3412 ENGINE INDUSTRIAL 38S13236-16483(SEBP1648 - 05) - Docu... https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnu...

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Product: ENGINE - MACHINE

Model: 3412 ENGINE - MACHINE 38S
Configuration: 3412 ENGINE INDUSTRIAL 38S13236-16483

Testing and Adjusting

3412 INDUSTRIAL AND MARINE ENGINES
Media Number -SENR7409-03 Publication Date -01/02/1987 Date Updated -12/10/2001

Troubleshooting can be difficult. The TROUBLESHOOTING INDEX gives a list of possible problems. To
make a repair to a problem, make reference to the cause and correction on the pages that follow.

This list of problems, causes and corrections will only give an indication of where a possible problem can be,
and what repairs are needed. Normally, more or other repair work is needed beyond the recommendation in
the list.

Remember that a problem is not normally caused only by one part, but by the relation of one part with other
parts. This list is only a guide and cannot give all possible problems and corrections. The serviceman must find
the problem and it source, then make the necessary repairs.

1. Engine Will Not Turn When Start Switch Is On.

2. Engine Will Not Start.
3. Engine Misfires Or Runs Rough.
4. Stall At Low rpm.
5. Sudden Changes In Engine rpm.
6. Engine With Dashpot Governor Is Slow To Correct Speed Or Hunts (Changes Speed Constantly).
7. Not Enough Power.
8. Too Much Vibration.
9. Loud Combustion Noise.
10. Valve Train Noise (Clicking).
11. Oil In Cooling System.
12. Mechanical Noise (Knock) In Engine.
13. Fuel Consumption Too High.
14. Loud Valve Train Noise.
15. Too Much Valve Lash.
16. Valve Rotocoil Or Spring Lock Is Free.
17. Oil At The Exhaust.
18. Little Or No Valve Clearance.
19. Engine Has Early Wear.

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20. Coolant In Lubrication Oil.

21. Too Much Black Or Gray Smoke.
22. Too Much White Or Blue Smoke.
23. Engine Has Low Oil Pressure.
24. Engines Uses Too Much Lubrication Oil.
25. Engine Coolant Is Too Hot.
26. Exhaust Temperature Is Too High.
27. Starter Motor Does Not Turn.
28. Alternator Gives No Charge.
29. Alternator Charge Rate Is Low Or Not Regular.
30. Alternator Charge Rate Is Too High.
31. Alternator Has Noise.
32. Rack Solenoid Does Not Stop Engine.

Problem 1. Engine Crankshaft Will Not Turn When Start Switch Is On

Probable Cause:

1. Battery Has Low Output

Make Reference to Item 27.

2. Wires Or Switches Have Defect

Make Reference to Item 27.

3. Starter Motor Solenoid Has A Defect

Make Reference to Item 27.

4. Starter Motor Has A Defect

Make Reference to Item 27.

5. Inside Problem Prevents Engine Crankshaft From Turning

If the crankshaft cannot be turned after the drive equipment is disconnected, remove the fuel nozzles
and check for fluid in the cylinders while the crankshaft is turned. If fluid in the cylinders is not the
problem, the engine must be disassembled to check for other inside problems. Some of these inside
problems are bearing seizure, piston seizure, wrong pistons installed in the engine, and valves making
contact with pistons.

Problem 2. Engine Will Not Start

Probable Cause:

1. Starter Motor Turns Too Slow

Make Reference to Items 27 and 28.

2. Dirty Fuel Filter

Install new fuel filter.

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3. Dirty Or Broken Fuel Lines

Clean or install new fuel lines as necessary.

4. Fuel Transfer Pump

At starting rpm, the minimum fuel pressure from fuel transfer pump must be 35 kPa (5 psi). If fuel
pressure is less than 35 kPa (5 psi), change the fuel filter element. Look for air in the fuel system. If
fuel pressure is still low, install a new fuel transfer pump.

5. No Fuel To Cylinders

Put fuel in tank. "Prime" (remove the air and/or low quality fuel) the fuel system.

6. Bad Quality Fuel

Remove the fuel from the fuel tank and fuel system. Install a new fuel filter element. Put a good grade
of the correct clean fuel in the fuel tank. See FUELS FOR CATERPILLAR DIESEL ENGINES,
Special Instruction Form No. SEHS7067 and MEASURING DIESEL FUEL API SPECIFIC GRAVITY,
Special Instruction Form No. GMG00977.

7. Wrong Fuel Injection Timing

Make adjustment to timing.

8. Shutoff Solenoid Will Not Move To Extended Position

The solenoid must get electricity to stop the engine. Operate the control for the shutoff solenoid and see
if the solenoid makes a noise (clicking sound). If this sound can be heard and the engine will not start,
remove the shutoff solenoid. Now see if the engine will start. If the engine starts, the shutoff solenoid is
bad. Replacement of the solenoid is necessary.

Problem 3. Engine Misfires Or Runs Rough

Probable Cause:

1. Fuel Pressure Is Low

Make sure there is fuel in the fuel tank. Look for leaks or bad bends in the fuel line between fuel tank
and fuel transfer pump. Look for air in the fuel system, sticking, binding or defective fuel bypass valve.
Check fuel pressure. The outlet pressure of the fuel transfer pump is 230 ± 35 kPa (33 ± 5 psi) at full
load speed.

If fuel pressure is lower than 140 kPa (20 psi), install a new filter element. It fuel pressure is still low,
install a new fuel transfer pump.

2. Air In Fuel System

Find the air leak in the fuel system and correct it. If air is in the fuel system, it will probably get in on
the suction side of fuel transfer pump.

3. Leak Or Break In Fuel Line Between Injection Pump And Injection Valve

Install a new fuel line.

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4. Wrong Valve Clearance

Make adjustment according to the Subject, VALVE CLEARANCE SETTING.

5. Defect In Fuel Injection Nozzle(s) Or Injection Pump(s)

Run at rpm that causes engine to misfire the most or run the roughest. Then loosen a fuel injection line
nut at the valve cover base for each cylinder, one at a time. Find the cylinder where a loosened fuel line
nut does not change the way the engine runs. Test the injection pump and injection nozzle for that
cylinder. Install new parts where needed.

6. Wrong Fuel Injection Timing

Make adjustment to timing.

7. Bent Or Broken Push Rod

Replacement of push rod is necessary.

8. Fuel Has "Cloud Point" Higher Than Atmospheric Temperature ("Cloud Point" = Temperature
Which Makes Wax Form In Fuel.)

Drain the fuel tank, lines, and fuel injection pump housing. Change the fuel filter. Fill the tank with fuel
which has the correct "cloud point" and remove the air from the system with the priming pump.

Problem 4. Stall At Low RPM

Probable Cause:

1. Fuel Pressure Is Low

Make sure there is fuel in the fuel tank. Look for leaks or bad bends in the fuel line between fuel tank
and fuel transfer pump. Look for air in the fuel system, sticking, binding or defective fuel bypass valve.
Check fuel pressure. The outlet pressure of the fuel transfer pump is 230 ± 35 kPa (33 ± 5 psi) at full
load speed.

If fuel pressure is lower than 140 kPa (20 psi) install a new filter element. If fuel pressure is still low,
install a new fuel transfer pump.

2. Idle rpm Too Low

Make adjustment to governor so idle rpm is the same as given in the FUEL SETTING AND RELATED
INFORMATION FICHE.

3. Defect In Fuel Injection Nozzle(s)

Install new fuel injection nozzle(s).

4. Engine Accessories

Check engine accessories for damage and correct adjustment. If necessary, disconnect the accessories
and test the engine.

5. Defect In Fuel Injection Pump(s)

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Install new parts if needed.

Problem 5. Sudden Changes In Engine Speed (rpm)

Probable Cause:

1. Failure Of Governor Or Fuel Injection Pump

Look for damaged or broken springs, linkage or other parts. Remove the governor. Check for free
travel of the fuel racks. Be sure fuel injection pumps are installed correctly. Check for correct governor
spring. Install new parts for those that have damage or defects.

Problem 6. Engine With "Dashpot" Governor Is Slow To Correct Speed Or Hunts (Changes Speed
Constantly)

Probable Cause:

1. Wrong Adjustment Of "Dashpot" Governor

Make correct adjustment. Make reference to GOVERNOR ADJUSTMENTS in Testing and Adjusting
section.

Problem 7. Not Enough Power

Probable Cause:

1. Bad Quality Fuel

Remove the fuel from the fuel tank and fuel system. Install a new fuel filter element. Put a good grade
of the correct clean fuel in the fuel tank. See FUELS FOR CATERPILLAR DIESEL ENGINES,
Special Instruction Form No. SEHS7067 and MEASURING DIESEL FUEL API SPECIFIC GRAVITY,
Special Instruction Form No. GMG00977.

2. Fuel Pressure Is Low

Make sure there is fuel in the fuel tank. Look for leaks or bad bends in the fuel line between fuel tank
and fuel transfer pump. Look for air in the fuel system, sticking, binding or defective bypass valve.
Check fuel pressure. The outlet pressure of the fuel transfer pump is 230 ± 35 kPa (33 ± 5 psi) at full
load speed.

If fuel pressure is lower than 140 kPa (20 psi), install a new fuel filter element. If fuel pressure is still
low, install a new fuel transfer pump.

3. Leaks In Air Inlet System

Check the pressure in the air inlet manifold. Look for restrictions in the air cleaner.

4. Governor Linkage

Make adjustment to get full travel of linkage. Install new parts for those that have damage or defects.

5. Wrong Valve Clearance

Make adjustment according to the Subject, VALVE CLEARANCE SETTING.

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6. Defect In Fuel Injection Nozzle(s) Or Fuel Injection Pump(s)

Run at rpm that causes engine to misfire the most or run the roughest. Then loosen a fuel line nut on the
injection pump for each cylinder, one at a time. Find the cylinder where a loosened fuel line nut does
not change the way the engine runs. Test the injection pump and injection nozzle for that cylinder.
Install new parts where needed.

7. Wrong Fuel Injection Timing

Make adjustment to timing.

8. Rack Setting Too Low

Make reference to the FUEL SETTING AND RELATED INFORMATION FICHE.

9. Fuel Ratio Control

Control either needs an adjustment or it is damaged and a new control is needed.

10. Defect In Aftercooler

Check temperature of inlet and outlet water supply. Remove any external or internal restriction.

11. Turbocharger Has Carbon Deposit Or Other Causes Of Friction

Inspect and repair turbocharger as necessary.

Problem 8: Too Much Vibration

Probable Cause:

1. Loose Bolt Or Nut For Pulley Or Damper

Tighten bolt or nut.

2. Pulley Or Damper Has A Defect

Install a new pulley or damper.

3. Engine Supports Are Loose, Worn, Or Have A Defect

Tighten all bolts that hold engine supports. Install new components if necessary.

4. Engine Misfires Or Runs Rough

Make Reference to Item 3.

5. Fan Blade Not In Balance

Loosen or remove fan belts and operate engine for a short time at the rpm that the vibration was
present. If vibration is not still present, make a replacement of the fan assembly.

Problem 9. Loud Combustion Noise (Sound)

Probable Cause:

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1. Bad Quality Fuel

Remove the fuel from the fuel tank and fuel system. Install a new fuel filter element. Put a good grade
of the correct clean fuel in the fuel tank. See FUELS FOR CATERPILLAR DIESEL ENGINES,
Special Instruction Form No. SEHS7067 and MEASURING DIESEL FUEL API SPECIFIC GRAVITY,
Special Instruction Form No. GMG00977.

2. Defect In Fuel Injection Nozzle(s)

Install new fuel injection nozzle(s).

3. Defect In Injection Pump(s)

Install new fuel injection pump(s).

4. Wrong Fuel Injection Timing

Make adjustment to timing.

Problem 10. Valve Train Noise (Clicking)

Probable Cause:

1. Damage To Valve Spring(s), Locks, Or Broken Or Worn Valve Lifter

Install new parts where necessary. Broken locks can cause the valve to get into the cylinder. This will
cause much damage.

2. Not Enough Lubrication

Check lubrication in valve compartment. There must be a strong flow of oil at engine high rpm, but
only a small flow of oil at low rpm. Oil passages must be clean, especially those that send oil to the
cylinder head.

3. Too Much Valve Clearance

Make adjustment according to the Subject, VALVE CLEARANCE SETTING.

Problem 11. Oil In Cooling System

Probable Cause:

1. Defect In Core Of Engine Oil Cooler Or Transmission Oil Cooler

Install a new engine oil cooler or transmission oil cooler. Drain and flush cooling system and refill with
new coolant.

2. Defect In Spacer Plate Gasket

Install new spacer plate gasket.

3. Failure Of Cylinder Head Gasket

Install a new head gasket.

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Problem 12. Mechanical Noise (Knock) In Engine

Probable Cause:

1. Failure Of Bearing For Connecting Rod

Inspect the bearing for the connecting rod and the bearing surface (journal) on the crankshaft. Install
new parts where necessary.

2. Damaged Timing Gears

Install new parts where necessary.

3. Damaged Crankshaft

Make replacement of the crankshaft.

4. Defect In Attachment

Repair or install new components.

Problem 13. Fuel Consumption Too High

Probable Cause:

1. Fuel System Leaks

Large changes in fuel consumption may be the result. Inside leaks probably will cause low engine oil
pressure and an increase in oil level in the engine. Tighten loose connections or make a replacement of
the component that leaks.

2. Fuel And Combustion Noise (Knock)

Make Reference to Item 3 and Item 6.

3. Wrong Fuel Injection Timing

Make adjustment to timing.

4. Wrong Or Poor Quality Fuel

Remove the fuel from the fuel tank and fuel system. Install a new fuel filter element. Put a good grade
of the correct clean fuel in the fuel tank. See FUELS FOR CATERPILLAR DIESEL ENGINES,
Special Instruction Form No. SEHS7067 and MEASURING DIESEL FUEL API SPECIFIC GRAVITY,
Special Instruction Form No. GMG00977.

Problem 14. Loud Valve Train Noise

Probable Cause:

1. Damage To Valve Spring(s)

Make replacement of parts with damage.

2. Damage To Camshaft

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Make replacement of parts with damage. Clean engine thoroughly. If replacement of camshaft is made,
new valve lifters are also necessary.

3. Damage To Valve Lifter

Clean engine thoroughly. Make a replacement of the damaged valve lifters. Inspect camshaft cams
(lobes) for damage. Look for valves that do not move freely. Make an adjustment to valve clearance
according to the Subject, VALVE CLEARANCE SETTING.

4. Damage To Bridges For Valves Or Bridge Dowel

Make a replacement of the bridge and/or bridge dowel, and adjust as necessary.

Problem 15. Too Much Valve Lash

Probable Cause:

1. Not Enough Lubrication

Check lubrication in valve compartment. There must be a strong flow of oil at engine high rpm, but
only a small flow at low rpm. Oil passages must be clean, especially those that send oil to the cylinder
head.

2. Rocker Arm Worn At Face That Makes Contact With Bridge

If there is too much wear, install new parts or rocker arms. Make adjustment of valve clearance
according to the Subject, VALVE CLEARANCE SETTING.

3. Worn Bridge Or Bridge Dowel For Valves

Make replacement of the bridge and/or bridge dowel, and adjust as necessary.

4. End Of Valve Stem Worn

If there is too much wear, install new valves. Make adjustment to valve clearance according to the
Subject, VALVE CLEARANCE SETTING.

5. Worn Push Rods

If there is too much wear, install new push rods. Make adjustment of valve clearance according to the
Subject, VALVE CLEARANCE SETTING.

6. Broken Or Worn Valve Lifters

Install new valve lifters. Check camshaft for wear. Check for free movement of valves or bent valve
stem. Clean engine thoroughly. Make adjustment of valve clearance according to the Subject, VALVE
CLEARANCE SETTING.

7. Worn Cams (Lobes) On Camshaft

Install a new camshaft. Install new valve lifters if damaged. Check for free movement of valves or bent
valve stems. Make adjustment of valve clearance according to the Subject, VALVE CLEARANCE
SETTING.

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Problem 16. Valve Rotocoil Or Spring Lock Is Free

Probable Cause:

1. Broken Locks

Broken locks can cause the valve to get into the cylinder. This will cause much damage.

2. Broken Valve Spring(s)

Install new valve spring(s).

3. Broken Valve

Replace valve and other damaged parts.

Problem 17. Oil At The Exhaust

Probable Cause:

1. Too Much Oil In The Valve Compartment

Look at both ends of the rocker arm shaft. Be sure a plug is in each end of the shaft.

2. Worn Valve Guides

Reconditioning of the cylinder head is needed.

3. Worn Piston Rings

Inspect and install new parts as needed.

Problem 18. Little Or No Valve Clearance

Probable Cause:

1. Worn Valve Seat Or Face Of Valve

Reconditioning of cylinder head is needed. Make adjustment of valve clearance according to the
Subject, VALVE CLEARANCE SETTING.

Problem 19. Engine Has Early Wear

Probable Cause:

1. Dirt In Lubrication Oil

Remove dirty lubrication oil. Install new oil filter elements. Put clean oil in the engine.

2. Air Inlet Leaks

Inspect all gaskets and connections. Make repairs if leaks are found.

3. Fuel Leakage Into Lubrication Oil

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This will cause high fuel consumption and low engine oil pressure. Make repairs if leaks are found.
Install new parts where needed.

Problem 20. Coolant In Lubrication Oil

Probable Cause:

1. Failure Of Engine Oil Cooler

Install a new engine oil cooler. Drain crankcase and refill with clean engine oil. Install new oil filter
elements.

2. Failure Of Cylinder Head Gasket Or Water Seals

Check cylinder liner projection. Install a new spacer plate gasket and new water seals in the spacer
plate. Install a new cylinder head gasket. Tighten the bolts that hold the cylinder head according to the
Specifications.

3. Crack Or Defect In Cylinder Head

Install a new cylinder head.

4. Crack Or Defect In Cylinder Block

Install a new cylinder block.

5. Failure Of Liner Seals

Replace seals.

6. Crack Or Defect In Cartridge Of Turbocharger

Install a new turbocharger cartridge.

Problem 21. Too Much Black Or Gray Smoke

Probable Cause:

1. Not Enough Air For Combustion

Check air cleaner for restrictions.

2. Bad Fuel Injection Valve(s)

Install new fuel injection valve(s).

3. Wrong Fuel Injection Timing

Make adjustment to timing.

4. Defect In Fuel Ratio Control

Make adjustment to or install new control.

Problem 22. Too Much White Or Blue Smoke

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Probable Cause:

1. Too Much Lubrication Oil In Engine

Remove extra oil. Find where extra oil comes from. Put correct amount of oil in engine.

2. Engine Misfires Or Runs Rough

Make Reference to Item 3.

3. Wrong Fuel Injection Timing

Make adjustment to timing.

4. Worn Valve Guides

Reconditioning of cylinder head is necessary.

5. Worn Piston Rings

Install new piston rings. Check condition of cylinder liners.

6. Failure Of Turbocharger Oil Seal

Check inlet manifold for oil. Replace seals and repair turbocharger if necessary.

7. Coolant In Combustion System

Check for cracked head.

Problem 23. Engine Has Low Oil Pressure

Probable Cause:

1. Dirty Oil Filter Or Oil Cooler

Check the operation of bypass valve for the filter. Install new oil filter elements if needed. Clean or
install new oil cooler core. Remove dirty oil from engine. Put clean oil in engine.

2. Diesel Fuel In Lubrication Oil

Find the place where diesel fuel gets into the lubrication oil. Make repairs as needed. Remove the
lubrication oil that has diesel fuel in it. Install new oil filter elements. Put clean oil in the engine.

3. Too Much Clearance Between Rocker Arm Shaft And Rocker Arms

Check lubrication in valve compartment. Install new parts as necessary.

4. Oil Pump Suction Pipe Has A Defect

Replacement of pipe is necessary.

5. Relief Valve For Oil Pump Does Not Operate Correctly

Clean valve and housing. Install new parts as necessary.

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6. Oil Pump Is Worn Or Has A Defect

Repair or make replacement of necessary parts.

7. Too Much Clearance Between Crankshaft And Crankshaft Bearings

Check the oil filter for correct operation. Install new parts as necessary.

8. Too Much Clearance Between Camshaft And Camshaft Bearings

Install new camshaft bearings. Install new camshaft if necessary.

