),
through a muffler, and through an exhaust stack.
  (2) AFTERCOOLER  (8) EXHAUST MANIFOLD
 (4) EXHAUST OUTLET  (9) EXHAUST VALVE
 (5) TURBOCHARGER TURBINE  (10) INLET VALVE
 (6) TURBO COMPRESSOR  (11) AIR INLET

Each cylinder has two inlet valves (10) and two exhaust valves (9) in the cylinder head. The inlet
valves open when the piston moves downward on the inlet stroke. When the inlet valves open, cooled
compressed air from the inlet port within the inlet manifold is pulled into the cylinder. The piston
begins to move up on the compression stroke when the inlet valves close. The air in the cylinder is
compressed and the fuel is injected into the cylinder when the piston is near the top of the compression
stroke. Combustion begins when the fuel mixes with the air. The force of combustion pushes the piston
downward on the power stroke. The exhaust valves open and the exhaust gases are pushed through the
exhaust port into the exhaust manifold (8). After the piston makes the exhaust stroke, the exhaust
valves close and the cycle begins again.
Exhaust gases from the exhaust manifold flow into the turbine side of the turbocharger (5). This causes
the turbocharger turbine wheel to turn. The turbine wheel is connected to the shaft that drives the
compressor wheel. Exhaust gases from the turbocharger pass through the exhaust outlet (4), through a
muffler, and through an exhaust stack.
 LUBRICATION SYSTEM
 (1) OIL GALLERY  (6) OIL PAN
 (2) OIL SUPPLY LINE  (7) OIL PUMP
 (3) OIL RETURN LINE  (8) OIL COOLER BY PASS VALVE
 (4) OIL FILTER  (9) SUCTION LINE
 (5) OIL FILTER BY PASS VALVE  (10) OIL COOLER
 LUBRICATION FLOW
 When the engine is cold, oil comes from oil pan (6) through suction
lines (9) to oil pump (7). When the oil is cold, an oil pressure
difference in the bypass valves also causes the bypass valves to
open. These bypass valves then provide immediate lubrication to all
of the engine components when cold oil with high viscosity causes a
restriction to the oil flow through oil cooler (10) and oil filter
(4). The oil pump then sends the cold oil through bypass valve (8)
for the oil cooler and through bypass valve (5) for the oil filter.
The oil then goes to oil manifold (1) in the cylinder block and to
supply line (2) for the turbocharger. Oil from the turbocharger
goes back through oil return line (3) to the oil pan.

 When the oil is hot, an oil pressure difference in the bypass

valves also causes the bypass valves to close. There is normal oil
flow through the oil cooler and the oil filter.

 The bypass valves will also open when there is a restriction in the
oil cooler or the oil filter. This prevents a restricted oil filter
or a restricted oil cooler from stopping the lubrication of the
engine.
 COOLING SYSTEM
 PRESURIZE COOLING SYSTEM

 ADVANTAGE OF HAVING A PRESURIZED COOLING SYSTEM:

 THE COOLING SYSTEM CAN BE OPERATED SAFELY AT A TEMP THAT

IS HIGHER THAN THE BOILING POINT OF WATER.

 CAVITATION ON THE SYSTEN WILL BE PREVENTIVE.

 AIR OR STEAM ARE HAVING DIFFICULTIES ON GET INSIDE ON THE

SYSTEM
 COOLING SYSTEM FLOW
 (1) CYLINDER HEAD  (7) WATER LINE
 (2) WATER TEMP REGULATOR  (8) WATER PUMP
 (3) RETURN LINE  (9) ENGINE BLOCK
 (4) VENT LINE  (10) OIL COOLER
 (5) RADIATOR VENT TUBE  (11) SUPPLY LINE
 (6) SHUNT LINE  (12) RADIATOR
 COOLING SYSTEM OPERATION
 During operation, water pump (8) sends most of the coolant from radiator (12) to oil
cooler (10) .
 The coolant from oil cooler (10) goes into cylinder block (9) through a bonnet and an
elbow. The coolant flows around the cylinder liners into the cylinder head.
 The flow of coolant goes around the valves and the passages for exhaust gases in the
cylinder head. The coolant then goes to the front of the cylinder head. At this point,
two water temperature regulators (2) control the direction of coolant flow.
 Water temperature regulators (2) are closed when the engine is cold. The coolant flows
through the regulator housing and elbow (7) back to water pump (8) .
 If the coolant is at normal operating temperature, water temperature regulators (2)
open and the coolant flows to radiator (12) through the outlet hose (3). The coolant
becomes cooler as the coolant moves through the radiator. When the coolant gets to the
bottom of the radiator, the coolant goes through inlet hose (11) and into water pump
(8) .
 Note: Water temperature regulators (2) are an important part of the cooling system.
Water temperature regulator (2) divides the coolant flow between radiator (12) and
bypass elbow (7). This will maintain the correct temperature.
 Shunt line (6) gives several advantages to the cooling system. The shunt line gives a
positive coolant pressure at the water pump inlet that prevents pump cavitation. A
small flow of coolant constantly goes through shunt line (6) to the inlet of water
pump (8). This causes a small amount of coolant to move constantly through vent tube
(5). The flow through the vent tube is small and the volume of the upper compartment
is large. Air in the coolant is removed as the coolant goes into the upper
compartment.
 The vent line is used to fill the cooling system with coolant for the first time. This
will purge any air out of the top of a bottom filled system.
 A surge tank may be installed into the system. The tank can be mounted on the radiator
or the tank can be mounted on a remote location. The coolant that expands past the
radiator cap is retained in the surge tank. The coolant contracts as the temperature
drops and the coolant is drawn back into the radiator.