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TECHNICAL PRESENTATION
3500 Series Engines
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LEVELS I and II
This presentation is an introduction to the 3500 Series Engine. This training material
teaches outside components and systems flow of the 3500 Series Engine. In addition, it
gives information and procedures for preventive maintenance at normal service intervals.
The 3500 Series has different arrangements for different applications (VEHICULAR,
INDUSTRIAL, MARINE, MARINE AUXILIARY, AND GENERATOR SET).
PREREQUISITES
The serviceman must have completed a Basic Diesel Engine Course (or similar training)
including diesel engine construction and operation, engine system components and
systems operation. The serviceman must have done work on diesel engines such as
adjusting, repairing and servicing.
OBJECTIVES
After learning the information in this Meeting Guide, the serviceman can:
1. find basic components on the engine
2. tell the function of engine components
3. find system components and follow (trace) flow through:
a. the air induction and exhaust system
b. the cooling system,
c. the lubrication system; and
d. the fuel system; and
4. tell the procedures given for adjustment, maintenance and service of the engine.
NOTE: This presentation give Level II knowledge of the 3500 Series Engine. The
instructor can give skill training after this presentation. Skill training will give each
serviceman the ability to do the different jobs that are needed to service the 3500 Series
Engine.
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REFERENCES
The following material will be use for instructor and serviceman references:
1. Service Manual
SEBR0548
2. Parts Book
SEBP1292
SEBV5854
4. Engine Literature
SEBD0506-01
Engine Literature is a list of different service information material which is available. This
list is used by the instructor to find materials which can be used to teach servicemen to do
the different jobs expected of them.
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INTRODUCTION
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ORIENTATION
Looking at the right side of the engine, we see the:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
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BASIC ENGINE
This is the flywheel housing and the flywheel. The
standard vehicular flywheel housing is SAE No.
O. The flywheel housing for the Marine,
Industrial, and Generator Set is SAE OO. The
SAE No. O is available for Marine, Industrial,
and Generator Set engines.
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INFORMATION PLATE
This information plate is on the right side of the engine.
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3
5
2
4
1
WOODWARD ELECTRIC GOVERNOR
For some applications such as generator sets and marine
auxiliary engines, a Woodward electric governor and
actuator are used.
Here we can see:
1.
2.
3.
4.
5.
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SESV1362 (41
slides & script)
SESV1363 (49
slides & script)
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Intake air comes through the air cleaners (not shown) and into
the compressor inlet of each turbocharger. Velocity of
the air is increased by the turbocharger compressor
impeller. The air is sent through the piping into the
aftercooler inlet where it has increased in pressure and
temperature. The air then goes down through the
aftercooler into the plenum chamber in the center of
the vee. The air is cooled by jacket water in the
aftercooler. The decrease in temperature of the air can
range from 38 to 93C or 100 to 200F.
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FIGURE 22
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3
1
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2.
3.
4.
5.
6.
7.
water pump
oil cooler
cylinder heads
water manifold (right side)
aftercooler
temperature regulator housing
bypass line from regulator housing to
water pump.
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LUBRICATION SYSTEM
The engine oil pressure has a normal operating range
from 345 to 480 kPa (50 to 70 psi) and will be
approximately 450 kPa (65 psi) at full load
rpm. Flow of oil through the engine at rated
rpm is approximately 340 litres/min (90 gpm).
In this diagram of the lubrication system, we see the
oil reservoir (sump in the oil pan), the oil
pump (1) with a pressure relief valve (2); the
oil cooler (3) with a bypass valve (2); the oil
line from the cooler to the oil filter
base/housing (4); with bypass valve (2) [one
bypass valve for each filter]. The oil goes from
the oil filters through the oil line to the oil
elbow (manifold) on the left top front of the
block.
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The oil pump takes oil from the sump and sends it
through the oil cooler, oil filters, and into the
oil elbow (manifold).
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LUBRICATION SYSTEM
Oil is sent to the turbochargers through outside lines (9)
that are connected to the elbow on the left from
(if turbocharger is top mounted). Turbocharger
drain lines empty into the camshaft compartments
through the camshaft side covers (10).
In the elbow (manifold), the oil is divided; one branch is
sent to a camshaft oil gallery (7) below the
camshaft and fuel control shaft, the other branch
to a main oil gallery (5) which is above the main
bearings of the crankshaft and on the centerline of
the block.
The main oil gallery (5) sends oil through vertically
drilled passages to each main bearing, then
through the crankshaft to each connecting rod
bearing.
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LUBRICATION SYSTEM
The oil that flows to the rear of the main oil gallery is
sent up to the rear top of the block into an
adapter (elbow manifold). The adapter sends the
oil again into a camshaft oil gallery (7) in the
block to the passage below the right camshaft.
The adapter also has plugs that may be removed to
supply oil when the turbochargers are mounted
on the rear of the engine.
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FIGURE 47
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When the oil pressure is more than 140 kPa (20 psi), the
sequence valves open and let oil go to the lower
small passages (8) alongside of the crankcase. This
oil is sent to the piston cooling jets (one for each
piston). Each cooling jet has two openings. As oil
is forced through each opening, one stream (spray)
of oil is sent to a passage in the bottom of the
piston which takes the oil to a circular manifold
inside the piston and cools the piston. The other
stream of oil hits the piston underside to cool it
and give lubrication to the piston pin and bearing.
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FIGURE 48
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FIGURE 49
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2
1
The oil pump (1) and pressure relief valve (2) can be
seen here.