9. Defect In Oil Pressure Gauge

Install new gauge.

10. Too Much Bearing Clearance For Idler Gear

Inspect bearings and make replacement as necessary.

Problem 24. Engine Uses Too Much Lubrication Oil

Probable Cause:

1. Too Much Lubrication Oil In Engine

Remove extra oil. Find where extra oil comes from. Put correct amount of oil in engine.

2. Oil Leaks

Find all oil leaks. Make repairs as necessary.

3. Oil Temperature Is Too High

Check operation of engine oil cooler. Clean the core of the engine oil cooler. Install new parts if
necessary.

4. Too Much Oil In The Valve Compartment

Look at both ends of the rocker arm shaft. Be sure a plug is in each end of the shaft.

5. Worn Valve Guides

Reconditioning of the cylinder head is necessary.

6. Worn Piston Rings And Cylinder Liners

Inspect and install new parts as necessary. Reconditioning of the cylinder block may be necessary.

7. Failure Of Seal Rings In Turbocharger

Check inlet manifold for oil and make repair to turbocharger if necessary.

Problem 25. Engine Coolant Is Too Hot

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Probable Cause:

1. Restriction To Flow Of Coolant Through Radiator Core Tubes Or Heat Exchanger Lines

Clean and flush radiator or heat exchanger lines.

2. Restriction To Air Flow Through Radiator

Remove all restrictions to air flow.

3. Low Fan Speed

Check for worn or loose fan belts.

4. Not Enough Coolant In System

Add coolant to cooling system.

5. Radiator Or Expansion Tank Pressure Cap Has A Defect

Check operation of pressure cap. Install a new pressure cap if necessary.

6. Combustion Gases In Coolant

Find out where gases get into the cooling system. Make repairs as necessary.

7. Water Temperature Regulators (Thermostats) Or Temperature Gauge Has A Defect

Check water temperature regulators for correct operation. Check temperature gauge operation. Install
new parts as necessary.

8. Water Pump Has A Defect

Make repairs or replacement of the water pump as necessary.

9. Too Much Load On The System

Make a reduction to the load.

10. Wrong Fuel Injection Timing

Make adjustment to timing.

11. Torque Converter Or Transmission Does Not Operate Correctly. This Can Cause An Increase In
The Coolant Temperature

Make corrections for torque converter or transmission running too hot.

Problem 26. Exhaust Temperature Is Too High

Probable Cause:

1. Air Inlet System Has A Leak

Check pressure in the air inlet manifold. Look for restrictions at the air cleaner. Correct any leaks.

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2. Exhaust System Has A Leak

Find cause of exhaust leak. Make repairs as necessary.

3. Air Inlet Or Exhaust System Has A Restriction

Remove restriction.

4. Wrong Fuel Injection Timing

Make an adjustment to the timing.

Problem 27. Starter Motor Does Not Turn

Probable Cause:

1. Battery Has Low Output

Check condition of battery. Charge battery or make replacement as necessary.

2. Wires Or Switch Has Defect

Make repairs or replacement as necessary.

3. Starter Motor Solenoid Has A Defect

Install a new solenoid.

4. Starter Motor Has A Defect

Make repair or replacement of starter motor.

Problem 28. Alternator Gives No Charge

Probable Cause:

1. Loose Drive Belt For Alternator

Make an adjustment to put the correct tension on the drive belt.

2. Charging Or Ground Return Circuit Or Battery Connections Have A Defect

Inspect all cables and connections. Clean and tighten all connections. Make replacement of parts with
defect.

3. Rotor (Field Coil) Has A Defect

Install a new rotor.

4. Brushes (if so equipped) Have A Defect

Install new brushes.

Problem 29. Alternator Charge Rate Is Low Or Not Regular

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Probable Cause:

1. Loose Drive Belt For Alternator

Make an adjustment to put the correct tension on the drive belt.

2. Charging Or Ground Return Circuit Or Battery Connections Have A Defect

Inspect all cables and connections. Clean and tighten all connections. Make replacement of parts with
defects.

3. Alternator Regulator Has A Defect

Install a new alternator regulator.

4. Alternator Regulator Not Adjusted Correctly

See ELECTRICAL SYSTEM in Testing and Adjusting. Some alternator regulators can be adjusted and
some cannot be adjusted.

5. Rectifier Diodes Have A Defect

Make replacement of rectifier diode that has a defect.

6. Rotor (Field Coil) Has A Defect

Install a new rotor (this applies only to brush type alternators).

Problem 30. Alternator Charge Rate Is Too High

Probable Cause:

1. Alternator Or Alternator Regulator Has Loose Connections

Tighten all connections to alternator or alternator regulator.

2. Alternator Regulator Has A Defect

Install a new alternator regulator.

3. Alternator Regulator Not Adjusted Correctly

See ELECTRICAL SYSTEM in Testing and Adjusting. Some alternator regulators can be adjusted and
some cannot be adjusted.

Problem 31. Alternator Has Noise

Probable Cause:

1. Drive Belt For Alternator Is Worn Or Has A Defect

Install a new drive belt for the alternator.

2. Loose Alternator Drive Pulley

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Check groove in pulley for key that holds pulley in place. If groove is worn, install a new pulley.
Tighten pulley nut according to Specifications.

3. Drive Belt And Drive Pulley For Alternator Are Not In Alignment

Make an adjustment to put drive belt and drive pulley in correct alignment.

4. Worn Alternator Bearings

Install new bearings in the alternator.

5. Rotor Shaft Is Bent

Make a replacement of the rotor shaft.

6. Rectifiers In The Alternator Are Shorted

Make a replacement of the diode assembly.

Problem 32. Rack Solenoid Does Not Stop Engine

Probable Cause:

1. Electrical Connections Are Not Correct

Correct electrical connections and wiring.

2. Not Enough Plunger Travel

Make an adjustment to the plunger shaft or make a replacement of the solenoid if necessary.

3. Wrong Shaft In Plunger

Install the correct shaft in the plunger.

4. Defect In Solenoid Wiring

Make a replacement of the solenoid.

Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.

Many times work is done on the fuel system when the problem is really with some other part of the engine.
The source of the problem is difficult to find, especially when smoke comes from the exhaust. Smoke that
comes from the exhaust can be caused by a bad fuel injection nozzle, but it can also be caused by one or more
of the reasons that follow:

a. Not enough air for good combustion

b. An overload at high altitude.
c. Oil leakage into combustion chamber.
d. Not enough compression.
e. Fuel injection timing retarded.

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A problem with the components that send fuel to the engine can cause low fuel pressure. This can decrease
engine performance.

1. Check the fuel level in the fuel tank. Look at the cap for the fuel tank to make sure the vent is not filled
with dirt.

2. Check the fuel lines for fuel leakage. Be sure the fuel supply line does not have a restriction or a bad bend.

3. Install a new fuel filter. Clean the primary fuel filter, if so equipped.

4. To remove air from the fuel system, use one of the procedures that follow for the correct application:

PC Engines:

(a) Use the priming pump to remove air from the low pressure side of the fuel system.

(b) Loosen (one at a time) the fuel injection line nut one-half turn at the valve cover base adapter. Use the
priming pump until fuel without air flows from the loose connections, then tighten the nut. Repeat the
procedure for each fuel injection line.

DI Engines:

(a) Use the priming pump to remove air from the low pressure side of the fuel system.

(b) Loosen one-half turn the fuel injection line nuts at the adapter in the valve cover base. Use the starter
motor to turn the engine until fuel without air flows from the loose connections. Tighten the nuts.

NOTE: Because of the check assemblies in the injection pump outlets for the DI engine, the priming pump
will not give enough pressure to remove air from the fuel injection lines.

5. Inspect the bypass valve in the fuel transfer pump to see that there is no restriction to good operation.

An easy check can be made to find the cylinder that runs rough (misfires) and causes black smoke to come
out of the exhaust pipe.

Run the engine at the speed that is the roughest. Loosen the fuel line nut at the adapter in the valve cover
base. This will stop the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is
found that makes no difference in engine performance. Be sure to tighten each fuel line nut after the test
before the next fuel line nut is loosened. Check each cylinder by this method. When a cylinder is found where
the loosened fuel line nut does not make a difference in engine performance, test the injection pump and
nozzle for that cylinder.

Temperature of an exhaust manifold port, when the engine runs at low idle speed, can also be an indication of
the condition of a fuel injection nozzle. Low temperature at an exhaust manifold port is an indication of no
fuel to the cylinder. This can possibly be an indication of a nozzle with a defect. Extra high temperature at an
exhaust manifold port can be an indication of too much fuel to the cylinder, also caused by a nozzle with a
defect.

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The most common defects found with the fuel injection nozzles are:

1. Steel wire brushing of nozzle tip.

2. Orifice wear.
3. Dirty nozzle screen.

5P4150 Nozzle Testing Group

5P4720 Fitting5P8744 Adapter or5P4717 Adapter
8S2270 Fuel CollectorFT1384 Extension8S2245 Cleaning Kit6V6068 Calibration Fluid 19 liters (5 U.S. gal.)
or6V6067 Calibration Fluid 208 liters (55 U.S. gal.)

NOTICE

Be sure to use clean SAE J967 Calibration Fluid when tests are made.
Dirty test fluid will damage components of fuel injection nozzles. The
temperature of the test fluid must be 18 to 24°C (65 to 75°F) for good
test results.

5P4150 Nozzle Testing Group

(A) 5P4721 Tube. (B) 5P4146 Gauge, 0 to 6900 kPa (0 to 1000 psi) used to test PC capsule-type nozzles. (C) 2P2324 Gauge, 0 to 34
500 kPa (0 to 5000 psi) used to test DI capsule-type nozzles and pencil-type nozzles. (D) Gauge protector valve for 5P4146 Gauge
(B). (E) Gauge protector valve for 2P2324 Gauge (C). (F) On-off valve. (G) Pump isolator valve. (H) 5P4720 Fitting. (J) 5P8744
Adapter for capsule-type nozzles. (K) 5P4244 Adapter for pencil-type nozzles.

NOTE: For more information on the 5P4150 Nozzle Testing Group, see Special Instruction Form No.
SEHS7292.

Available in 113.5 liter (30 U.S. gal.) or 208.2 liter (55 U.S. gal.) drums.

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Extra Valve
(L) Gauge protection valve (must be in open position at all times).

When fuel injection nozzles are tested, be sure to wear eye protection.
Test fluid comes from the orifices in the nozzle tip with high pressure.
The test fluid can pierce (go through) the skin and cause serious injury
to the operator. Keep the tip of the nozzle pointed away from the
operator and into the 8S2270 Collector and FT1384 Extension.

The test procedures that follow will give an indication of nozzle condition. A nozzle that has a defect is not
always the only cause for a specific engine problem.

Nozzle Tester Preparation

Illustration I
(1) Test Nozzle (welded orifice). (2) Bottom part of 5P8744 Adapter (J). (J) 5P8744 Adapter. (M) FT1384 Extension. (N) 8S2270
Collector.

Find an old capsule-type fuel nozzle and weld the orifice closed. Keep this fuel nozzle with the tester group
for use in the future.

NOTE: Do not weld the fuel nozzles that are to be tested.

Illustration I shows the latest 5P8744 Adapter. Illustration II shows the former 5P4717 Adapter. Unless some
indication is made, the procedure is the same for the use of either adapter.

Illustration II
(1) Test nozzle (welded orifice). (2) Bottom part of 5P4717 Adapter (J). (J) 5P4717 Adapter.

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1. Install the top part of adapter (J) that holds the capsule nozzle.

2. Put test nozzle (1) (with welded orifice) in the bottom part (2) of adapter (J) that holds the capsule nozzle.
Install and tighten bottom part (2) to top part of adapter (J).

3. Close on-off valve (F) and gauge protector valve (D). Open pump isolator valve (G). Open gauge protector
valve (E).

4. Operate the tester pump until a pressure of 24 000 kPa (3500 psi) is read on 2P2324 Gauge (C). Now, close
pump isolator valve (G).

5. Check all connections for leaks. Tighten connections to stop any leaks that are found.

6. Open on-off valve (F) and remove test (welded) fuel nozzle (1).

Do not loosen the bottom half of the adapter to remove fuel nozzle until
on-off valve is opened and no pressure is read on the gauge. Unless high
pressure is released in the pump, the fluid discharge from the adapter
can cause injury to the operator.

NOTE: To prevent fluid leakage, the top surface of the test (welded) nozzle, and all other nozzles that are to
be tested, must be free of scratches or burrs (sharp edges).

The procedure for Nozzle Tester Preparation must be done each time any of the conditions that follow exist:

a. The complete 5P8744 or 5P4717 Adapter is removed and installed again.

b. Before and after a series of tests.
c. There is an indication of a problem with the nozzle tester.

To test PC capsule-type fuel nozzles, use the sequence that follows:

Nozzle Installation

Pressure Loss Test

Valve Opening Pressure (VOP) Test

NOTICE

Do not use a drill or reamer on the orifice of a nozzle. Do not use steel
brush or wire wheel to clean the tip of the nozzle. The orifice and the
valve can be damaged easily.

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Nozzle Installation

1. Put one of the nozzles to be tested in the bottom part (2) of adapter (J). Install and tighten bottom part (2)
to top part of adapter (J).

Air Removal From Tester

(2) Bottom part of adapter (J). (J) 5P8744 Adapter.

2. Close on-off valve (F). Open gauge protector valve (D) one-half turn. Open pump isolator valve (G)
one-half turn.

3. Bleed (remove) air from the tester as follows:

a. Loosen bottom part (2) of adapter (J) one-half turn.

b. Operate the pump until clear test fluid (free of air bubbles) leaks past the threads at top of adapter
(J).

NOTE: With some 5P8744 Adapters, pressure may start to increase before there is an indication of clear test
fluid. To correct this condition, do Step c.

c. Tighten bottom part (2) of adapter (J).

NOTE: The 5P8744 Adapter makes its own seal, and normally needs very little force when turned on bottom
part (2) of the adapter.

Pressure Loss Test

1. Open gauge protector valve (D) an extra amount of one-half turn (the total amount is now one turn open).

Tester Nomenclature
(B) 5P4146 Gauge, 0 to 6900 kPa (0 to 1000 psi). (D) Gauge protector valve. (F) On-off valve. (G) Pump isolator valve.

2. Operate pump to increase pressure slowly to 2050 kPa (300 psi), and close pump isolator valve (G). Now

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turn gauge protector valve (D) to adjust pressure again to 2050 kPa (300 psi).

3. After 30 seconds, take a pressure reading from the gauge. The pressure at this time must not be below 690
kPa (100 psi) reading on the dial face.

Pressure Loss Range For Good Nozzle

4. If the pressure loss is not in the 1380 kPa (200 psi) range as shown, stop the test sequence. Do not use the
fuel nozzle again.

5. If nozzle is in specification range, see Valve Opening Pressure (VOP) Test.

Valve Opening Pressure (VOP) Test

1. Open pump isolator valve (G) one-half turn.

2. Operate the pump to increase the pressure slowly until test fluid comes from the nozzle tip.

When a fuel injection nozzle is to be tested, keep the tip of the nozzle
pointed away from the operator and into the FT1384 Extension and
8S2270 Collector. Test fluid from the orifices in the tip of the nozzle is
under high pressure and can cause injury to the operator.

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Tester Nomenclature
(B) 5P4146 Gauge, 0 to 6900 kPa (0 to 1000 psi). (D) Gauge protector valve. (F) On-off valve. (G) Pump isolator valve.

3. The pressure reading on the gauge at this time must be in the pressure range as follows:

Valve Opening Pressure (VOP) Range For Good Nozzle

4. If the valve opening pressure (VOP) is not in the 2750 to 5200 kPa (400 to 750 psi) range as shown, do not
use the fuel nozzle again.

To test DI capsule-type fuel nozzles, use the sequence that follows:

Nozzle InstallationPressure Loss TestValve Opening Pressure (VOP) TestFlush The NozzleTip Leakage
TestOrifice Restriction Test

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NOTICE

Do not use a steel brush or a wire wheel to clean the nozzle body or the
nozzle tip. Use of these tools can cause a small reduction of orifice size,
and this will cause a large reduction in engine horsepower. Too much
use of the 8S2258 Brass Wire Brush will also remove the coating that is
on the nozzle for protection.

Nozzle Installation

1. Put one of the nozzles to be tested in the bottom part (2) of adapter (J). Install and tighten bottom part (2)
to top part of adapter (J).

2. Close on-off valve (F) and gauge protector valve (D). Open gauge protector valve (E) one-half turn. Open
pump isolator valve (G) one-half turn.

Tester Nomenclature
(C) 2P2324 Gauge, 0 to 34 500 kPa (0 to 5000 psi). (E) Gauge protector valve. (F) On-off valve. (G) Pump isolator valve.

3. Bleed (remove) air from the tester as follows:

a. Loosen bottom part (2) of adapter (J) one-half turn.

b. Operate the pump until clear test fluid (free of air bubbles) leaks past the threads at top of adapter
(J).

Air Removal From Tester

(2) Bottom part of adapter (J). (J) 5P8744 Adapter.

NOTE: With some 5P8744 Adapters, pressure may start to increase before there is an indication of clear test

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fluid. To correct this condition, do Step c.

c. Tighten bottom part (2) of adapter (J).

NOTE: The 5P8744 Adapter makes its own seal, and normally needs very little force when turned on bottom
part (2) of the adapter. It is possible, however, that it will be necessary to use a 1P2853 Spanner Wrench and
a 1 1/8" open end wrench to tighten the adapter to prevent excessive leakage from some DI fuel nozzles.

Pressure Loss Test

1. Open gauge protector valve (E) an extra amount of one-half turn (the total amount is now one turn open).

Tester Nomenclature
(C) 2P2324 Gauge, 0 to 34 500 kPa (0 to 5000 psi). (E) Gauge protector valve. (F) On-off valve. (G) Pump isolator valve.

2. Operate pump to increase pressure slowly to 15 200 kPa (2200 psi), and close pump isolator valve (G).
Now turn gauge protector valve (E) to adjust pressure again to 15 200 kPa (2200 psi).

NOTE: If it is not possible to reach the 15 200 kPa (2200 psi) pressure with FOUR FULL RAPID STROKES
of the pump handle, stop the test. Do not use the fuel nozzle again.

3. After 30 seconds, take a pressure reading from the gauge. The pressure reading at this time must be 13 800
kPa (2000 psi) or less.

4. If the pressure loss is not within the range shown as GOOD [0 to 13 800 kPa (0 to 2000 psi)], stop the test
sequence. Do not use the fuel nozzle again.

5. If nozzle is in the specification range, see Valve Opening Pressure (VOP) Test.

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Pressure Loss Range For A Good Nozzle

Valve Opening Pressure (VOP) Test

1. Open pump isolator valve (G) one-half turn.

Tester Nomenclature
(C) 2P2324 Gauge, 0 to 34 500 kPa (0 to 5000 psi). (E) Gauge protector valve. (F) On-off valve. (G) Pump isolator valve.

When a fuel injection nozzle is to be tested, keep the tip of the nozzle
pointed away from the operator and into the FT1384 Extension and
8S2270 Collector. Test fluid from orifices in the tip of the nozzle is under
high pressure and can cause injury to the operator.

2. Operate the pump to increase the pressure slowly until test fluid comes from the nozzle tip.

3. The pressure reading on the gauge at this time must be in pressure range that follows:

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VOP Range For A Good Nozzle

4. If the valve opening pressure (VOP) is not in the 16 500 to 21 390 kPa (2400 to 3100 psi) range shown as
GOOD, do not use the fuel nozzle again.

5. If the fuel nozzle is within specification range, see subject Flush The Nozzle.

Flush The Nozzle

1. Close gauge protector valve (D) and (E). Close on-off valve (F). Open pump isolator valve (G).

NOTE: Make sure the nozzle tip extends inside and below the top of FT1384 Extension.

2. Operate the pump rapidly for three full strokes.

Tester Nomenclature

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(C) 2P2324 Gauge, 0 to 34 500 kPa (0 to 5000 psi). (E) Gauge protector valve. (F) On-off valve. (G) Pump isolator valve.

Tip Leakage Test

1. Remove all fluid from the nozzle tip and adapter with a cloth. Put a clean cloth around the lower part of the
adapter to catch any outside leakage that may run down to the tip.

2. Open gauge protector valve (E). Be sure the nozzle tip is completely dry.

3. Make and hold for 30 seconds a pressure of 3450 to 6900 kPa (500 to 1000 psi).

4. If nozzle is not within specifications, do not use the nozzle again.

5. If fuel injection nozzle is within specification, see subject Orifice Restriction Test.

Orifice Restriction Test

1. Close gauge protector valves (D), (E), and on-off valve (F). Open pump isolator valve (G).

2. Point the tip of the fuel injection nozzle into the 8S2270 Collector and FT1384 Extension.

3. Make a rapid increase in pressure and look at the orifice discharge (shape of discharge) when fluid begins
to flow from the nozzle tip. The discharge must be the same through all six orifices. Any change, either
vertically or horizontally, is an indication of a bad nozzle.

Good Nozzle (Use Again)

4. Use the 8S2258 Brass Wire Brush from 8S2245 Cleaning Kit to remove any loose carbon from the nozzle
tip.

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Typical Discharge For Orifice With A Restriction (Replacement Necessary)

Typical Discharge With Horizontal Distortion (Replacement Necessary)

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Typical Discharge With Vertical Distortion (Replacement Necessary)

NOTICE

Do not use a steel brush or a wire wheel to clean the nozzle body or the
nozzle tip. Use of these tools can cause a small reduction of orifice size,
and this will cause a large reduction in engine horsepower. Too much
use of the 8S2258 Brass Wire Brush will also remove the coating that is
on the nozzle for protection.

5P4150 Nozzle Testing Group.

5P4244 Adapter.
8S2270 Fuel Collector.FT1384 Extension.8S2245 Cleaning Kit.
8S2258 Brass Wire Brush.6V4979 Carbon Seal Installation Tool.
1F1153 Needle Nose Pliers.*FT1743 Line Assembly.6V6058 Calibration Fluid 19 liters (5 U.S. gal.)
or6V6067 Calibration Fluid 208 liters (55 U.S. gal.)

NOTE: FT1743 is a standard fuel line used between the through head adapter and the nozzle. Bend the line
to position nozzle in a vertical position in the extension and collector.

NOTE: For more information on the 5P4150 Nozzle Testing Group see, Special Instruction Form No.
SEHS7292.

5P4150 Nozzle Testing Group

(1) Nozzle assembly. (A) FT1743 Line Assembly. (B) 5P4244 Adapter. (C) 5P4721 Tube assembly. (D) 2P2324 Gauge 0 to 34 500
kPa (0 to 5000 psi). (E) 5P4146 Gauge 0 to 6900 kPa (0 to 1000 psi). (F) Gauge protector valve for 2P2324 Gauge. (G) FT1384
Extension and 8S2270 Fuel Collector. (H) Gauge protector valve for 5P4146 Gauge. (J) Gauge protector valve (must be in the open
position at all times).

NOTICE

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Be sure to use clean SAE J967 Calibration Fluid when tests are made.
Dirty test fluid will damage components of fuel injection nozzles. The
temperature of the test fluid must be 18 to 24°C (65 to 75°F) for good
test results.

Nozzle Preparation For Test

Remove seal (3) and carbon dam (2) from the nozzle. Before fuel injection nozzle (1) can be tested, all loose
carbon around the tip of the nozzle must be removed with the 8S2258 Brass Wire Brush (M).

Removing Carbon Dam

(1) Fuel injection nozzle. (2) Carbon dam. (3) Seal.

NOTICE

Do not use a steel brush or a wire wheel to clean the nozzle body or the
nozzle tip. Use of these tools can cause a small reduction of orifice size,
and this will cause a large reduction in engine horsepower. Too much
use of the 8S2258 Brass Wire Brush will also remove the coating that is
on the nozzle for protection.

8S2245 Cleaning Kit

(M) 9S2258 Brass Wire Brush. (N) 6V4979 Carbon Seal Tool. (P) 8S2250 Nozzle Holding Tool.

Clean the grove for carbon seal dam (2) and the body of the nozzle below the groove with the 8S2258 Brass
Wire Brush (M). Remove the carbon, but be sure not to use the brush enough to cause damage to the body of
the nozzle.

NOTE: A change in color in the area below the groove is normal and does not effect the body of the nozzle.

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8N7007 Fuel Injection Nozzle

(4) Bleed screw and seal.

Remove bleed screw and seal (4) from the nozzle.

NOTE: The bleed screw and seal must be removed for all tests except for the Bleed Screw Leakage Test.

NOTE: It is necessary to have an accurate record of the test results for each nozzle that is tested. Make a
record of the result for each nozzle test procedure on Form No. SEHS8144, Nozzle Test Record. These test
sheets are available in a pad of 50 sheets, order one Form SEHS8144.

The fuel injection nozzle cannot be disassembled for cleaning or adjustment. Do the tests that follow to
determine if the nozzle performance is acceptable.

Valve Opening Pressure TestFlush The NozzleTip Leakage TestOrifice Restriction TestBleed Screw Leakage
Test

When fuel injection nozzles are tested, be sure to wear eye protection.
Test fluid comes from the orifices in the nozzle tip with high pressure.
The test fluid can pierce (go through) the skin and cause serious injury
to the operator. Keep the tip of the nozzle pointed away from the
operator and into the 8S2270 Collector and FT1384 Extension.

Valve Opening Pressure Test (VOP)

1. Install 5P4721 Tube Assembly (C), 5P4244 Adapter and FT1743 Line Assembly on the tester.

2. Install the fuel injection nozzle on tube (A). Be sure the nozzle is inside FT1384 Extension (G) and 9S2270
Fuel Collector.

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Nozzle Ready For Test

(F) Gauge protector valve. (K) Pump isolator valve. (L) On-off valve.

NOTICE

Put a shop towel around the upper part of the nozzle to take in any fuel
leakage.

3. Close on-off valve (L). Open pump isolator valve (K).

4. Open gauge protector valve (F). Operate the pump to make a slow increase in pressure until the valve in
the fuel injection nozzle just starts to open. Read the maximum gauge pressure at the instant fluid flows from
the tip.

NOTE: It is possible for the pressure reading of the gauge to go down fast if the valve makes a noise
(chatters) when it opens. It is also possible for the pressure reading of the gauge to be almost constant when
the valve in the fuel injection nozzle opens.

NOTE: The valve in the fuel injection nozzle can be good and still not make noise (chatter), or not have a
very fine vapor (spray) from the orifices in the tip of the fuel injection nozzle during Step 4.

If the opening pressure is not within specifications, do not use the fuel injection nozzle again.

Flush The Nozzle

1. Close gauge protector valve (F). Close on-off valve (L). Open pump isolator valve (K).

NOTE: Make sure nozzle extends inside and below the top of FT1384 Extension (G).

2. Operate the pump rapidly for three full strokes.

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Tip Leakage Test

1. Remove all fuel from the nozzle tip and body with a clean cloth.

2. Put a clean cloth around the body of the nozzle to take in any leakage from the bleed screw hole and
prevent any fuel leakage to drain down to the tip of the nozzle.

Nozzle Ready For Test

(F) Gauge protector valve. (K) Pump isolator valve. (L) On-off valve.

3. Open gauge protector valve (F). Close on-off valve (L). Open pump isolator valve (K).

4. Make and hold for 15 seconds a pressure of 1380 kPa (200 psi) less than the opening pressure measured in
VOP Test and make a note of the number of drops that fall.

5. If the nozzle is not within specifications, DO NOT USE THE NOZZLE.

Orifice Restriction Test

1. Close gauge protector valve (F) and on-off valve (L). Open pump isolator valve (K).

2. Point the tip of the fuel injection nozzle into the 8S2270 Fuel Collector and FT1384 Extension (G).

3. Make a rapid increase in pressure and look at the orifice discharge (shape of discharge).

The discharge must be the same through all six orifices. Any change either vertically or horizontally, is an
indication of a bad nozzle.

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Good Nozzle (Use Again)

Typical Discharge For Orifice With A Restriction (Replacement Necessary)

Typical Discharge With Horizontal Distortion (Replacement Necessary)

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Typical Discharge With Vertical Distortion (Replacement Necessary)

Bleed Screw Leakage Test

Bleed Screws For Fuel Injection Nozzle

1. Install bleed screw (4) and the seal (washer) in the fuel injection nozzle. Tighten a type (A) bleed screw to
0.9 ± 0.1 N·m (8 ± 1 lb.in.). Tighten a type (B) or (C) bleed screw to 1.8 ± 0.2 N·m (16 ± 2 lb.in.). (Use the
6V4980 Torque Screwdriver to tighten the bleed screw to the correct torque).

NOTICE

Do not tighten the bleed screw more than the torque shown. The bleed
screw or seal can be damaged.

2. Put the tip of the fuel injection nozzle down inside the 8S2270 Fuel Collector and FT1384 Extension (G).

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3. Close on-off valve (L). Open gauge protector valve (F) and pump isolator valve (K).

4. Pump the tester until fuel injection nozzle is full of fluid and the pressure on the gauge is 20 700 kPa (3000
psi).

NOTE: 15 or 20 strokes of the pump may be necessary for the pressure to get to 20 700 kPa (3000 psi).

5. If there is leakage, replace the sealing washer. Inspect the washer face of the bleed screw for damage,
install a new screw if necessary. Test the nozzle again. If there is still leakage, the fuel injection nozzle must
be replaced.

Installing Carbon Dam

(2) Carbon dam. (3) Seal. (N) 6V4979 Carbon Seal Tool.

6. If no fuel leakage is found, the fuel injection nozzle is acceptable. Put a new washer (3) on the nozzle.
Install a new carbon dam (2) in nozzle groove with 6V4979 Carbon Seal Tool (N).

NOTE: Make sure the correct washer (3) is used when the nozzle assembly is installed.

Injection Valve (Capsule-Type Nozzle)

5P144 Socket5P5195 Fuel Line Wrench5P6229 Extractor

If a fuel injection nozzle has been removed from the direct injection adapter or precombustion chamber, test
the nozzle when it is again installed. See Fuel Injection Nozzle Testing (Capsule-Type).

Make sure the contact surfaces of the nozzle and direct injection adapter or precombustion chamber are clean
and smooth before installation of the nozzle. Tighten the nut that holds the nozzle in position to 75 ± 7 N·m
(55 ± 5 lb.ft.).

NOTICE

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The nut that holds the nozzle in position must have the correct torque.
There will be damage to the nozzle if the nut is too tight. If the nut is not
tight enough, the nozzle can leak.

Install the inner fuel injection line to the adapter and to the nozzle. Tighten nuts of both ends to 40 ± 7 N·m
(30 ± 5 lb.ft.). Use the 5P144 Socket to tighten the fuel line nut at the nozzle. Use 5P5195 Fuel Line Wrench
to tighten fuel line nut at the adapter.

Removal Of Injection Pump

6V6019 Timing Pin8T5287 Wrench8S2244 Extractor

1. Remove plug (1) from the fuel injection pump housing.

Plug In Hole For Zero Rack Set

(1) Plug.

2. Install 6V6019 Timing Pin (A) with the flat end down in the hole that plug (1) was removed from.

3. Turn governor control shaft (2) in the "FUEL-ON" direction and push down on timing pin (A) until it
engages in the slot (groove) in the right rack. The racks are now centered (at zero position). The fuel injection
pumps can now be removed.

Pin Installed For Zero Rack Set

(2) Governor control shaft. (A) Timing pin.

4. Disconnect the fuel lines from the injection pumps to be removed.

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5. Use the 8T5287 Wrench to loosen the bushing that holds the fuel injection pump in the housing.

6. Install 8S2244 Extractor (5) on the threads of the injection pump. Pull the pump straight out of the bore.

When injection pumps and spacers are removed from the injection pump housing, keep the parts for each
pump together so they can be installed back in their original location. Make reference to subject, Injection
Pump Plunger And Lifter Washer Check.

Be careful when injection pumps are disassembled. Do not damage the surface on the plunger. The plunger
and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel of another
pump. If one part is worn, install a complete new pump assembly. Be careful when the plunger is put in the
bore of the barrel.

Installation Of Injection Pump

9S240 Rack Position Tool Group

or 6V9128 Rack Position Tool Group6V6019 Timing Pin.8T5287 Wrench.8S2244 Extractor.

NOTICE

The fuel rack MUST BE IN THE CENTER POSITION before the

correct installation of an injection pump is possible.

The procedure to center the fuel rack is shown in the subject Removal Of Injection Pump.

To install a fuel injection pump back into the housing bore, use the procedure that follows:

1. Put 8S2244 Extractor (5) on threads of injection pump.

2. Put groove of barrel (3) in alignment with slot of gear segment (4) (slot is on opposite side of gear segment
teeth).

Fuel Pump Installation (Typical Illustration)

(3) Barrel. (4) Gear segment. (5) 8S2244 Extractor. (6) Bushing.

3. Look inside the bore of the injection pump housing to find the dowel. Put groove of the barrel in alignment
with the dowel and put the injection pump straight down into the bore.

4. Push down on extractor (5) (hand force only) and install bushing (6) that holds the injection pump in the

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pump housing. If the pump is in the correct position, the bushing will turn into the threads of the injection
pump housing with the fingers until it is even with the top of the housing (except for the pump that is in the
position to fire). When bushing is installed correctly, tighten the bushing to 205 ± 14 N·m (150 ± 10 lb.ft.).

NOTICE

Damage to the housing will be the result if the bushing is too tight. If
the bushing is not tight enough, the pump will have leakage.

5. Remove the 6V6019 Timing Pin from injection pump housing and install the plug back in the hole.

6. Move the governor control back to SHUTOFF position. Check to be sure governor control moves freely
between fuel-on and shut-off position.

Check for the correct installation of injection pump with the engine stopped. Rack travel from the center
position in the fuel-on direction can be checked with governor installed, but the governor and governor piston
must be removed to check for full rack travel. Use 9S240 Rack Position Tool Group and the chart that follows
to check rack travel. Make reference to Fuel Rack Setting for installation of 9S240 Rack Position Tool Group.

With the governor piston and valve removed, the total amount of fuel rack travel (from shutoff position to full
load position) is approximately 20.32 mm (.800 in.). If the pump is installed wrong (center tooth of gear
segment is not in correct notch of fuel rack) fuel rack travel will be less than 20.32 mm (.800 in.). The
injection pump will have to be removed and then installed correctly.

If one or more of the fuel injection pumps have been installed wrong, it
is possible for the engine to run out of control when started. When any
of the fuel injection pumps have been removed and installed with the

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fuel injection pump housing on the engine, take the precautions (steps)
that follow to stop the engine if it starts to overspeed (run out of
control).

a. Disconnect the air cleaner from the turbocharger and leave the air inlet open as shown.

Turbocharger With Open Air Inlet

(7) Air inlet.

b. If a pump has been installed wrong and the engine does not run in a normal way, put a steel plate over the
air inlet opening as shown to stop the engine.

Be careful when plate is put against air inlet opening. Due to excessive
suction, the plate can be pulled quickly against air inlet opening. To
avoid crushed fingers, do not put fingers between plate and air inlet
opening.

Stopping The Engine (Typical Example)

NOTE: If engine has two turbochargers, both inlets must be covered to stop the engine.

Check timing dimension for the fuel injection pumps. Make an adjustment if necessary, with the pump
housing off the engine. When an adjustment to the timing dimension is done correctly, fuel injection in the
cylinder will be at the correct time. If the timing dimension is too small, fuel injection will be early. If the
timing dimension is too large, fuel injection will be too late.

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An injection pump can have a good fuel flow coming from it but not be a good pump because of slow timing
that is caused by wear on the bottom end of the plunger. When making a test on a pump that has been used
for a long time, use a micrometer and measure the length of the plunger. If the length of the plunger is shorter
than the minimum length (worn) dimension given in the chart, install a new pump.

Wear Between Lifter Washer And Plunger

Fig. A shows the contact surfaces of a new pump plunger and a new lifter washer. In Fig. B the pump plunger and lifter washer have
worn a large amount. Fig. C shown how the flat end of a new plunger makes bad contact with a worn lifter washer, causing rapid
wear to both parts.

When there is too much wear on the pump plunger, the lifter (or lifter washer, if so equipped) may also be
worn and there will not be good contact between the two parts. To stop fast wear on the end of a new
plunger, install new lifters in the place of lifters that have wear.

Look for wear at the top part of the plunger. Check the operation of the plunger according to the instructions
for the Fuel Injection Test Bench.

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Fuel from the fuel injection pumps is sent through the fuel injection lines to the fuel injection valves.

Each fuel injection line of an engine has a special design and must be installed in a certain location. When
fuel injection lines are removed from an engine, put identification marks or tags on the fuel lines as they are
removed, so they can be put in the correct location when they are installed.

The nuts that hold a fuel injection line to an injection valve and injection pump must be kept tight. Use a
torque wrench and the 2P5494 Crowfoot Wrench to tighten the fuel line nuts to 40 ± 7 N·m (30 ± 5 lb.ft.).

The fuel bypass valve controls fuel pressure to the fuel injection pump at full speed to a pressure of 230 ± 35
kPa (33 ± 5 psi).

9S9082 Engine Turning Tool.

NOTE: No. 1 piston at top center (TC) on the compression stroke is the starting point for all timing
procedures.

Locating Top Center (Right Side Of Engine Shown)

(1) Timing bolt (in storage location). (2) Plug. (3) Bolt. (4) Cover.

1. Remove timing bolt (1), bolt (3) and cover (4).

2. Remove plug (2).

3. Install 9S9082 Engine Turning Tool (5) in the housing.

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Location For 9S9082 Engine Turning Tool

(5) 9S9082 Engine Turning Tool.

4. Hold timing bolt (1) against the flywheel through the hole from which plug (2) was removed.

5. Use a 1/2" drive ratchet and tool (5) to turn the flywheel counterclockwise (as seen from the rear of the
engine). Stop when the timing bolt goes into a threaded hole in the flywheel. If the timing bolt can be turned
freely in the threaded hole in the flywheel, the No. 1 piston of the engine is on top center.

NOTE: If the hole in the flywheel is turned beyond the hole in the flywheel housing, turn the flywheel back
(clockwise) a minimum of 45°. Do Step 5 again. This will prevent timing error caused by play in the timing
gears.

Cylinder And Valve Location

6. Remove the left front valve cover. Look at the valves of No. 1 cylinder. The valves will be closed if No. 1
piston is on the compression stroke. You should be able to move the rocker arms up and down with your
hand. If No. 1 piston is not on the compression stroke, do the steps that follow.

7. Remove the timing bolt from the flywheel.

8. Turn the flywheel 360° counterclockwise and install the timing bolt.

NOTE: If the hole in the flywheel is turned beyond the hole in the flywheel housing, turn the flywheel back
(clockwise) a minimum of 45°. Do Step 5 again. This will prevent timing error caused by play in the timing
gears.

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8T5300 Timing Indicator Group.8T5301 Diesel Timing Adapter Group.

8T5300 Timing Indicator Group

(1) 8T5250 Engine Timing Indicator. (2) 5P7366 Cable Assembly. (3) 6V2197 Magnetic Transducer. (4) 5P7362 Cable. (5) 6V2199
& 6V3093 Transducer Adapters. (6) 8K4644 Fuse.

The 8T5300 Timing Indicator Group must be used with an 8T5301 Diesel Timing Adapter Group.

8T5301 Diesel Timing Adapter Group

(7) 5P7437 Adapter. (8) 6V2198 Cable. (9) 5P7436 Adapter. (10) 6V7910 Transducer. (11) 5P7435 Adapter. (12) 6V3016 Washer.

A high pressure fuel line must be disconnected. To avoid personal injury

or fire from fuel spray, the engine must be stopped before the fuel line is
disconnected.

When checking the dynamic timing on an engine that has a mechanical advance, Caterpillar recommends that
the serviceman calculate and plot the dynamic timing specifications first on a worksheet like Form No.
SEHS8140. These worksheets are available in pads of 50 sheets, order one Form No. SEHS8140. See Special
Instruction, Form No. SEHS8580, for information required to calculate the timing curve.

NOTE: For more information on acceptable tolerances for dynamic fuel injection timing, see Service
Magazines dated 4-1-85 and 10-28-85.