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The oil pressure relief valve is in the oil pump body and
keeps the oil at the correct pressure. It opens at
above normal pressures and sends the extra oil
back to the pump inlet. Oil pressure must be
measured when the engine is at normal
temperature of operation. Also, oil pressure must
be measured at a location (tap) AFTER the oil
has gone through the oil cooler and filters. Oil
pressure can be measured on each side of the
block at the oil gallery plug.
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2
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This is the oil line (arrow) from the oil cooler to the
filter base housing which goes under the oil pan.
Also we can see the oil pan is held to the bottom of the
block with bolts. The bolts go through the block
and are turned into threaded holes in the pan. To
improve service on some arrangements, the bolts
go through the oil pan to the block.
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Change the oil filters when you change the engine oil at
the service interval given in the Operation
Guide.
Before installing the oil filters, be sure the old gasket is
removed and the filter base is clean.
To install the oil filter, put clean oil on the gasket and
turn the filter on the filter base until it contacts
the base. Turn the filter 3/4 of one turn (270
degrees) more.
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Put more oil in the engine when the oil level is at the
ADD oil mark on the gauge.
Change the oil in the engine as recommended in the
Lubrication and Maintenance Guide.
CAUTION
Vehicle engine dipsticks will be marked on both sides.
Be sure to read the correct side. The other side
will read ADD, HOT-RUNNING.
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The small lines going from the front, left oil manifold
(elbow), sends oil to the turbochargers when
they are top mounted. The large line from the
bottom of the turbocharger is the oil drain which
returns the oil to the camshaft compartment and
crankcase.
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3
1
OTHER ENGINES
Other engines (Industrial, Generator Sets, Marine and
Marine Auxiliary Engine arrangements) have the
oil filter housing (2) mounted across the front of
the engine.
Here we can see the:
1. drain valve
2. filter housing
3. bypass valve; and
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3
1
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FUEL SYSTEM
The fuel transfer pump (2) pulls fuel from the tank
through the inlet line (1) and forces it through a
check valve and into the line to the fuel filters
(3). After the fuel filters, the fuel flows to the
fuel manifolds (6) along the inside of each
cylinder bank. The top inlet passage of the
manifold sends fuel through lines connected to
each cylinder head. (Early engines had fuel filter
screens in the connectors.) Fuel flows into a
circular space around the injector (5). Part of this
fuel is used for injection and part to cool the
injector. (Later engines have fuel filter screens in
the injectors.) The extra fuel that cools the
injector is returned through lines to the bottom
outlet passage of the fuel manifolds, through a
pressure regulating valve (7) and then through a
return line and to the tank.
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FIGURE 63
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FUEL SYSTEM
The priming pump (4) has a supply line from the inlet
side of the pump and sends fuel through the
filters, into the fuel manifolds. The location of
the pressure regulating valve is on the front of
the right fuel manifold (7). The pressure
regulating valve is made to hold a constant
pressure of approximately 415 kPa (60 psi). The
valve makes a high resistance to the flow of fuel
to 415 kPa (60 psi), but little resistance to air. In
this way, air can be removed from the fuel
system. A small orifice connects the inlet and
outlet passages to make a siphon break when
changing filters, thus making it less possible that
the system will need to have the air removed
after a filter change.
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7
6
1
5
4
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transfer pump
supply inlet
check valve fitting
fuel line to fuel filter housing base
fuel line to priming pump
fuel filter housing base and filters; and
priming pump
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3
2
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A fuel inlet line goes from the top passage of the fuel
manifold to a fitting on the right side of each
cylinder head.
A fuel return line goes from the left side of each
cylinder head to the bottom passage of the fuel
manifold where it goes through the return line to
the fuel tank.
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2
5
4
The drain valve (2) is used to drain fuel from the filter
housing when the filters are changed.
Also, we can see the adapter with pressure regulator
valve (4) and the fuel manifold (5) on the right
side.
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In the inset we can see the power pad. The power pad
has the power setting screw cover. The power
setting screw cover has two bolts. The top bolt is
the synchronizing pin and fastens the power
setting screw cover. The bottom bolt also holds
the cover on. With the cover removed, we can see
the power setting screw and locknut.
The hole to the right of the power screw is where the
collet and dial indicator is installed for
measurement and adjustment of the power setting.
The hole to the left of the power setting screw is
for the synchronizing pin (the top bolt). This pin
is used to put the fuel control linkage in the
reference (fixed) position, when the synchronizing
adjustment is made to the unit injectors.
NOTE: This illustration is not correct. The seal goes
through the cover bolt, not the synchronizing pin.
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This shows the end of the right torsion shaft and cross
shaft. You can also see the connection between
the fork lever on the torsion shaft and ball lever
on the cross shaft. This connection has a small
tolerance.
We can also see the fuel stop lever.
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This shows the end of the torsion shaft and the left end
of the cross shaft. The connection of the ball
lever on the cross shaft with the fork lever on the
torsion shaft can be seen.
The front housing is installed in this view.
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This shows the rear end of the right torsion shaft. The
support bracket for the shaft can be seen.
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Here we see two unit injectors. The one on the left has
been cut away for instructional purposes. The
injector on the right is complete.
This slide shows the:
1.
2.
3.
4.
5.
6.
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injector body
follower
follower return spring
rack
injector housing (nut); and the
injector nozzle (spray tip).
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4
1
2
plunger
barrel
lower port
upper port; and the
spill deflector
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4
1
2
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2
90
check valve
check valve cage
valve spring and seat
spring cage
needle valve
spray tip; and the
injector housing or nut
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A 1/2 inch drive ratchet is used to turn the tool and the
engine crankshaft.
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