After the timing values are calculated and plotted, the dynamic timing should be checked with the 8T5300
Engine Timing Indicator Group. To do this, the serviceman must operate the engine from 1000 rpm (base
rpm) to high idle and from high idle to 1000 rpm (base rpm). Unstable readings are often obtained below 1000
rpm. He must record the dynamic timing at each 100 rpm and at the specified speeds during both acceleration
and deceleration. Then he should plot the results on the worksheet.

Inspection of the plotted values will show if the fuel injection timing is within specification and if it is

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advancing correctly.

1. See the Engine Information Plate for the performance specification number and make reference to the Fuel
Setting And Related Information Fiche for the correct timing specifications to use.

2. Make reference to Operation Instructions inside the lid of the 8T5300 Engine Timing Indicator (1) or
Special Instruction Form No. SEHS8580 for complete instructions and calibration.

The engine must be stopped before the timing indicator group is

installed. A high pressure fuel line must be disconnected and a probe
must be installed against the flywheel.

Transducer Installed (Typical Example)

(10) Injection transducer. (13) Fuel Injection line for No. 1 cylinder.

3. Disconnect fuel injection line (13) for No. 1 cylinder. Slide the nut up and out of the way. Put 5P7436
Adapter (9) in its place and turn the adapter onto the fuel pump bonnet until the top of the bonnet threads are
approximately even with the bottom of the "window" in 5P7436 Adapter (9).

4. Put 5P7435 Tee Adapter (11) on injection transducer (10) and put the end of 5P7435 Tee Adapter (11) in
the "window" of 5P7436 Adapter (9).

5. Move the end of fuel line (13) down on top of 5P7435 Tee Adapter (11). Hold fuel line (13) in place with
5P7437 Adapter (7) and tighten to a torque of no more than 40 N·m (30 lb.ft.).

6. Remove plug (14) from timing hole in flywheel housing. Install transducer adapter (5) into the timing hole
and tighten just a small amount more than finger tight.

Timing Hole Location

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(14) Plug.

7. Push magnetic transducer (3) into transducer adapter (5) until it makes contact with the flywheel. Pull it
back out 1.5 mm (.06 in.) and finger tighten the knurled locknut.

Transducer In Position
(3) Magnetic transducer.

8. Connect the cables from the transducer to engine timing indicator (1). Calibrate and make adjustments. For
calibration procedure, refer to Special Instruction Form No. SEHS8580.

9. Start the engine and let it reach operating temperature. Then run the engine at approximately one-half
throttle for eight to ten minutes before measuring timing.

10. Run the engine at the speeds required to check low idle, timing advance and high idle. Record the engine
timing indicator readings. If the engine timing is not correct, make reference to Fuel System Adjustments: On
Engine, Fuel Injection Pump Timing (Timing Pin Method) for static adjustment of the fuel injection pump
drive.

11. If the timing advance is still not correct, or if the operation of the advance is not smooth, make a repair or
replacement of the automatic advance unit. There is no adjustment to the unit.

Fuel Injection Pump Timing Timing Pin Method

6V6019 Timing Pin.

1. Put No. 1 piston at top center (TC) on compression stroke. Make reference to Top Center (TC) Position
For No. 1 Piston.

2. Remove the plug at the front end of the fuel injection pump housing. On earlier engines, the fuel ratio
control (if so equipped) must be removed.

NOTE: On later engines, a 1P3566 9/16" Hex Bit cut to a length of 25 mm (1.0 in.) can be used to remove
the plug from the front end of the injection pump housing.

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Timing Pin Installed (Typical Illustration)

(A) 6V6019 Timing Pin.

3. Install 6V6019 Timing Pin (A) [end with taper] through the hole in the injection pump housing.

NOTICE

Too much pressure on the timing pin can damage the fuel injection
pump or the timing pin.

4. If timing is correct, the timing pin will go into the notch in the camshaft and the timing bolt will turn into
the threaded hole in the flywheel. If timing is NOT correct, the timing must be changed.

NOTE: If timing is correct, BE SURE TO REMOVE TIMING PIN AND TIMING BOLT.

If timing was NOT correct, remove timing pin and use the procedure that follows to change the timing.

a. Remove cover (1) for access to the four bolts of the automatic timing advance unit.

Access Cover To Automatic Timing Advance Unit

(1) Cover.

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Automatic Timing Advance Unit

(2) Bolts. (3) Automatic timing advance unit. (4) Retainer.

b. BE SURE the timing pin is removed before you loosen the bolts. Loosen the four bolts (2) which hold
automatic timing advance unit (3) on the fuel pump camshaft.

c. Tighten the bolts (2) with fingers until there is a small amount of friction (slight drag) between the retainer
(4) and the timing advance unit (3). This friction will hold the unit against the timing gears. This prevents play
(backlash) when gears are turned to the correct position.

d. Remove the timing bolt. Turn the flywheel until the timing pin will go into the groove in the injection pump
camshaft.

e. With the timing pin installed, turn the flywheel clockwise (opposite the direction of engine rotation) a
minimum of 45 degrees. The reason for this step is to be sure the play is removed from the timing gears when
the engine is put on top center (TC).

f. Turn the flywheel in the direction of engine rotation until the No. 1 piston of the engine is on top center
compression stroke. Then, turn the timing bolt into the threaded hole in the flywheel.

g. Tighten bolts (2) to 25 N·m (20 lb.ft.). Then remove the timing pin from the injection pump housing.

h. Tighten bolts (2) to 135 ± 7 N·m (100 ± 5 lb.ft.). Then remove the timing bolt from the flywheel.

5. Turn the crankshaft two complete revolutions and check the timing again to see that timing pin will go into
notch in camshaft with bolt in flywheel.

6. If timing is not correct, do the procedure of Steps b through h again.

NOTE: If timing is correct, BE SURE TO REMOVE TIMING PIN AND TIMING BOLT.

Flow Checking Method

NOTE: This procedure cannot be used on later engines with 7000 Series Fuel Injection Nozzles.

1P540 Flow Checking Tool Group.6V2023 Adapter Group.6V7927 Engine Timing Indicator Group.
8T5340 Adapter.6V3075 Dial Indicator.3P1565 Collet.5P2393 Contact Point, 38.1 mm (1.50 in.)
long.5P7261 Contact Point, 31.8 mm (1.25 in.) long.3S3264 Rod, 180.9 mm (7.12 in.) long.
6V6019 Timing Pin.

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Measuring Piston Travel

(1) 3P1565 Collet. (2) 6V3075 or 9S215 Dial Indicator and Contact Point. (3) 8T5340 Adapter. (4) Injection nozzle adapter. (5)
3S3264 Rod. (6) Inlet port. (7) Piston.

See Special Instruction Form No. SMHS7083 for complete instructions for the fuel flow method of engine
timing (injection sequence).

The timing dimension should be checked and changed if necessary, to correct any movement in the relation of

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the fuel injection pump camshaft to the automatic timing advance unit (drive gear) or to correct for worn
timing gears.

To find the travel (movement) of piston (7), from the point that injection pump inlet port (6) closes (point fuel
injection begins) to top center compression position, use the procedure that follows:

1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to Finding Top Center
Compression Position For No. 1 Piston.

Timing Pin Installed

(A) 6V6019 Timing Pin.

2. Remove the plug at the front end of the fuel injection pump housing. On earlier engines, the fuel ratio
control (if so equipped) must be removed.

3. Install 6V6019 Timing Pin (A) [end with taper] through the hole in the injection pump housing. The timing
pin must fit into the notch in the fuel pump camshaft.

NOTE: If No. 1 piston is at top center of compression stroke, and 6V6019 Timing Pin (A) does not fit in the
notch in the fuel pump camshaft, make reference to Fuel System Adjustments: On Engine, Fuel Injection
Pump Timing (Timing Pin Method).

4. Remove the timing bolt from the flywheel and the timing pin from the fuel injection pump housing.

5. Remove the fuel nozzle from the direct injection adapter or precombustion chamber for No. 1 cylinder.

6. Put a small amount of clean oil on 3S3264 Rod (5) and put the rod into adapter (3).

7. Put 8T5340 Adapter (3) in direct injection adapter (4) or precombustion chamber, and tighten the adapter
finger tight.

NOTICE

Do not use a wrench to tighten the adapter. There will be damage to

the nozzle seat if the adapter is too tight.

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Installing Adapter (Typical Example)

(3) 8T5340 Adapter. (5) 3S3264 Rod, 180.9 mm (7.12 in.) long.

8. On engines with precombustion chambers, put the 5P2393 Contact Point and 3P1565 Collet (1) on 6V3075
Dial Indicator (2). On direct injection engines put the 5P7261 Contact Point and 3P1565 Collet (1) on
6V3075 Dial Indicator (2).

9. Put the assembled indicator into adapter (3). Position the dial indicator (up or down) until the pointers
indicate zero and tighten collet (1).

NOTICE

Do not tighten collet too much or damage to the dial indicator can
result.

Dial Indicator Installed

(1) 3P1565 Collet. (2) 6V3075 or 9S215 Dial Indicator.

10. Turn the crankshaft a minimum of 45° in the opposite direction of normal rotation.

11. Turn the crankshaft in the direction of normal rotation until the dial indicator gives an indication of
maximum piston travel. Loosen collet (1) and adjust the dial indicator until it reads + 7.62 mm (+ .300 in.)
(black numbers) and tighten collet (1). Zero the outer bezel of the dial indicator.

12. Make sure the No. 1 piston is at the Top Center Position as follows:

a. Slowly rotate the crankshaft in the same direction (normal rotation) until the dial indicator moves
past + 7.1 mm (+ .280 in.). Now rotate the crankshaft in the opposite direction, moving the piston up, to
+ 7.1 mm (+ .280 in.). Temporarily mark an accessible rotating member (flywheel, vibration damper, or
crankshaft pulley) in relation to a stationary pointer or mark.

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NOTICE

Do not use a hammer or punch to mark the vibration damper (or any
other marking method that could cause damage to the vibration
damper).

b. Continue to rotate the crankshaft in the direction that is opposite of normal rotation, past the
maximum reading and past + 7.1 mm (+ .280 in.). Now rotate the crankshaft in the normal direction of
rotation, moving the piston up, to +7.1 mm (+.280 in.). Make a second temporary mark on the desired
rotating member.

c. Top Center Position is the middle point between the two temporary marks found in Steps a and b
above. Turn the crankshaft to this middle point and make a mark to indicate Top Center Position.

13. Disconnect the fuel line and install 6V2023 Adapter Group on No. 1 injection pump with the procedure
that follows:

NOTE: Pin (14) is for use only on direct injection engines that have reverse flow check valves. Do not use
pin (14) when flow checking an engine that does not have reverse flow check valves. On precombustion
engines, follow Steps b and e for installation.

a. Loosen adapter (12) and turn fitting (8) so that pin (14) is extended to a maximum of 5 mm (.2 in.) from the
end of adapter (12).

b. Remove tube (13). Put the adapter group in position on No. 1 injection pump. Tighten nut (11) to 40 N·m
(30 lb.ft.) maximum.

6V2023 Adapter Group

(8) Fitting. (9) Nut. (10) Washer. (11) Nut. (12) Adapter. (13) Tube. (14) Pin.

NOTICE

The 6V2018 Pin must not extend more than 5 mm (.2 in.) from the end
of the 6V2020 Adapter. If the pin is extended too far before installation
of the adapter group onto the pump, the reverse flow check valve will
be pushed into contact with, and be broken by the pump plunger. The
broken parts will then cause the plunger to seize.

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c. Turn fitting (8) down until pin (14) makes contact with the reverse flow check valve.

d. Turn the fitting an additional 1/4 turn.

e. Push washer (10) against adapter (12). Tighten nut (9) finger tight. Install tube (13) on the adapter group.

1P540 Flow Checking Tool Group

(15) 5J4634 Hose Assembly. (16) Tank assembly.

Fuel Filter Base

(17) Plug. (18) Plug. (19) Fuel filter. (20) Priming pump. (21) Fuel filter base.

14. Remove either plug (17 or 18) from the inlet side of the fuel filter base (21). Connect the 5J4634 Hose
Assembly (15) to the filter base (21) with an adapter. Disconnect the fuel return line from the outlet elbow on
the fuel manifold across the injection pump housing. Install a plug in the outlet elbow.

15. Turn the crankshaft approximately 45° in the opposite direction of normal rotation.

16. Put 4 liters (1 U.S. gal.) of clean fuel in the tank assembly (16). Move the governor lever to full "fuel-on"
position. Put 105 kPa (15 psi) of air pressure in the tank by using the hand pump or shop air.

NOTICE

If shop air is used, be sure to make an adjustment to the regulator so

there is only 105 kPa (15 psi) air pressure in the tank.

17. Hold a pan under the free end of tube (13) for the fuel that comes out.

18. Turn the crankshaft slowly in direction of normal rotation. Do this until the flow of fuel coming from the

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end of tube (13) is 6 to 12 drops per minute [point of closing inlet port (6)].

19. Stop rotation of the crankshaft when the flow of fuel is 6 to 12 drops per minute. Take a reading of the
measurement on the dial indicator.

20. Subtract 7.62 mm (.300 in.) from the dial indicator reading. To check for correct timing of the fuel system,
make a comparison of the measurement with the measurements in the Flow Timing Conversion Chart that
follows:

21. If the injection pump timing is wrong, several cylinders can be checked. If they show different readings,
remove the injection pump housing to check all lifter settings and plunger lengths, and make a replacement of
parts as needed. Make reference to Fuel System Adjustments: Off Engine, and Injection Pump Plunger And
Lifter (Or Lifter Washer) Check.

NOTE: On all cylinders, top center (TC) of each piston will have to be found by use of the dial indicator.

NOTE: The fuel system has a tolerance of ± 1°.

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On direct injection engines, if one or more of the fuel injection pumps

have been damaged (or seized in its bore) by incorrect adjustment of the
6V2023 Adapter Group, it is possible for the engine to run out of control
when started. After flow checking the engine timing, take the
precautions (steps) that follow to stop the engine if it starts to overspeed
to prevent engine damage or injury to personnel caused by an engine
running out of control.

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a. Disconnect the air cleaner from the turbocharger and leave air inlet open.

b. If a pump plunger has seized in its bore and the engine does not run in a normal way, put a steel plate over
the air inlet opening as shown to stop the engine.

Be careful when plate is put against air inlet opening. Due to excessive
suction, the plate can be pulled quickly against air inlet opening. To
avoid crushed fingers, do not put fingers between plate and air inlet
opening.

Stopping The Engine (Typical Example)

Depth Micrometer Method

5P4158 Gauge6F6922 Micrometer Depth Gauge2M9032 Rod, 102 to 127 mm (4 to 5 in.) long8T5287
Wrench8S2244 Extractor6V6019 Timing Pin

1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to TOP CENTER (TC)
POSITION FOR NO. 1 PISTON.

2. Remove the plug at the front end of the fuel injection pump housing. On earlier engines, the cover or fuel
ratio control (if so equipped) must be removed.

3. Install the 6V6019 Timing Pin (end with taper) through the hole in the injection pump housing. The timing
pin must fit into a notch in the fuel pump camshaft.

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Timing Pin Installed

(A) 6V6019 Timing Pin.

NOTE: If No. 1 piston is at top center of compression stroke, and the 6V6019 Timing Pin does not fit in the
notch in the fuel pump camshaft, make reference to Fuel System Adjustments: On Engine, Fuel Injection
Pump Timing (Timing Pin Method).

4. Before any fuel injection pump can be removed, the fuel racks must be put in the center position. Make
reference to Removal Of Injection Pump.

5. Remove No. 1 fuel injection pump with 8T5287 Wrench and 8S2244 Extractor. Put gauge (2) into the bore
in the fuel pump housing.

Checking Timing Dimension

(1) 5F6922 Depth Micrometer and 2M9032 Rod, 102 to 127 mm (4 to 5 in.) long. (2) 5P4158 Gauge.

6. The correct timing dimension using depth micrometer (1) is shown in the chart that follows:

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NOTE: If the timing dimension of the fuel system is different than the correct timing dimension given in the
chart and the camshaft timing for the fuel injection pump is correct, remove the injection pump housing to
check all lifter settings and plunger lengths, and to adjust as needed. Make reference to Fuel System
Adjustments: Off Engine.

7. If the timing dimension is correct, install the No. 1 fuel injection pump into the bore in the pump housing.
Make reference to Installation Of Injection Pump.

8. Remove the timing bolt from the engine flywheel, and remove the timing pin from the injection pump
housing.

Dial Indicator Method

5P4165 Indicator Group

8S3158 Indicator3P1565 Collet Clamp5P4156 Base5P4163 Contact Point, 120.7 mm (4.75 in.)
long5P4158 Gauge, 50.8 mm (2.00 in.) long
6V6019 Timing Pin8T5287 Wrench8S2244 Extractor

1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to Top Center (TC) Position
For No. 1 Piston.

2. Remove the plug at the front end of the fuel injection pump housing. On earlier engines, the cover or fuel
ratio control (if so equipped) must be removed.

3. Install 6V6019 Timing Pin (A) [end with taper] through the hole in the injection pump housing. The timing
pin must fit into the notch in the fuel pump camshaft.

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Timing Pin Installed (Typical Illustration of Later Fuel System)

(A) 6V6019 Timing Pin.

NOTE: If No. 1 piston is at top center of compression stroke, and the 6V6019 Timing Pin does not fit in the
notch in the pump camshaft, make reference to Fuel System Adjustments: On Engine, Fuel Injection Pump
Timing (Timing Pin Method).

4. Before any fuel injection pump can be removed, the fuel racks must be put in the center position. Make
reference to Removal Of Injection Pump.

5. Remove No. 1 fuel injection pump with 8S5287 Wrench and 8S2244 Extractor. Put 5P4158 Gauge (4) into
the bore in the fuel pump housing.

6. Put 3P1565 Collet (2) and 5P4156 Base (3) on 8S3158 Indicator (1). Put 5P4163 Contact Point (5) on the
indicator.

Checking Timing Dimension

(1) 8S3158 Dial Indicator. (2) 3P1565 Collet. (3) 5P4156 Base. (4) 5P4158 Gauge, 50.8 mm (2.00 in.) long. (5) 5P4163 Contact
Point, 120.7 mm (4.75 in.) long.

7. To adjust (calibrate) the dial indicator for the lifter measurements, use the procedure that follows:

a. Put the 5P4157 Gauge [101.6 mm (4.00 in.)] on the 5P4159 Gauge Stand.

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b. With contact point in gauge hole, put the dial indicator and base on top of 5P4157 Gauge.

c. Loosen the screw that locks the dial face. Move the dial face until large pointer is on zero and tighten
the screw.

d. Make a record of the position of the small pointer. The dial indicator is now adjusted (calibrated).

NOTE: When measurement of the pump timing dimension is made, find the difference between the
adjustment reading and the present reading on the dial face. A dimension of 101.6 mm (4.00 in.) must be
added to the difference in indicator readings for the correct measurement.

8. Install the indicator assembly through 5P4158 Gauge (4).

9. The correct timing dimensions using dial indicator (1) is shown in the chart that follows:

Checking Timing Dimension (Typical Illustration)

(1) Dial Indicator. (3) Base. (4) Gauge.

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NOTE: If the timing of the fuel system is different than the correct timing dimension given in the chart, and
the camshaft timing for the fuel injection pump is correct, remove the injection pump housing to check all
lifter settings and plunger lengths, and to adjust as needed. Make reference to Fuel System Adjustments: Off
Engine, and Injection Pump Plunger And Lifter Washer Check.

10. If the timing dimension is correct, install the No. 1 fuel injection pump into the bore in the pump housing.
Make reference to Injection Pump Installation.

11. Remove the timing bolt from the engine flywheel, and remove the timing pin from the injection pump
housing.

9S240 Rack Position Tool Group or6V9128 Rack Position Tool Group.5P7335 Rack Adjusting Tool

Governor And Injection Pump Housing (Typical Early Type Fuel System)

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(1) Governor control shaft. (2) Plug. (4) Plug.

1. Disconnect the governor control linkage to let the governor control lever move freely through its full travel.
Move governor control shaft (1) to the SHUTOFF position.

2. Remove plug (2).

Put Rack At Zero Position (Typical Later Type Fuel System)

(1) Governor controls shaft. (3) Hole. (4) Plug. (5) 6V6019 Timing Pin.

3. Install 6V6019 Timing Pin (5) in hole (3) with the flat end down.

4. Turn governor control shaft (1) toward HIGH IDLE and push down on timing pin (5) until it engages in the
slot (groove) in the rack. The rack is now centered (at zero position).

5. Remove plug (4) from rear of pump housing.

6. Put 3P1565 Collet (7) and 9S215 Dial Indicator (6) with the 9S8883 Contact Point in the hole for plug (4).

7. Adjust the indicator to "0" (zero). Tighten the nut of collet (7) to hold the indicator at the zero position.

8. Remove timing pin (5).

Rack At Zero Position (Typical Early Type Fuel System)

(5) 6V6019 Timing Pin. (6) 9S215 Dial Indicator. (7) 3P1565 Collet. (9) Brass terminal. (10) 8T500 Circuit Tester.

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Check Fuel Setting (Typical Later Type Fuel System)

(6) 9S215 Dial Indicator. (7) 3P1565 Collet. (8) Fuel ratio control. (9) Brass terminal. (10) 8T500 Circuit Tester.

9. Connect the clip end of 8T500 Circuit Tester (10) to brass terminal (9) on governor. Put the other end of
the tester to a good ground.

10. Turn governor control shaft (1) in the fuel-on direction until the light in the tester shows a maximum
output. Turn the shaft in the fuel-off direction until the test light goes out. Turn the shaft slowly in the fuel-on
direction until the test light has a minimum light output. In this position, rack stop collar (14) just starts to
make contact with the torque spring or stop collar.

11. Read the fuel setting dimension directly from the dial indicator. See the Fuel Setting And Related
Information Fiche, or look at the Engine Information Plate installed on the engine, to find the correct
measurement for fuel setting.

12. If adjustment of the fuel setting is needed, remove the fuel ratio control (if so equipped) or cover from top
of governor. Use tool (11) to loosen locknut (13) and turn the adjustment (12) as needed.

NOTE: To decrease the fuel setting, turn the adjustment screw clockwise.

13. Tighten locknut (13). Check the fuel setting according to Steps 10 and 11.

NOTE: On earlier type governors, the top cover (where brass terminal is located) has to be removed for rack
adjustment. After adjustment has been made, connect the clip end of 8T500 Circuit Tester to terminal tab
(15) to check rack setting.

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Adjustment To The Fuel Setting

(11) 5P7335 Rack Adjusting Tool. (12) Adjustment screw. (13) Locknut. (14) Stop collar.

14. When the fuel rack setting is correct, use tool (11) to hold screw (12) and tighten locknut (13) to 12 ± 4
N·m (9 ± 3 lb. ft.).

15. Install the fuel ratio control or cover on the governor. Make reference to Fuel Ratio Control Adjustment.

Adjustment To The Fuel Setting (Earlier Type Governor)

(15) Terminal tab.

Fuel Injection Pump Dimension Setting

6V4180 Off Engine Lifter Setting Tool Group.

6V6019 Timing Pin.5P1768 Pointer.5P3601 Lifter Setting Adapter.1P7410 Timing Plate.2S6160
Washer.S1617 Bolt, 5/16-18 NC, .75 in. 19.1 mm (.75 in.) long.
2A762 Bolt, 1/4-20 NC, 15.7 mm (.62 in.) long.6V7926 Indicator Group.
8S3158 Indicator.3P1565 Collet.5P4156 Base.5P4163 Contact Point, 120.7 mm (4.75 in.) long.5P4157
Gauge, 101.6 mm (4.00 in.) long.5P4158 Gauge, 50.8 mm (2.00 in.) long.5P4159 Gauge Stand.
8T5287 Wrench.8S2244 Extractor.

The off engine timing dimension is checked to make an adjustment for wear of components in the injection
pump housing.

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Adjustment of the fuel camshaft timing gives compensation for wear in the timing gears and on the camshaft
of the injection pumps.

This will make sure that the point of fuel injection is correct. If the timing dimension is too small, fuel
injection will be early. If the timing dimension is too great, fuel injection will be late.

6V4180 Off Engine Lifter Setting Tool Group

(1) 1P7410 Timing Plate. (2) 5P1768 Pointer Assembly. (3) 5P3601 Adapter. (4) 6V6019 Timing Pin. (5) 2S6160 Washer. (6)
S1617 Bolt.

1. Use the 8T5287 Wrench and 8S2244 Extractor to remove the injection pumps.

2. Fasten 5P1768 Pointer Assembly (2) to the pump housing with 2A762 Bolt (7).

3. Install 5P3601 Adapter (3) on the drive end of the injection pump camshaft.

4. Install timing pin (4) (end with taper) through the timing hole in the pump housing and into the notch in the
camshaft.

5. Put 1P7410 Timing Plate (1) on 5P3601 Adapter (3) and install 2S6160 Washer (5) and S1617 Bolt (6). Do
not tighten bolt.

Installation Of The 5P1768 Pointer

(2) 5P1768 Pointer. (3) 5P3601 Adapter. (4) Timing pin. (7) 2A762 Bolt.

The correct Index Point (initial setting with timing pin in slot) of 1P7410 Timing Plate must be set before
rotation angles in Lifter Setting Chart can be used. See Index Point Chart to find correct application.

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6. Turn 1P7410 Timing Plate (1) until the correct Index Point degree mark on timing plate is in alignment with
5P1768 Pointer (2).

7. Tighten bolt (6) to a maximum of 25 N·m (20 lb.ft.).

NOTE: Be sure 1P7410 Timing Plate does not move from the starting point degree mark until the bolt is
tightened.

8. Remove timing pin (4).

9. Make reference to Lifter Setting Chart for the timing plate degrees for the lifter being checked. To use the
timing plate, turn it counterclockwise until the degree setting for the lifter being checked is in alignment with
the pointer.

10. To adjust (calibrate) the dial indicator for the lifter measurements, use the procedure that follows:

a. Put the 5P4157 Gauge [101.6 mm (4.00 in.)] on the 5P4159 Gauge Stand.

b. With contact point in gauge hole, put the dial indicator and base on top of 5P4157 Gauge.

c. Loosen the screw that locks the dial face. Move the dial face until the large pointer is on zero and
tighten the screw.

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d. Make a record of the position of the small pointer. The dial indicator is now adjusted (calibrated).

Measuring Timing Dimension

(8) 8S3158 Indicator. (9) 3P1565 Collet. (10) 5P4156 Base. (11) 5P4158 Gauge - 50.8 mm (2.00 in.). (12) Spacer. (13) Timing
dimension. (14) 5P4163 Contact Point - 120.7 mm (4.75 in.) long.

11. The off-engine timing dimension for adjustment of the lifter is shown in chart, Off-Engine Timing
Dimension For Lifters.

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NOTE: When measurement of the pump timing dimension is made, find the difference between the
adjustment reading and the present reading on the dial face. A dimension of 101.6 mm (4.00 in.) must be
added to the present indicator readings for the correct measurement.

12. The spacer (12) of each injection pump must be changed to change the timing dimension of that injection
pump. Make reference to the spacer chart for spacer thickness.

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13. Make another check of all timing dimensions after all adjustments have been made.

14. Make reference to Injection Pump Installation to install pumps in housing and to check for full travel of
fuel racks.

15. After the fuel injection pump housing is again installed on the engine, make reference to Fuel System
Adjustments: On Engine, Fuel Injection Pump Timing (Timing Pin Method).

6V3121 Multitach Group or6V4950 Injection Line Speed Pickup Group.

The 6V3121 Multitach Group can measure engine speed from a tachometer drive on the engine. It also has
the ability to measure engine speed from visual engine parts in rotation.

6V3121 Multitach Group

(1) Carrying case. (2) Power cable. (3) Tachometer generator. (4) Tachometer drive group. (5) Multitach.

Special Instruction Form No. SEHS7807 is with the 6V3121 Multitach Group and gives instructions for the
test procedure.

The 6V4950 Injection Line Speed Pickup Group is another diagnostic tool accessory that can be used with the

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6V2100 Multitach. It can be used on all Caterpillar Diesel Engines equipped with 6 mm (.25 in.) single wall
fuel injection lines. With this pickup group, engine speed can be measured quickly, automatically and with an
accuracy of ± 1 rpm.

6V4950 Injection Line Speed Pickup Group

(6) 6V6114 Pickup. (7) 6V6113 Amplifier.

Special Instruction Form No. SEHS8029 is with the group and gives instructions for use of the 6V4950
Injection Line Speed Pickup Group.

NOTICE

A mechanic with training in governor adjustments is the only one to

make the adjustment to the set point rpm.

Engine rpm must be checked with an accurate tachometer. Make reference to Engine Speed Measurement.

Low Idle Adjustment

NOTE: The correct LOW IDLE rpm is given in the Fuel Setting And Related Information Fiche.

To help prevent an accident caused by parts in rotation, work carefully

around an engine that has been started.

Start the engine and run until the temperature of normal operation is reached. Check low idle rpm with no
load on the engine. If an adjustment is necessary, use the procedure that follows:

1. Remove the sealed cover over the HIGH and LOW IDLE adjustment screws (1) and (2).

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Idle Adjustment (Hydra-Mechanical Governor, Standard Earlier Type) (Typical Illustration)

(1) Adjustment screw for high idle. (2) Adjustment screw for low idle. (3) Service meter.

Idle Adjustment (Hydra-Mechanical Governor, Standard Later And Low Speed) (Typical Illustration)
(1) Adjustment screw for high idle (under left side of sealed cover). (2) Adjustment screw for low idle (under right side of sealed
cover).

Idle Adjustment (Hydra-Mechanical Governor, "Dashpot" Type)

(1) Adjustment screw for high idle. (2) Adjustment screw for low idle.

2. To adjust the Low Idle rpm, move the governor control to Low Idle position and turn screw (2). Increase
the engine speed and then return control back to Low Idle position to check the setting again.

3. When governor adjustment is correct, install the cover over the adjustment screws.

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When the cover is installed on the governor, the idle adjustment screws fit into holes in the cover. The shape
of the holes will not let the idle adjustment screws turn after the idle adjustment is done and the cover is
installed.

4. Now install a new wire and seal to the cover bolt.

"Dashpot" Governor Operation Adjustment

If the "dashpot" governor of an electric set engine (or some special application engines) does not work
correctly (no stability of rpm, or slow changes of rpm when the engine load changes, or variable
performance), adjust the governor.

1. With the engine in operation, loosen the adjustment screw (2), on top of the governor, two or three turns.
The oil flow will clean the orifice in the oil passage. Next, tighten the screw (2) until it stops. Then, loosen the
screw (2) only 1/16 of one turn, to give the correct amount of oil for the "dashpot" reservoir.

NOTE: This adjustment controls oil flow into the top reservoir. Too much oil flow will fill the governor with
oil and decrease performance. Too little oil flow will let reservoir empty and allow air in dashpot chamber.
Now governor will "hunt" (increase and decrease engine speed constantly).

2. Loosen the adjustment screw (1), on the right side of the governor, two or three turns. The oil flow in and
out of the "dashpot" chamber will clean the orifice in the oil passage. Next, tighten the screw (1) until it stops.
Then, loosen the screw (1) only 1/4 of one turn to one full turn, to make the correct restriction for "dashpot"
operation. The exact point of adjustment is where the governor gives the best performance.

NOTE: This adjustment controls the amount of restriction to oil flow into and out of the dashpot chamber.
Too much oil flow will cause the governor to "hunt", and too little flow will cause a slow governor action.

Top View Of "Dashpot" Governor

(1) "Dashpot" adjustment screw. (2) Adjustment screw for the oil reservoir.

Checking Set Point (Balance Point)

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The engine set point is an adjusted specification and is important to the correct operation of the engine. High
idle rpm is NOT an adjusted specification. Set point (formerly balance point) is full load rpm plus an
additional 20 rpm. Set point is the rpm at which the fuel setting adjustment screw and stop or first torque
spring just start to make contact. At this rpm, the fuel setting adjustment screw and stop or first torque spring
still have movement between them. When additional load is put on the engine, the fuel setting adjustment
screw and stop or first torque spring will become stable against each other. Set point is controlled by the fuel
setting and the high idle adjustment screw.

There is a new and more accurate method for checking the "set point", formerly called the balance point, of
the engine. If the tools for the new method are not available, there is an alternate method for checking the
"set point."

6V4060 Engine Set Point Indicator Group.

The 6V4060 Engine Set Point Indicator Group with the 6V2100 Multitach can be used to check the set point.
Special Instruction Form No. SEHS7931 gives instructions for installation and use of this tool group.

6V4060 Engine Set Point Indicator Group

Alternate Method

8T500 Circuit Tester.6V3121 Multitach Group.

NOTE: Do not use the vehicle tachometer unless its accuracy is known to be within ± 1 rpm.

If the set point is correct and the high idle speed is within specifications, the fuel setting operation of the
engine is correct. The set point for the engine is:

A. At 20 rpm greater than full load speed.

B. The rpm where the fuel setting adjustment screw and stop or first torque spring just make contact.

Use the procedure that follows to check the set point. Make reference to Techniques For Loading Engines in
Special Instruction Form No. SEHS7050.

1. Connect a tachometer which has good accuracy to the tachometer drive.

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Circuit Tester Installed (Typical Illustration Of Later Governor)

(1) Brass terminal screw. (2) 8T500 Circuit Tester.

2. Connect the clip end of the 8T500 Circuit Tester to the brass terminal screw (1) on the governor housing.
Connect the other end of the tester to a place on the fuel system which is a good ground connection.

Work carefully around an engine that is running. Engine parts that are
hot, or parts that are moving, can cause personal injury.

3. Start the engine.

4. With the engine at normal conditions for operation, run the engine at high idle.

5. Make a record of the speed of the engine at high idle.

6. Add load on the engine slowly until the circuit tester ligh just comes on (minimum light output). This is the
set point.

7. Make a record of the speed (rpm) at the set point.

8. Repeat Step 6 several times to make sure that the reading is correct.

9. Stop the engine. Make a comparison of the record from Steps 5 and 7 with Full Load Speed from the
Engine Information Plate. If the Engine Information Plate is not available, see the Fuel Setting And Related
Information Fiche. The tolerance for the set point is ± 10 rpm. The tolerance for the high idle rpm is ± 50 rpm
in chassis and ± 30 rpm on a bare engine. If the readings from Steps 5 and 7 are within the tolerance, no
adjustment is needed.

NOTE: Later model engines have the actual Dyno High Idle stamped on the Engine Information Plate. It is
possible, in some applications that the high idle rpm will be less than the actual lower limit. This can be
caused by high parasitic loads such as hydraulic pumps, compressors, etc.

Adjusting Set Point (Balance Point)

1. If the set point and the high idle rpm are within tolerance, no adjustment is to be made.

2. If the set point rpm is not correct, remove the sealed cover over the HIGH and LOW IDLE adjustment
screws.

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Set Point Adjustment

(1) Adjustment screw for high idle. (2) Adjustment screw for low idle. (3) Tachometer drive.

3. Turn adjustment screw (1) to adjust the set point to the midpoint of the tolerance.

4. When the set point is correct, check the high idle rpm. The high idle rpm must not be more than the high
limit of the tolerance.

If the high idle rpm is more than the high limit of the tolerance, check the governor spring and flyweights. If
the high idle rpm is less than the low limit of the tolerance, check for excess parasitic loads and then the
governor spring and flyweights.

5. When the governor adjustment is correct, install the cover over the adjustment screws.

When the cover is installed on the governor, the idle adjustment screws fit into holes in the cover. The shape
of the holes will not let the idle adjustment screws turn after the idle adjustment is done and the cover is
installed.

6. Now install a new wire and seal to the cover bolt.

FT1906 Air Test Kit*Circuit Testing Flashlight

or 6V4060 Engine Set Point Indicator Group6V9128 Rack Position Tool Group

or 9S240 Rack Position Tool Group4N5656 Cover

*
Commercially available.

FT1906 Air Test Kit

(1) 8L6557 Connector. (2) 5P4405 Connector (two required). (3) 5P6011 Tube [7.3 m (24 ft.)]. (4) 5P4476 Connector. (5) 6K5741

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Valve. (6) 5P4459 Elbow. (7) 7B192 Cross. (8) 3B6768 Bushing. (9) 9S8138 Gauge. (10) 6N3169 Hose Assembly. (11) 6V6757
Elbow. (12) **6.35 mm (.250 in.) I.D. Flexible Tubing [1.2 m (4 ft.) long]. (13) *Air pressure bulb.

*
Baumamometer No. 1890 or equivalent. Available from medical supply store. Bulb must be equipped with
valve.

**
Available from medical supply store.

NOTE: The governor seals do not have to be cut or removed for the checking procedures that follow. For
more information on the tooling and procedures see Video Tape Form No. SEVV9173 and Special Instruction
Form No. SEHS8463 available on microfiche only.

Disconnect Air Line

(14) Air line.

1. Disconnect air line (14) from the fuel ratio control and connect FT1906 Air Test Kit between the air inlet
manifold and fuel ratio control.

2. Connect the 6V4060 Engine Set Point Indicator Group or a circuit testing flashlight to the continuity
contact of the governor.

Check Diaphragm Leakage

(5) Valve.

3. Check fuel ratio control diaphragm leakage.

a. Turn tester valve (5) so manual air pressure can be applied.

b. With the engine shutoff, apply 70 kPa (10 psi) air pressure to the fuel ratio control.

c. Close the valve on air pressure bulb (13) and check the leak down rate. Leakage of 20 kPa (3 psi) in
30 seconds is acceptable.

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d. If leakage is more than 20 kPa (3 psi) in 30 seconds, check for external leaks and repair. If
necessary, install a new diaphragm in the fuel ratio control and repeat the above steps.

e. When air pressure leakage is acceptable, release all air pressure from the fuel ratio control and
proceed to Step 4.

4. Check shutoff leakage and static full fuel rack travel.

a. Turn the ignition switch on, but do not start the engine or move the governor control linkage.
Observe the shutoff lever or shaft. Slowly advance the governor control linkage to the full fuel position.
Interference exists if there is any movement of the shutoff lever. If there is interference, check shutoff
lever adjustment and linkage alignment.

NOTE: Any contact between the governor control linkage and the shutoff linkage causes power and response
problems at high boost when manifold pressure is greater than 381 mm (15 in.) Mercury (Hg) or 5.25 kPa (7.5
psi).

b. Move the tooling to the operators station. Slowly move the governor control linkage to the full fuel
position. The lug light or continuity light should come on before 1/2 full fuel position for most fuel
system applications.

If the lug light or continuity light does not come on, check linkage travel for correct adjustment. Check
shutoff solenoid adjustment. Check the operation of the governor circuit indicator. Look for any restrictions
in the governor and linkage operation. If the light turns on, proceed to Step 5.

5. Check dynamic full fuel rack travel. Zero air pressure to the fuel ratio control.

a. Start the engine. Move the governor control linkage to the full fuel position and release it. Repeat the
sequence twice. The continuity light or lug light should come on.

b. If the light does not turn on, the fuel ratio control is activated too early. This can be caused by an
incorrect adjustment. Do not adjust the fuel ratio control at this time. Continue to Step 7, because the
control has already activated.

c. If the light turns on, proceed to Step 6.

6. Check activation of fuel ratio control.

a. Adjust the governor control linkage to maintain 900 plus or minus 100 rpm.

b. Turn tester valve (5) so that manual air pressure can be supplied and apply 35 kPa (5 psi) for 10
seconds and release all air pressure.

c. Move the governor control linkage to the full fuel position several times. The lug light should not be
on. This stimulates a low boost pressure that activates the fuel ratio control. If the light comes on apply
35 kPa (5 psi) again and hold this pressure for 10 seconds. With the 2W8449 Orifice installed or when
excessive wear of the housing or seals exist additional time may be required to activate the fuel ratio
control.

d. If the continuity or lug light turns on after Step C, check the continuity circuit to make sure it is
operating correctly. Check the fuel ratio setting and adjust or repair the control as needed.

e. If the continuity or lug light does not turn on, the fuel ratio control is activated and acceptable.

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Proceed to Step 7.

7. Check full fuel position of the fuel ratio control.

a. Manually apply and hold 25 kPa (4 psi) on the fuel ratio control.

b. Move the governor control linkage to the full fuel position and release it.

c. Increase the air pressure 3.5 kPa (.5 psi) and again move the governor control linkage to the full fuel
position and release it.

d. Repeat Step c until the continuity or lug light on the set point indicator turns on. Record this pressure
reading. With controls adjusted to a less restrictive setting, full fuel and a continuity light indication can
occur before 25 kPa (4 psi).

NOTE: When the light comes on, the fuel ratio control is extended and the fuel rack has moved to the full
fuel position. The fuel ratio control has additional travel at higher boost pressures than this reading.

8. Load test to compare engine boost and fuel ratio control movement with the results from Step 7.

a. Turn the tester valve to allow manifold boost readings.

b. With engine speed at 1500 rpm and at low boost, 20 kPa (3 psi) or less, quickly load the engine with
full load and full fuel. When the lug or continuity light turns on, record the boost pressure reading. Do
this several times to get an accurate reading.

NOTE: An activated light indicates full rack travel. The engine must have a load that requires full fuel. Loads
that require less than full fuel will not give consistent readings.

c. The boost reading should be within plus or minus 3.5 kPa (.5 psi) of the reading obtained in Step 7.
Repeat this test sequence twice. If a full load test is possible, record the set point rpm, maximum boost,
and also horsepower if on a dynamometer.

d. If erratic readings are obtained, either the fuel ratio control, governor or the checking procedure is
not operating correctly.

9. Check governor response.

a. Turn the tester valve so that manual air pressure can be applied.

b. Apply 70 kPa (10 psi) or at least 14 kPa (2 psi) air pressure higher than what is recorded from the
manual full fuel position check (Step 7). This moves the fuel ratio control away from the rack control
position.

c. While under load, move the governor control linkage to its full fuel position. Make a note of how fast
continuity is obtained.

d. If it takes more than 2 seconds to obtain continuity, governor response is not acceptable. Inspect
external attachments on the governor for interference or, for excessive shutoff lever contact.

e. Stop the engine.

10. If Steps 3 through 9 show the fuel ratio control and governor operation is acceptable, the checking
procedure is complete. If repair of the fuel ratio control or governor is indicated, do the steps that follow for

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additional troubleshooting.

NOTE: The above checks are used to verify response functions only. The procedures have not checked for
correct adjustment of the fuel ratio control and governor fuel settings.

11. Install the fuel setting and measurement tools from the 6V9128 or 9S240 Rack Position Tool Group. Do
not remove the fuel ratio control or shutoff solenoid.

a. Measure the static full load setting and compare it to the specification on the Engine Information
Plate.

NOTE: If the static full load settings is incorrect, continue through Step 15 before any adjustments are
made.

12. Measure the static fuel torque setting. Move the governor control linkage to its maximum fuel on
position and record the full torque reading. At this point, the torque setting is compressed and internal
governor clearances are at a minimum.

13. Measure the fuel rack setting with the fuel ratio control activated:

a. Start the engine and run it at 900 rpm.

b. Apply 35 kPa (5 psi) air pressure for 10 seconds to activate the fuel ratio control. Now, release all air
pressure on the fuel ratio control.

c. Move the governor control linkage to the full fuel on position and release it. Record the dynamic
fuel ratio control setting.

14. Check the dynamic full torque setting. (Engine running with no load).

a. Apply and hold 70 kPa (10 psi) air pressure to extend the fuel ratio control to a position beyond full
fuel position.

b. Move the governor control linkage to the full fuel position and release it. Record the dynamic full
torque setting.

c. The dynamic full torque setting should be 0.41 to 0.61 mm (.016 to .024 in.) more than the static
full torque setting measured in Step 12. This shows the amount of governor servo piston movement
which must be 0.41 to 0.61 mm (.016 to .024 in.).

d. If the dynamic full torque setting is 0.36 mm (.014 in.) or less than the static full torque setting
measured in Step 12, the fuel rack does not have full travel. This indicates there is interference between
parts or there are internal governor problems. Also, the shutoff system can require inspection. Do Step
e.

e. With 70 kPa (10 psi) air pressure still on the fuel ratio control, hold the fuel shutoff lever completely
out of the way. Move the governor control linkage to the full fuel position and note the dynamic full
torque setting. If the setting increases to the range given in Step c. then the shutoff lever linkage needs
adjustment or repair. If the setting does not change continue to Step 15.

15. Check governor servo and shutoff circuit.

a. With the engine shutdown, remove the fuel ratio control. Install a 4N5656 Cover. Measure the static

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full torque setting and compare this setting with the setting measured in Step 12. The two settings must
be the same or repair of the fuel ratio control is needed.

b. Start the engine. Move the governor control linkage to the full fuel position and release it. Record the
dynamic full torque setting and compare the setting with the setting measured in Step 14b.

c. If the dynamic movement is the same as Step 14b, the fuel ratio control is working correctly. If there
is more than 0.25 mm (.010 in.) difference, check for shutoff interference or internal governor linkage
problems.

16. Make any fuel setting adjustments necessary.

NOTE: See, Fuel Rack Setting for the correct procedure to install the tooling to make the adjustment.

17. If the governor gives slow response, check for restricted rack movement. Also, check for other governor
problems. No specific repair procedures are available.

NOTE: Response is the engine's ability to accelerate, under load, to its rated horsepower. Low power is the
engine's inability to produce rated horsepower.

Poor response can result from problems with the governor, the fuel ratio control or the shutoff system. Low
power can result from problems with the fuel pump, the governor setting, the shutoff system or the other flow
components, or with the engine application.

1. The fuel rack setting must be correct before the adjustment for the fuel ratio control can be checked. Make
reference to Fuel Setting Procedure.

NOTE: The 9S215 Dial Indicator for fuel rack setting is used for the adjustment of fuel ratio control.

2. Remove cover (3) from the fuel ratio control.

To help prevent an accident caused by parts in rotation, work carefully

around an engine that has been started.

3. Start the engine.

4. Push the end of valve (1) in and hold it in for two or three seconds. This action will manually move the
valve into its operating position.

5. Move the governor control lever in the FUEL ON direction, then return it to LOW IDLE. Do this several
times to remove the air from the oil in the control. This will make the result of the test more accurate.

6. Rapidly move the governor control lever in the FUEL ON direction. Read the maximum measurement on
the dial indicator. This is the dynamic fuel ratio control setting. See the Fuel Setting And Related
Information Fiche for the correct setting.

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7. To make an adjustment to the fuel ratio control, turn valve (1) in a clockwise direction to increase the
amount of fuel possible (more rack travel) at the limited rack position. Turn the valve counterclockwise to
decrease the amount of fuel possible (less rack travel).

8. After an adjustment is made, do Step 6 again. When the adjustment is correct, put cover (3) on the control.
Turn the cover as necessary to put it in alignment with the nearest bolt holes. Install the bolts.

Fuel Ratio Control

(1) Valve. (2) Pin. (3) Cover.

9. Stop the engine. After the oil pressure has gone out of the fuel ratio control, check the fuel rack setting
again to make sure full rack travel is available.

There will be a reduction of horsepower and efficiency of the engine if there is a restriction in the air inlet or
exhaust system.

Air flow through the air cleaner must not have a restriction (negative pressure difference measurement
between atmospheric air and air that has gone through air cleaner) of more than 762 mm (30 in.) of water.

Back pressure from the exhaust (pressure difference measurement between exhaust at outlet elbow and
atmospheric air) must not be more than 685 mm (27 in.) of water.

The efficiency of an engine can be checked by making a comparison of the pressure in the inlet manifold with
the information given in the Fuel Setting And Related Information Fiche. This test is used when there is a
decrease of horsepower from the engine, yet there is no real sign of a problem with the engine.

Use the 1U5470 Engine Pressure Group to check the pressure in the inlet manifold.

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1U5470 Engine Pressure Group

This tool group has a gauge to read pressure in the inlet manifold. Special Instruction Form No. SEHS8524 is
with the tool group and gives instructions for its use.

The correct pressure for the inlet manifold is given in the Fuel Setting And Related Information Fiche.
Development of this information is done with these conditions:

a. 747 mm (29.4 in.) of mercury barometric pressure.

b. 29°C (85°F) outside air temperature.
c. 35 API rated fuel.

Any change from these conditions can change the pressure in the inlet manifold. Outside air that has higher
temperature and lower barometric pressure than given above will cause a lower horsepower and a lower inlet
manifold pressure measurement than given in the Fuel Setting And Related Information Fiche. Outside air
that has a lower temperature and a higher barometric pressure will cause higher horsepower and a higher inlet
manifold pressure measurement.

Plugs For Pressure Test (Engines With Aftercooler)

(A) Plugs. (B) Aftercooler.

A difference in fuel rating will also change horsepower and the pressure in the inlet manifold. If the fuel is
rated above 35 API, pressure in the inlet manifold can be less than given in the Fuel Setting And Related
Information Fiche. If the fuel is rated below 35 API, the pressure in the inlet manifold can be more than given
in the Fuel Setting And Related Information Fiche. BE SURE THAT THE AIR INLET AND EXHAUST DO
NOT HAVE A RESTRICTION WHEN MAKING A CHECK OF PRESSURE IN THE INLET MANIFOLD.

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Plug For Pressure Test (Engines Without Aftercooler)

(A) Plug.

The 6V3121 Multitach Group can measure engine speed from a tachometer drive on the engine. It also has
the ability to measure engine speed from visual engine parts in rotation.

Special Instruction Form No. SEHS7807 is with the 6V3121 Multitach Group and gives instructions for the
test procedure.

6V3121 Multitach Group

(1) Carrying case. (2) Power cable. (3) Tachometer generator. (4) Tachometer drive group. (5) Multitach.

6V5000 Infrared Thermometer Group

Use the 6V5000 Infrared Thermometer Group to check exhaust temperature. Special Instruction Form No.
SEHS8149 is with the tool group and gives instructions for the test procedure.

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Pistons or piston rings that have damage can be the cause of too much pressure in the crankcase. This
condition will cause the engine to run rough. There will also be more than the normal amount of fumes
coming from the crankcase breather. This crankcase pressure can also cause the element for the crankcase
breather to have a restriction in a very short time. It can also be the cause of oil leakage at gaskets and seals
that would not normally have leakage.

An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Use the test that
follows for a fast and easy method to find a cylinder that has low compression, or does not have good fuel
combustion. Find the speed that the engine runs the roughest, and keep the engine at this rpm until the test is
finished. Loosen the fuel line nut at a fuel injection pump to stop the flow of fuel to that cylinder. Do this for
each cylinder until a loosened fuel line is found that makes no difference in engine performance. Be sure to
tighten each fuel line nut after the test before the next fuel line nut is loosened. This test can also be an
indication that the fuel injection is wrong, so the cylinder will have to be checked thoroughly. Removal of the
head and inspection of the valves and valve seats is necessary to find those small defects that do not normally
cause a problem. Repair of these problems is normally done when reconditioning the engine.

The cylinder head has valve seat inserts, valve guides, and bridge dowels that can be removed when they are
worn or have damage. Replacement of these components can be made with the tools that follow.

Valves

Valve removal and installation is easier with use of the 5S1330 Valve Spring Compressor Assembly and
5S1322 Valve Keeper Inserter.

Valve Seat Inserts

Tools needed to remove and install valve seat inserts are in the 6V4805 Valve Insert Puller Group. Special
Instruction Form No. SMHS7935 gives an explanation for the procedure to remove the valve seat inserts. For
easier installation, lower the temperature of the insert before it is installed in the head.

Valve Guides

Tools needed to install valve guides are the 5P2396 Driver Bushing and 7S8859 Driver. The counterbore in
the driver bushing installs the guide to the correct height. Use a 1P7451 Valve Guide Honing Group to make a
finished bore in the valve guide after installation of the guide in the head. Special Instruction Form No.
SMHS7526 gives an explanation for this procedure. Grind the valves after the new valve guides are installed.

Checking Valve Guide Bore

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5P3536 Valve Guide Gauge Group

Use the 5P3536 Valve Guide Gauge Group to check the bore of the valve guides. Special Instruction Form
No. GMG02562 gives complete and detailed instructions for use of the 5P3536 Valve Guide Gauge Group.

Bridge Dowel

Use a 5P944 Dowel Puller Group with a 5P942 Extractor to remove the bridge dowels. Install a new bridge
dowel with a 5P2406 Dowel Driver. This dowel driver installs the bridge dowel to the correct height.

Bridge Adjustment

When the head is disassembled, keep the bridges with their respective cylinders. Adjustment of the bridge will
be necessary after the valves are ground or other reconditioning of the cylinder head is done. The bridge
should be checked and/or adjusted each time the valves are adjusted. Use the procedure that follows to make
an adjustment to the bridge.

NOTE: Valves must be fully closed.

1. Put engine oil on the bridge dowel in the cylinder head and in the bore in the bridge.

2. Install the bridge with the adjustment screw toward the exhaust manifold.

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3. Loosen the locknut for the adjustment screw and loosen the adjustment screw several turns.

4. Put a force on the bridge with a finger to keep the bridge in contact with the valve stem opposite the
adjustment screw.

Bridge Adjustment (Typical Example)

5. Turn the adjustment screw clockwise until it just makes contact with the valve stem. Then turn the
adjustment screw 30° more in a clockwise direction to make the bridge straight on the dowel, and to make
compensation for the clearance in the threads of the adjustment screw.

Tighten Adjustment Screw Locknut (Typical Example)

6. Hold the adjustment screw in this position and tighten the locknut to 28 ± 4 N·m (22 ± 3 lb.ft.).

7. Put engine oil at the point where the rocker arm makes contact with the bridge.

NOTE: Valve clearance is measured between the rocker arm and the bridge for the valves.

Valve Clearance

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NOTE: When the valve lash (clearance) is checked, adjustment is NOT NECESSARY if the measurement is
in the range given in the chart for Valve Clearance Check: Engine Stopped. If the measurement is outside this
range, adjustment is necessary. See the chart for Valve Clearance Setting: Engine Stopped, and make the
setting to the nominal (desired) specifications in this chart.

Valve Adjustment

NOTE: The bridge should be checked and/or adjusted each time the valve clearance is adjusted.

NOTE: Intake and exhaust valve lash adjustments should be made at the first recommended oil change.

To make an adjustment to the valve clearance, turn the adjustment screw in the rocker arm. Valve clearance
adjustments can be made by using the procedure that follows:

1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to Top Center (TC) Position
For No. 1 Piston.

2. Make an adjustment to the valve clearance on the intake valves for cylinders 1, 3, 4, 6, 7 and 12. Make an
adjustment to the valve clearance on the exhaust valves for cylinders 1, 4, 5, 8, 9, and 12.

3. After each adjustment, tighten the nut for valve adjustment screw to 28 ± 4 N·m (22 ± 3 lb.ft.), and check
the adjustment again.

4. Remove the timing bolt and turn the flywheel 360° in the direction of engine rotation. This will put No. 11
piston at top center (TC) on the compression stroke. Install the timing bolt in the flywheel.

5. Make an adjustment to the valve clearance on the intake valves for cylinders 2, 5, 8, 9, 10 and 11. Make an
adjustment to the valve clearance on the exhaust valves for cylinders 2, 3, 6, 7, 10, and 11.

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6. After each adjustment, tighten the nut for valve adjustment screw to 28 ± 4 N·m (22 ± 3 lb.ft.), and check
the adjustment again.

7. Remove the timing bolt from the flywheel when all valve clearances are correct.

Cylinder And Valve Location

One of the problems in the list that follows will generally be an indication of a problem in the lubrication
system for the engine.

Too Much Oil ConsumptionOil Pressure Is LowOil Pressure Is HighToo Much Bearing WearIncreased Oil
Temperature

Oil Leakage On Outside Of Engine

Check for leakage at the seals at each end of the crankshaft. Look for leakage at the oil pan gasket and all
lubrication system connections. Check to see if oil comes out of 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, and this will cause gasket and seal leakage.

Oil Leakage Into Combustion Area Of Cylinders

Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are four possible
ways for oil leakage into the combustion area of the cylinders:

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1. Oil leakage between worn valve guides and valve stems.

2. Worn or damaged piston rings, or dirty oil return holes.
3. Compression ring and/or intermediate ring not installed correctly.
4. Oil leakage past the seal rings in the impeller end of the turbocharger shaft.

Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thin
viscosity can be caused by fuel leakage into the crankcase, or by increased engine temperature.

1U5470 Engine Pressure Group.

An oil pressure gauge that has a defect can give an indication of low oil pressure.

The 1U5470 Engine Pressure Group can be used to check engine oil pressure.

1U5470 Engine Pressure Group

This tool group has a gauge to read oil pressure in the engine. Special Instruction Form No. SEHS8524 is with
the tool group and gives instructions for the test procedure.

1. Be sure that the engine is filled to the correct level with SAE 10W-30 oil. If any other viscosity of oil is
used, the information in the Engine Oil Pressure Graph does not apply.

2. Connect the 1U5470 Engine Pressure Group to the oil manifold test location (1).

3. Operate the engine to get it up to normal operating temperature.

Oil Manifold
(1) Pressure test locations.

4. Keep the oil temperature constant with the engine at its rated rpm, and read the pressure gauge.

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NOTE: Make sure engine oil temperature does not go above 115°C (239°F).

5. On the Engine Oil Pressure Graph, find the point that the lines for engine rpm and oil pressure intersect
(connect).

Engine Oil Pressure Graph

6. If the results do not fall within the "ACCEPTABLE" pressure range given in the graph, find the cause and
correct it. Engine failure or a reduction in engine life can be the result if engine operation is continued with oil
manifold pressure outside this range.

NOTE: A record of engine oil pressure, kept at regular intervals, can be used as an indication of possible
engine problems or damage. If there is a sudden increase or decrease of 70 kPa (10 psi) in oil pressure, even
through the pressure is in the "ACCEPTABLE" range on the graph, the engine should be inspected and the
problem corrected.

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Crankcase Oil Level

Check the level of the oil in the crankcase. Add oil if needed. It is possible for the oil level to be too far below
the oil pump supply tube. This will cause the oil pump to not have the ability to supply enough lubrication to
the engine components.

Oil Pump Does Not Work Correctly

The inlet screen of the supply tube for the oil pump can have a restriction. This will cause cavitation (low
pressure bubbles suddenly made in liquids by mechanical forces) and a loss of oil pressure. Air leakage in the
supply side of the oil pump will also cause cavitation and loss of oil pressure. If the bypass valve for the oil
pump is held in the open (unseated) position, the lubrication system cannot get to a maximum pressure. Oil
pump gears that have too much wear will cause a reduction in oil pressure.

Oil Filter Bypass Valves

If the bypass valve for the oil filter is held in the open position (unseated) because the oil filter has a
restriction, a reduction in oil pressure can result. To correct this problem, remove and clean the bypass valve
and bypass valve bore. Install a new Caterpillar oil filter to be sure that no more debris makes the bypass
valve stay open.

Too Much Clearance At Engine Bearings Or Open Lubrication System (Broken Or

Disconnected Oil Line Or Passage)

Components that are worn and have too much bearing clearance can cause oil pressure to be low. Low oil
pressure can also be caused by an oil line or oil passage that is open, broken or disconnected.

Oil pressure will be high if the bypass valve for the oil pump cannot move from the closed position.

When some components of the engine show bearing wear in a short time, the cause can be a restriction in an
oil passage. A broken oil passage can also be the cause.

If the gauge for oil pressure shows enough oil pressure, but a component is worn because it cannot get enough
lubrication, look at the passage for oil supply to the component. A restriction in a supply passage will not let
enough lubrication get to a component, and this will cause early wear.

Piston Cooling Tubes (Jets)

When engine is operated, cooling jets direct oil toward the bottom of the piston to lower piston and ring
temperatures. If there is a failure of one of the jets, or it is bent in the wrong direction, seizure of the piston
will be caused in a very short time.

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Use the 5P8709 Piston Tool Group to check and adjust the alignment of piston cooling jets.

NOTE: On engines with Serial Numbers 38S1 through 38S890, the Number 1 and Number 12 cylinders must
use an adapter between the cooling tube jet and the cylinder block. This adapter increases clearance between
the tube jet and the skirt of the piston. Failure to use this 9N2426 Adapter can cause the piston skirt to break
the cooling tube, resulting in a seized piston.

The engine cylinder blocks that use the adapters are identified by a 10-24 thd screw hole next to the cooling
jet mounting hole. The adapter is fastened to the block by a screw in this hole.

The cooling jet can be removed without removal of the adapter. Under normal conditions there is no need to
ever remove the adapters.

Look for a restriction in the oil passages of the oil cooler. If the oil cooler has a restriction, the oil temperature
will be higher than normal when the engine is operated. The oil pressure of the engine will not get low just
because the oil cooler has a restriction.

Also check the oil cooler bypass valve to see if it is held in the open position (unseated). This condition will
let the oil through the valve instead of the oil cooler, and oil temperature will increase.

This 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 (low
pressure bubbles suddenly made 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.

The cause for increased engine temperature is generally because regular inspections of the cooling system
were not made. Make a visual inspection of the cooling system before a test is made with test equipment.

1. Check coolant level in the cooling system.

2. Look for leaks in the system.

NOTE: Water pump seals. A small amount of coolant leakage across the surface of the "face-type" seals is
normal, and required, to provide lubrication for this type of seal. A hole is provided in the water pump
housing to allow this coolant/seal lubricant to drain from the pump housing. Intermittent leakage of small
amounts of coolant from this hole is not an indication of water pump seal failure. Replace the water pump
seals only if a large amount of leakage, or a constant flow of coolant is observed draining from the water
pump housing.

3. Look for bent radiator fins. Be sure that air flow through the radiator does not have a restriction.

4. Inspect the drive belts for the fan.

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5. Check for damage to the fan blades.

6. Look for air or combustion gas in the cooling system.

7. Inspect the filler cap and the surface that seals the cap. This surface must be clean.

Remember that temperature and pressure work together. When a diagnosis is made of a cooling system
problem, temperature and pressure must both be checked. Cooling system pressure will have an effect on
cooling system temperatures. For an example, look at the chart to see the effect of pressure and height above
sea level on the boiling (steam) point of water.

Test Tools For Cooling System

8T470 Thermistor Thermometer Group.8T2700 Blowby/Air Flow Indicator Group.6V3121 Multitach

Group.9S8140 Cooling System Pressurizing Pump Group.

The 8T470 Thermistor Thermometer Group is used in the diagnosis of overheating (engine hotter than
normal) or overcooling (engine cooler than normal) problems. This group can be used to check temperatures
in several different parts of the cooling system. The testing procedure is in Special Instruction Form No.
SEHS8446.

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8T470 Thermistor Thermometer Group

The 8T2700 Blowby/Air Flow Indicator Group is used to check the air flow through the radiator core. The
operating instructions are included with the group.

8T2700 Blowby/Air Flow Indicator Group

The 6V3121 Multitach Group is used to check the fan speed. The testing procedure is in Special Instruction
Form No. SEHS7807.

6V3121 Multitach Group

Checking Pressure Cap

9S8140 Cooling System Pressurizing Pump Group.

One cause for a pressure loss in the cooling system can be a bad seal on the radiator pressure cap.

DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot
coolant can cause severe burns.

After the engine is cool, loosen the pressure cap and let the pressure out of the cooling system. Then remove
the pressure cap.

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Typical Schematic Of Pressure Cap

(A) Sealing surface of cap and radiator.

Inspect the pressure cap carefully. Look for damage to the seal or to the surface that seals. Any foreign
material or deposits on the cap, seal or surface that seals, must be removed.

The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressure check the
cooling system for leaks.

DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot
coolant can cause severe burns.

To check the pressure cap for the pressure that makes the pressure cap open, use the procedure that follows:

1. Remove the pressure cap from the radiator.

2. Put the pressure cap on the 9S8140 Cooling System Pressurizing Pump Group.

3. Look at the gauge for the exact pressure that makes the pressure cap open.

4. Make a comparison of the reading on the gauge with the correct pressure at which the pressure cap must
open.

NOTE: The correct pressure that makes the pressure cap open is on the pressure cap and is also in the
Specifications Section.

5. If the pressure cap is bad, install a new pressure cap.

Testing Radiator And Cooling System For Leaks

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9S8140 Cooling System Pressurizing Pump Group.

To test the radiator and cooling system for leaks, use the procedure that follows:

DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot
coolant can cause severe burns.

1. Remove the pressure cap from the radiator.

2. Make sure the coolant is over the top of the radiator core.

9S8140 Pressurizing Pump Group Installed On Radiator That Uses Pressure Cap (Typical Example)

3. Put the 9S8140 Cooling System Pressurizing Pump Group on the radiator.

4. Get the pressure reading on the gauge to 20 kPa (3 psi) more than the pressure on the pressure cap.

5. Check the radiator for outside leakage.

6. Check all connections and hoses for the cooling system for outside leakage.

7. If you do not see any outside leakage and the pressure reading on the gauge is still the same after 5
minutes, the radiator and cooling system does not have leakage. If the reading on the gauge goes down and
you do not see any outside leakage, there is leakage on the inside of the cooling system. Make repairs as
necessary.

9S8140 Cooling System Pressurizing Pump Group

(A) Release valve. (B) Adapter. (C) Hose.

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If a pressure indication is shown on the gauge, to avoid personal injury

push release valve (A) to release all pressure in the system before
removal of hose (C) from radiator.

Gauge For Water Temperature

8T470 Thermistor Thermometer Group. or2F7112 Thermometer and 6B5072 Bushing.

Test Location
(1) Plug.

If the engine gets too hot and a loss of coolant is a problem, a pressure loss in the cooling system could be the
cause. If the gauge for water temperature shows that the engine is getting too hot, look for coolant leakage. If
a place cannot be found where there is coolant leakage, check the accuracy of the gauge for water
temperature. A temperature gauge of known accuracy can be connected at the location for plug (1) to make
this check. Also, the 8T470 Thermistor Thermometer Group or the 2F7112 Thermometer and 6B5072
Bushing can be used.

Work carefully around an engine that is running. Engine parts that are
hot, or parts that are moving, can cause personal injury.

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Water Temperature Gauge

Start the engine and run it until the temperature is at the desired range according to the test gauge or
thermometer. If necessary, put a cover over part of the radiator or cause a restriction of the coolant flow. The
reading on the gauge for water temperature must be the same as the test gauge or thermometer within the
tolerance range in the chart.

Water Temperature Regulators

1. Remove the regulator from the engine.

2. Heat water in a pan until the temperature is 92°C (197°F) or 98°C (208°F). Check Specifications Section
for the correct temperature to use. Move the water around in the pan to make it all the same temperature.

3. Hang the regulator in the pan of water. The regulator must be below the surface of the water and it must be
away from the sides and bottom of the pan.

4. Keep the water at the correct temperature for 10 minutes.

5. After ten minutes, remove the regulator and immediately measure the distance the regulator has opened.
The distance must be a minimum of 9.53 mm (.375 in.).

6. If the distance is less than 9.53 mm (.375 in.), make a replacement of the regulator.

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This engine has piston grooves and rings of the KEYSTONE (taper) design. The 8T3150 Keystone Piston
Ring Groove Gauge Group is available to check the top two ring grooves in the piston. For correct use of the
gauge group see the instruction card that is with the gauge group.

Instructions For 8T3150 Keystone Piston Ring Groove Gauge Group

Use the 7M3978 Piston Ring Expander to remove or install piston rings.

Use the 5P3526 Piston Ring Compressor to install pistons into cylinder block.

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Tighten the connecting rod nuts in the step sequence that follows:

1. Put 2P2506 Thread Lubricant on bolt threads and contact surfaces of nut and cap.

2. Tighten all nuts to 80 ± 8 N·m (60 ± 6 lb.ft.).

3. Put a mark on each nut and end of bolt.

4. Tighten each nut 120° from the mark.

The connecting rod bearings fit tightly in the bore in the rod. If bearing joints or backs are worn (fretted),
check bore size. This can be an indication of wear because of a loose fit.

Connecting rod bearings are available with 0.63 mm (.025 in.) and 1.27 mm (.050 in.) smaller inside diameter
than the original size bearings. These bearings are for crankshafts that have been "ground" (made smaller than
the original size).

Main bearings are available with a larger outside diameter than the original size bearings. These bearings are
for cylinder blocks that have had the bore for the main bearings "bored" (made larger than the original size).
The size available is 0.63 mm (.025 in.) larger outside diameter than the original size bearings.

The bore in the block for main bearings can be checked with the main bearing caps installed without bearings.
Tighten the nuts that hold the caps to the torque shown in the Specifications. Alignment error in the bores
must not be more than 0.08 mm (.003 in.). Special Instruction, Form No. SMHS7606 gives instructions for the
use of 1P4000 Line Boring Tool Group for alignment of the main bearing bores. The 1P3537 Dial Bore Gauge
Group can be used to check the size of the bores. Special Instruction Form No. GMG00981 is with the group.

1P3537 Dial Bore Gauge Group

8B7548 Push-Puller.
Three 3H465 Plates.
1P2396 Puller Plate.Two 3/4 in. 16 NF Bolts, 177.8 mm (7 in.) long.Four 3/4 in. 16 NF bolts, 76.2 mm (3 in.)
long.Eight 2F126 Seals (Copper Washers).8T455 Liner Projection Tool Group.8S3140 Cylinder Block
Counterboring Tool Arrangement.

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Check liner projection above top plate as follows:

1. Make certain that top plate (4) and the cylinder liner flange are clean. Install a new top plate gasket, but do
not install liner seals when this check is made.

Holding Top Plate To Cylinder Block (Typical Example)

(1) 3H465 Plate. (2) 1P2396 Puller Plate. (3) 2F126 Seals (copper washers). (4) Top plate.

2. Use 3/4-16 NF bolts, 76.2 mm (3 in.) long, with two 2F126 Seals (3) on each bolt to hold the top plate (4)
to the cylinder block. Install two bolts with seals (3) on each side of the cylinder liner. Tighten the bolts
evenly, in four steps: 14 N·m (10 lb.ft.), 35 N·m (25 lb.ft.), 70 N·m (50 lb.ft.) and then to 95 N·m (70 lb.ft.).

NOTE: To keep installation and removal of bolts and washers to a minimum as each liner is checked, install
two bolts with washers on each side of each cylinder liner along the complete length of the top plate.

3. Use a 1P2396 Puller Plate (2), three 3H465 Plates (1), 8B7548 Push-Puller (6), and two 3/4-16 NF bolts,
177.8 mm (7 in.) long to hold the liner down.

4. Tighten the bolts evenly in four steps: 7 N·m (5 lb.ft.), 20 N·m (15 lb.ft.), 35 N·m (25 lb.ft.), and then to 70
N·m (50 lb.ft.). Distance from bottom edge of 8B7548 Push-Puller (6) to top plate must be the same on both
sides of cylinder liner.

5. Use a 8T455 Liner Projection Tool Group to measure liner projection. Special Instruction Form No.
SMHS7727 gives more information for the measurement procedures.

6. To zero dial indicator (5), use the back of 1P5507 Gauge with dial indicator (5) mounted in 1P2402 Gauge
Body (7).

7. Liner projection must be 0.03 to 0.15 mm (.001 to .006 in.). (Make the measurement to the top of the liner
flange, not the inner ring). The maximum differential between high and low measurements made at four
places around each liner is 0.05 mm (.002 in.). The average projection of liners next to each other must not be
more than 0.05 mm (.002 in.). The maximum difference in the average projection of the cylinder liners under
one cylinder head must not be more than 0.10 mm (.004 in.).

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Measuring Liner Height Projection (Typical Example)

(5) Dial indicator. (6) 8B7548 Push-Puller. (7) 1P2402 Gauge Body.

NOTE: If liner projection changes from point to point around the liner, turn the liner to a new position within
the bore. If still within specifications, move liner to a different bore.

NOTE: When liner projection is correct, put a temporary mark on the liner and top plate so when seals and
band are installed, the liner can be installed in the correct position.

The contact face of the cylinder block can be machined with use of the 8S3140 Cylinder Block
Counterboring Tool Arrangement to adjust liner projection. Special Instruction Form No. FM055228 is part of
the cylinder block counterboring tool arrangement and gives tool arrangement and information to use the tool.

2W3815 and 5N93 Stainless Steel Inserts are available for use after the cylinder block has been counterbored.
Special Instruction Form No. SMHS8222 has the correct installation procedure for the inserts.

8T5096 Dial Indicator Group.

Heat the ring gear to install it. Do not heat to more than 315°C (600°F). Install the ring gear so the chamfer on
the gear teeth are next to the starter pinion when the flywheel is installed.

Face Run Out (Axial Eccentricity) Of The Flywheel Housing

If any method other than given here is used, always remember bearing clearance must be removed to get
correct measurements.

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8T5096 Dial Indicator Group Installed

Checking Face Runout Of The Flywheel Housing

(A) Bottom. (B) Right side. (C) Top. (D) Left side.

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1. Fasten a dial indicator to the crankshaft flange so the anvil of the indicator will touch the face of the
flywheel housing.

2. Put a force on the crankshaft toward the rear before the indicator is read at each point.

3. With dial indicator set at 0.0 mm (.000 in.) at location (A), turn the crankshaft and read the indicator at
locations (B), (C) and (D).

4. The difference between lower and higher measurements taken at all four points must not be more than 0.38
mm (.015 in.), which is the maximum permissible face run out (axial eccentricity) of the flywheel housing.

Bore Runout (Radial Eccentricity) Of The Flywheel Housing

8T5096 Dial Indicator Group Installed

1. Fasten the dial indicator as shown so the anvil of the indicator will touch the bore of the flywheel housing.

2. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft up
against the top of the bearing. Write the measurement for bearing clearance on line 1 in column (C) in the
Chart For Dial Indicator Measurements.

NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation (signs). This
notation is necessary for making the calculations in the chart correctly.

3. Divide the measurement from Step 2 by 2. Write this number on line 1 in columns (B) & (D).

4. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).

5. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write the measurements in the chart.

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Checking Bore Runout Of The Flywheel Housing

6. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in the chart.

7. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write the measurement in the chart.

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8. Add lines I and II by columns.

9. Subtract the smaller number from the larger number in line III in columns (B) & (D). The result is the
horizontal eccentricity (out of round). Line III, column (C) is the vertical eccentricity.

10. On the graph for total eccentricity find the point of intersection of the lines for vertical eccentricity and
horizontal eccentricity.

11. If the point of intersection is in the range marked "Acceptable" the bore is in alignment. If the point of
intersection is in the range marked "Not Acceptable" the flywheel housing must be changed.

Graph For Total Eccentricity

Face Runout (Axial Eccentricity) Of The Flywheel

1. Install the dial indicator as shown. Always put a force on the crankshaft in the same direction before the
indicator is read so the crankshaft end clearance (movement) is always removed.

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Checking Face Runout Of The Flywheel

2. Set the dial indicator to read 0.0 mm (.000 in.).

3. Turn the flywheel and read the indicator every 90°.

4. The difference between the lower and higher measurements taken at all four points must not be more than
0.15 mm (.006 in.), which is the maximum permissible face runout (axial eccentricity) of the flywheel.

Bore Runout (Radial Eccentricity) Of The Flywheel

1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makes contact as
shown.

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Checking Bore Runout Of The Flywheel

(1) 7H1945 Holding Rod. (2) 7H1645 Holding Rod. (3) 7H1942 Indicator. (4) 7H1940 Universal Attachment.

2. Set the dial indicator to read 0.0 mm (.000 in.).

3. Turn the flywheel and read the indicator every 90°.

4. The difference between the lower and higher measurements taken at all four points must not be more than
0.15 mm (.006 in.), which is the maximum permissible bore runout (radial eccentricity) of the flywheel.

5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not exceed 0.13 mm
(.005 in.).

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Checking Flywheel Clutch Pilot Bearing Bore

Damage to or failure of the damper will increase vibrations and result in damage to the crankshaft. It will
cause more gear train noise at variable points in the speed range.

The vibration damper has marks (1) on the hub and the ring. These marks give an indication of the condition
of the vibration damper. If the marks are not in alignment, the rubber part (between the ring and the hub) of
the vibration damper has had a separation from the ring and/or hub. If the marks are not in alignment, install a
new vibration damper.

A used vibration damper can have a visual wobble (movement to the front and then to the rear when in
rotation) on the outer ring and still not need replacement, because some wobble of the outer ring is normal. To
see if the amount of wobble is acceptable, or replacement is necessary, check the damper with the procedure
that follows:

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Vibration Damper
(1) Alignment marks.

1. Install a dial indicator, contact point and other parts as necessary to hold the dial indicator stationary. The
contact point must be perpendicular (at 90° angle) to the face of the outer ring of the damper, and must make
contact approximately at the center of the outer ring.

2. Push on the front end of the crankshaft so the end play (free movement on the centerline) is removed.
Keep the crankshaft pushed back until the measurements are done.

3. Adjust the dial indicator to zero.

4. Turn the crankshaft 360° and watch the dial indicator. A total indicator reading of 0.00 to 2.03 mm (.000 to
.080 in.) is acceptable.

6V4930 Battery Load Tester.8T900 AC/DC Clamp-On Ammeter.6V7070 Heavy-Duty Digital Multimeter
or6V7800 Regular-Duty Digital Multimeter.

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 tight, and the battery must be fully charged. If
the on-engine test shows a defect in a component, remove the component for more testing.

The service manual Testing And Adjusting Electrical Components, Form No. REG00636 has complete
specifications and procedures for the components of the starting circuit and the charging circuit.

6V4930 Battery Load Tester

The 6V4930 Battery Load Tester is a portable unit in a metal case for use under field conditions and high
temperatures. It can be used to load test all 6, 8 and 12V batteries. This tester has two heavy-duty load cables
that can easily be fastened to the battery terminals, and a load adjustment knob on the front panel permits a
current range up to a maximum of 700 amperes. The tester also has a thermometer to show when the safe
operating temperature limit of the unit has been reached.

NOTE: Make reference to Special Instruction Form No. SEHS8268 for more complete information for use of
the 6V4930 Battery Load Tester.

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8T900 AC/DC Clamp-On Ammeter

The 8T900 AC/DC Clamp-On Ammeter is a completely portable, self-contained instrument that allows
electrical current measurements to be made without breaking the circuit or disturbing the insulation on
conductors. A digital display is located on the ammeter for reading current directly in a range from 1 to 1200
amperes. If an optional 6V6014 Cable is connected between this ammeter and one of the digital multimeters,
current readings of less than 1 ampere can then be read directly from the display of the multimeter.

A lever is used to open the jaws over the conductor [up to a diameter of 19 mm (.75 in.)], and the spring
loaded jaws are then closed around the conductor for current measurement. A trigger switch that can be
locked in the ON or OFF position is used to turn on the ammeter. When the turn-on trigger is released, the last
current reading is held on the display for 5 seconds. This allows accurate measurements to be taken in limited
access areas where the digital display is not visible to the operator. A zero control is provided for DC
operation, and power for the ammeter is supplied by batteries located inside the handle.

NOTE: Make reference to Special Instruction Form No. SEHS8420 for more complete information for use of
the 8T900 Clamp-On Ammeter.

6V7070 Heavy-Duty Digital Multimeter

The 6V7070 Heavy-Duty Digital Multimeter is a completely portable, hand held instrument with a digital
display. This multimeter is built with extra protection against damage in field applications, and is equipped
with seven functions and 29 ranges. The 6V7070 Multimeter has an instant ohms indicator that permits
continuity checks for fast circuit inspection. It also can be used for troubleshooting small value capacitors.

The 6V7800 Regular-Duty Digital Multimeter (a low cost option to the Heavy-Duty Multimeter) is also
available; however, the 6V7800 Multimeter does not have the 10A range or the instant ohms feature of the
6V7070 Multimeter.

NOTE: Make reference to Special Instruction Form No. SEHS7734 for more complete information for use of
the 6V7070 and 6V7800 Multimeters.

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Never disconnect any charging unit circuit or battery circuit cable from
battery when the charging unit is operated. A spark can cause an
explosion from the flammable vapor mixture of hydrogen and oxygen
that is released from the electrolyte through the battery outlets. Injury
to personnel can be the result.

The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of
the charge in the battery. Damage to the charging unit can result if the connections (either positive or
negative) between the battery and charging unit are broken while the charging unit is in operation. This is
because the battery load is lost and there is an increase in charging voltage. High voltage can damage, not
only the charging unit, but also the regulator and other electrical components.

Use the 6V4930 Battery Load Tester, the 8T900 Clamp-On Ammeter and the 6V7070 Multimeter to load test
a battery that does not hold a charge when in use. See Special Instruction, Form No. SEHS8268 for the
correct procedure and specifications to use.

The condition of charge in the battery at each regular inspection will show if the charging system operates
correctly. An adjustment is necessary when the battery is constantly in a low condition of charge or a large
amount of water is needed (more than one ounce of water per cell per week or per every 100 service hours).

When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and
components that are a permanent part of the system. Off-engine (bench) testing will give a test of the
charging unit and voltage regulator operation. This testing will give an indication of needed repair. After
repairs are made, again make a test to give proof that the units are repaired to their original condition of
operation.

Before the start of on-engine testing, the charging system and battery must be checked as shown in the Steps
that follow:

1. Battery must be at least 75% (1.225 Sp. Gr.) fully charged and held tightly in place. The battery holder
must not put too much stress on the battery.

2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables must be
free of corrosion and have cable support clamps to prevent stress on battery connections (terminals).

3. Leads, junctions, switches and panel instruments that have direct relation to the charging circuit must give
correct circuit control.

4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and have the
ability to operate the charging unit.

Alternator Regulator Adjustment

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When an alternator is charging the battery too much or not enough, an adjustment can be made to the
charging rate of the alternator. Make reference to Specifications to find all testing specifications for all
alternators and regulators.

To adjust the voltage setting, use the procedures that follow:

Earlier Delco-Remy 24V 50A (5S9088 Alternator)

Remove plug (1) from the cover of the alternator and turn the inside adjustment with a screwdriver. Turn the
adjustment one or two notches counterclockwise to decrease the alternator charging rate, and one or two
notches clockwise to increase the charging rate.

Regulator Adjustment (Earlier)

(1) Adjustment screw under plug (earlier regulator). (2) End plate.

Later Delco-Remy 24V 50A (5S9088 Alternator) and Delco-Remy 12V 75A (5S6698 Alternator)

The voltage adjustment screw for the later 5S9088 Alternator is located under the end plate. The adjustment
screw for the 5S6698 Alternator is also under the end plate.

1. Remove the end plate and cover from the end of the alternator to get access to the voltage regulator.

2. Remove the rubber sealant from potentiometer adjustment screw (1).

Regulator Adjustment (Later)

(1) Potentiometer adjustment screw. (2) Transistor pins.

3. Connect a voltmeter across the batteries to measure the regulation of the voltage.

NOTE: The batteries must have a good charge for this measurement.

4. Operate the alternator at a speed of 5000 rpm for 30 seconds and take a measurement of the voltage. The

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reading should be as follows:

5S6698 (12V) ... 14V

5S9088 (24V) ... 28V

5. Turn potentiometer adjustment screw (1) counterclockwise to get less voltage output and clockwise to get
more voltage output.

6. After the adjustment has been made, put a thin layer of silicone rubber sealant (3S6252) on the adjustment
screw and install the cover and end plate.

NOTE: Make sure the location of the wires to the voltage regulator is not over transistor pins (2). The
transistor pins can make holes in the insulation for the wires and cause a short circuit.

Delco-Remy 24V 60A (4N3986 Alternator) Delco-Remy 32V 60A (4N3987 Alternator)

To make an adjustment to the voltage output, pull out voltage adjustment cap (1). Turn the cap 90°, and
install it again into the alternator. The voltage adjustment cap has four positions: HI, LO, and two positions
between the high and the low setting.

The 4N3987 Alternator can be adjusted for either 30 or 32 volts. A replacement alternator shipped from the
factory will be adjusted for 32V systems. Where the alternator is to be used in a 30V system, pull out voltage
adjustment cap (1) and change to position 3.

Cap Type Regulator Adjustment

(1) Voltage adjustment cap.

Delco-Remy 24V 35A (6N9294 or 9G8255 Alternators) Delco-Remy 24V 45A (5N5692 Alternator)
Delco-Remy 12V 60A (7G7889 Alternator)

No adjustment can be made to change the rate of charge on these alternator regulators. If rate of charge is not
correct, a replacement of the regulator is necessary.

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Alternator Without Regulator Adjustment

Motorola Alternator Regulator (Separate From Alternator)

When the alternator is either charging the battery too much or not enough, an adjustment can be made to the
alternator charging rate. To make an adjustment to the voltage output, remove the cap (1) from the alternator
regulator and change the regulator adjustment with a screwdriver.

Alternator Regulator (Motorola)

(1) Cap for adjustment screw.

To increase the voltage, turn the adjustment screw clockwise. The adjustment screw under the cap (1) has
five positions (number 1 is the last position clockwise).

Motorola Alternator Regulator (6T9445) Bosch Alternator Regulator (9G7567) Nippondenso

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Alternator Regulator (7T2793)

Motorola Regulator (6T9445)

Bosch Regulator (9G7567)

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Nippondenso Regulator (7T2793)

No adjustment can be mad to change the rate of charge on these alternator regulators. If rate of charge is not
correct, a replacement of the regulator is necessary.

Prestolite Alternator Regulator (Separate From Alternator)

The regulator components are sealed in an insulation of epoxy. The regulator is an electronic component with
no moving parts (solid state) and has an adjustment screw (1) on the back. This voltage adjustment screw is
used to meet different needs of operation at different times of the year. To increase or decrease by .5 volts
from the normal (N) setting, remove the regulator and change the position of the adjustment screw and
pointer. Move adjustment screw (1) and pointer to "H" position (2) to increase the voltage. Move adjustment
screw (1) and pointer to "L" position (4) to decrease the voltage.

Prestolite Alternator Regulator

(1) Adjustment screw. (2) High output position. (3) Green wire to field terminal of alternator. (4) Low output position. (5) Orange
wire to field supply terminal.

Alternator Pulley Nut Tightening (Delco-Remy)

Tighten nut that holds the pulley to a torque of 100 ± 10 N·m (75 ± 5 lb.ft.) with the tools shown.

Tools To Tighten Alternator Pulley Nut

(1) 8T9293 Torque Wrench. (2) 8S1588 Adapter (1/2" female to 3/8" male). (3) 2P8267 Socket Assembly. (4) 8H8517 Combination
Wrench (1 1/8"). (5) 8T5314 Socket.

Use the multimeter in the DCV range to find starting system components which do not function.

Move the start control switch to activate the starter solenoid. Starter solenoid operation can be heard as the
pinion of the starter motor is engaged with the ring gear on the engine flywheel.

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If the solenoid for the starter motor will not operate, it is possible that the current from the battery did not get
to the solenoid. Fasten one lead of the multimeter to the connection (terminal) for the battery cable on the
solenoid. Put the other lead to a good ground. A zero reading is an indication that there is a broken circuit
from the battery. More testing is necessary when there is a voltage reading on the multimeter.

The solenoid operation also closes the electric circuit to the motor. Connect one lead of the multimeter to the
solenoid connection (terminal) that is fastened to the motor. Put the other lead to a good ground. Activate the
starter solenoid and look at the multimeter. A reading of battery voltage shows the problem is in the motor.
The motor must be removed for further testing. A zero reading on the multimeter shows that the solenoid
contacts do not close. This is an indication of the need for repair to the solenoid or an adjustment to be made
to the starter pinion clearance.

Make a test with one multimeter lead fastened to the connection (terminal) for the small wire at the solenoid
and the other lead to the ground. Look at the multimeter and activate the starter solenoid. A voltage reading
shows that the problem is in the solenoid. A zero reading is an indication that the problem is in the start switch
or the wires for the start switch.

Fasten one multimeter lead to the start switch at the connection (terminal) for the wire from the battery.
Fasten the other lead to a good ground. A zero reading indicates a broken circuit from the battery. Make a
check of the circuit breaker and wiring. If there is a voltage reading, the problem is in the start switch or in the
wires for the start switch.

A starter motor that operates too slow can have an overload because of too much friction in the engine being
started. Slow operation of the starter motor can also be caused by a short circuit, loose connections and/or dirt
in the motor.

Pinion Clearance Adjustment (Delco-Remy)

When the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be made with
the starter motor removed.

Connection For Checking Pinion Clearance

(1) Connector from MOTOR terminal on solenoid to motor. (2) SW terminal. (3) Ground terminal.

1. Install the solenoid without connector (1) from the MOTOR connections (terminal) on solenoid to the

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motor.

2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), marked SW.

3. Connect the other side of the battery to ground terminal (3).

4. Connect for a moment, a wire from the solenoid connection (terminal) marked MOTOR to the ground
connection (terminal). The pinion will shift to crank position and will stay there until the battery is
disconnected.

Pinion Clearance Adjustment

(4) Shaft nut. (5) Pinion. (6) Pinion clearance.

5. Push the pinion toward the commutator end to remove free movement.

6. Pinion clearance (6) must be 8.3 to 9.9 mm (.33 to .39 in.).

7. To adjust pinion clearance, remove plug and turn nut (4).

Pinion Clearance Adjustment (Prestolite)

There are two adjustments on this type motor. They are end play for the armature and pinion clearance.

End Play For The Armature

The correct end play for the armature is 0.13 to 0.76 mm (.005 to .030 in.). The adjustment is made by adding
or removing thrust washers on the commutator end of the armature shaft.

Pinion Clearance Adjustment

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Connections For Adjustment Of The Pinion Clearance

(1) Stud.

1. To adjust the pinion distance, connect the solenoid to a 12 volt battery as shown. For a short moment,
connect a wire from the "motor" stud of the solenoid to the stud at (1) in the commutator end. This moves the
solenoid and drive into the cranking position.

Disconnect the wire.

NOTE: The drive is in the cranking position until the battery is disconnected.

Pinion Clearance Adjustment

(2) Adjustment nut. (3) Distance.

2. Push the drive toward the commutator end of the motor to eliminate any slack movement in the linkage
and measure the distance between the outside edge of the drive sleeve and the thrust washer. The distance (3)
must be 0.51 to 1.27 mm (.020 to .050 in.).

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3. Remove the plug. Turn the adjustment nut (2) in or out as necessary to get this distance.

4. Install the plug.

9S240 Rack Position Tool Group

9S215 Dial Indicator3S3268 Contact Point, 6.4 mm (.25 in.) long3P1565 Collet Clamp

To test for correct current draw (consumption) of shut-off solenoids, make reference to Specifications.

Rack Shut-Off Solenoid (Later)

(1) Travel 15.7 mm (.62 in.). (2) Distance between shaft and plate. (3) Start position of plunger plate from mounting flange is 11.2
mm (.44 in.) to measure travel of plunger.

The correct adjustment of the fuel rack shut-off solenoids is necessary to help prevent failures of the
solenoids. Use the procedure that follows to adjust the shaft:

1. Adjust the plunger plate so it is 11.2 mm (.44 in.) from the flange face as shown in the illustration.

2. Adjust the correct shaft according to the dimension shown in the chart.

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Rack Shut-Off Solenoid (Earlier)

(1) Distance between shaft and plate. (2) Travel 15.7 mm (.62 in.). (3) Starting position of plunger plate from mounting flange is 11.2
mm (.44 in.) to measure travel of plunger.

3. After the solenoid is installed on the engine, three checks must be made to give proof that the solenoid
adjustment is correct.

A. The adjustment must let the fuel rack move to the full load position. Use 9S240 Rack Position Tool
Group to measure the fuel rack position (see subject Fuel Rack Setting).

B. The solenoid must be able to move the fuel rack to shut-off position.

C. For solenoids with two sets of windings (pull-in and hold-in), the adjustment must give the plunger
enough travel to cause only the "hold-in" windings to be activated when the fuel rack is held in the
shut-off position. Use a thirty ampere ammeter to measure solenoid current during engine shutdown. If
the adjustment is correct, less than two amperes will be read on the ammeter when solenoid plunger is
in the "hold-in" position.

4. If necessary, make adjustments to the shaft until all three conditions in Step 3 are met.

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Single winding solenoids do not have the "hold-in" windings. A higher current is necessary to pull the plunger
into position, and the same current level is used to hold the plunger at this position. This type of solenoid must
not be activated constantly for a time period of more than 2.5 minutes, or damage will result.

Pressure Regulating Valve (Typical Illustration)

(1) Adjustment screw. (2) Regulator inlet. (3) Regulator outlet.

To check and adjust the pressure regulating valve, use the procedure that follows:

1. Drain the line to the pressure regulating valve or drain the air storage tank.

2. Disconnect the regulator from the starter control valve.

3. Connect an 8M2885 Pressure Gauge to regulator outlet (3).

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4. Put air pressure in the line or tank.

5. Check the pressure.

6. Adjust the pressure regulating valve as shown in Chart For Air Pressure Setting.

7. Remove the air pressure from the line or tank.

8. Remove the 8M2885 Pressure Gauge and connect the air pressure regulator to the line to the air starter
motor.

Each engine application will have to be inspected to get the most acceptable starting results. Some of the
factors that affect regulating valve pressure setting are: attachment loads pulled by engine during starting,
ambient temperature conditions, oil viscosity, capacity of air reservoir, and condition of engine (new or
worn).

The advantage of setting the valve at the higher pressures is increased torque for starter motor and faster
rotation of engine. The advantage of setting the valve at the lower pressures is longer time of engine rotation
for a given reservoir capacity of supply air.

Always use an air line lubricator with these air starter motors.

For temperatures above 0°C (32°F), use a good quality SAE 10 motor oil.

For temperatures below 0°C (32°F), use diesel fuel.

To maintain the efficiency of the starter motor, flush it at regular intervals. Pour approximately 0.5 liter (1 pt.)
of diesel fuel into the air inlet of the starter motor and operate the motor. This will remove the dirt, water and
oil mixture (gummy coating) from the vanes of the motor.

Disassembly

Before an SM450 starter motor is disassembled, always mark adjacent parts on motor housing cover (1),
motor housing (7), gear case (52), gear case cover (30) and drive housing (48) so that these members can be
located in the same relative position when the starter is reassembled.

Do not disassemble the starter any further than necessary to replace a worn or damaged part. Do not remove
any part which is a press fit or on a subassembly unless the removal of that part is necessary for replacement
or repairs. Do not press any needle bearing or bushing from a bearing recess unless a new bearing or bushing

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is to be installed. These members are always damaged during the removal process.

Always have a complete set of gaskets, vanes, seals and O-rings on hand before any overhaul of an SM450
starter motor. Never use old gaskets, seals or O-rings.

Air Starter
(1) Motor housing cover assembly. (2) Housing cover plug. (3) 1/8" pipe plug. (4) Housing cover gasket. (5) Housing cover cap
screws (eight). (6) 3/8" lockwashers (sixteen). (7) Motor housing. (8) Cylinder assembly. (9) Air port gaskets (four). (10) Spring
(one for each gasket). (11) Cylinder end plates (two). (12) Cylinder dowel. (13) Rotor assembly. (14) Rotor bearing spacers (two).
(15) Rotor bearing locknut. (16) Locknut retaining washer. (17) Pinion retainer. (18) Pinion retainer screws (two). (19) Retaining
screw lockwashers (two). (20) Lockwire. (21) Rotor bearings (two) special; purchase from Ingersoll-Rand. (22) Vane packet (set of
five). (23) Rear rotor bearing spring washer. (24) Rotor pinion. (25) Drive shaft thrust washer. (26) Drive gear. (27) Drive gear key.
(28) Drive shaft. (29) Drive shaft front bearing. (30) Gear case cover assembly. (31) Gear case cover seal. (32) Piston seal. (33)
Gear case cover screws (eighteen). (34) Gear case screw lockwashers (eighteen). (35) Drive shaft grease seal. (36) Gear case bolts
(six). (37) Gear case bolt nuts (six). (38) Gear case capscrews (two). (39) Drive housing capscrews (fourteen). (40) Capscrew
lockwashers (fourteen). (41) Piston assembly. (42) Piston ring. (43) Shift ring (consists of two halves). (44) Shift ring retainer. (45)
Shift ring spacer. (46) Piston return spring. (47) Return spring seat. (48) Drive housing assembly. (49) Drive housing bushing. (50)
Bushing oiler. (51) Bendix starter drive (pinion). (52) Gear case assembly. (53) Drive shaft rear bearing. (54) 1/8" pipe plugs (two).
(55) Drive shaft grease seal retainer. (56) Nameplate. (57) Nameplate screws (three).

Never wash a bendix drive in kerosene or other solvent. Doing so will remove or dilute the factory applied
lubricant within the drive clutch.

Motor Assembly

Assemble the Multi-Vane motor as follows:

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1. Clean the tapered hub on rotor (13) and the tapered socket in the rotor pinion (24). Apply a small quantity
of fine grain lapping compound to both tapered surfaces and lap them together. Wash both parts in clean
kerosene or other solvent to remove all trace of compound.

2. Slide rotor bearing spacer (14), chamfered end first, onto each rotor hub.

3. Press rotor bearing (21), shielded side first, into the bearing recess in each cylinder end plate (11). Use an
arbor that will contact only the outer ring of the bearing.

4. Using a sleeve that will contact only the liner ring of the bearing, press one end plate and bearing assembly
onto the long hub of the rotor until it contacts the rotor spacer.

5. Make certain the tapered hub on the rotor and the tapered socket in the rotor pinion are clean and dry. Put
the lugs on the pinion in alignment with the tang on the rotor hub and slide the pinion onto the hub.

6. Install pinion retainer (17) to engage the cross slot in the retainer with the tang and lugs on the rotor and
pinion. Strike the retainer a sharp blow with a light hammer to seat the pinion on the hub.

7. Install the two pinion retainer screws (18). Tighten the screws evenly in small increases of torque until all
the screws are tightened to 11.3 N·m (100 lb.in.). Strike the retainer again and retighten the screws to 11.3
N·m (100 lb.in.). Pass the lockwire through the head of each screw and twist the ends together.

8. Put the pinion in a vise (vise jaws must be copper-covered) so that the rotor is in a vertical position.

9. Insert a vane (22) into each of the vane slots.

10. Check the model number stamped on the nameplate. If the letter "R" appears in the model number, place
the cylinder over the rotor so that, when facing the four large air ports in the side of the cylinder, the cylinder
dowel hole is to the right of the large air ports. If the letter "L" appears in the model number, place the
cylinder over the rotor so that the cylinder dowel hole is to the left of the large air ports in the side of the
cylinder.

11. Press the other end plate and bearing assembly onto the short hub of the rotor. Install rotor bearing
locknut (15) and locknut retaining washer (16).

12. Before the Multi-Vane motor is installed in motor housing (7), make certain the four air port gaskets (9)
and gasket retaining springs (10) are in good condition and are in position in the air ports in the side of the
cylinder.

13. Install the Multi-Vane motor in motor housing (7). Be sure that the air ports in the cylinder and in the
motor housing are in alignment. Also be sure that the dowel hole in the cylinder is in alignment with the dowel
hole in the bottom of the housing bore.

14. Tighten bolts (5) that hold motor housing cover assembly (1) to 25 to 35 N·m (20 to 25 lb.ft.).

Check the motor for correct operation. Connect an air hose to the motor air inlet (58) and make the motor
turn slowly. Look at drive pinion (51) from the front of the drive housing. Make sure that the direction of
rotation is correct for the engine.

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Pinion And Rotation Test

(51) Drive pinion. (58) Motor air inlet. (59) Air test inlet hole. (60) Air test outlet hole. (61) Motor air outlet.

Connect an air hose to air test inlet hole (59) (with threads) in the drive housing. When a small amount of air
pressure goes to the drive housing, drive pinion (51) must move forward to the engaged position. Also, the air
must get out through air test outlet hole (60) (hole with threads nearer the mounting flange).

Do not disconnect lines or remove plugs from the system until the oil
pressure has been released. The system can have 20 700 kPa (3000 psi)
pressure. After all the system pressure is released, the accumulator still
can have 11 200 kPa (1625 psi) pressure.

Do not work on the accumulator, unless you have the correct service tools and service information. Service
or service information is available from the manufacturer.

Copyright 1993 - 2009 Caterpillar Inc. Thu Sep 24 2009 20:52:26 GMT-0500 (SA Pacific Standard Time)
All Rights Reserved.
Private Network For SIS Licensees.

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