Product: INDUSTRIAL ENGINE

Model: 3412C INDUSTRIAL ENGINE 8AR

Configuration: 3412C Industrial Engine 8AR00001-UP

Systems Operation
3408C & 3412C INDUSTRIAL ENGINES
Media Number -SENR1083-01 Publication Date -11/02/1998 Date Updated -11/10/2001

Systems Operation

Introduction
NOTE: For Specifications with illustrations, make reference to Specifications for
3408C And 3412C Industrial Engines, SENR1082. If the Specifications in SENR1082
are not the same as in the Systems Operation, Testing & Adjusting, look at the printing
date on the front cover of each book. Use the Specifications given in the book with the
latest date.

Engine Design
3408C

Cylinder, Valve And Injection Pump Location

Number And Arrangement Of Cylinders ... 65 degree V-8

Valves Per Cylinder ... 4

Displacement ... 18.0 liters (1099 cu in)

Bore ... 137.2 mm (5.4 in)

Stroke ... 152.4 mm (6.0 in)

Compression Ratio ... 14.7:1

Type Of Combustion ... Direct Injection

Direction Of Crankshaft Rotation (as viewed from flywheel end) ... Counterclockwise

Direction Of Fuel Pump Camshaft Rotation (as viewed from pump drive end) ...
Counterclockwise

Firing Order (Injection Sequence) ... 1-8-4-3-6-5-7-2

Valve Lash Setting

Intake ... 0.38 mm (.015 in)

Exhaust ... 0.76 mm (.030 in)

NOTE: Front end of engine is opposite the flywheel end. Left side and right side of
engine are as viewed from the flywheel end. No. 1 cylinder is the front cylinder on the
left side. No. 2 cylinder is the front cylinder on the right side.

3412C
Cylinder, Valve And Injection Pump Location

Number And Arrangement Of Cylinders ... 65 degree V-12

Valves Per Cylinder ... 4

Displacement ... 27.0 liters (1649 cu in)

Bore ... 137.2 mm (5.40 in)

Stroke ... 152.4 mm (6.00 in)

Compression Ratio ... 14.7:1

Type Of Combustion ... Direct Injection

Direction Of Crankshaft Rotation (as viewed from flywheel end) ... Counterclockwise

Direction Of Fuel Pump Camshaft Rotation (as viewed from pump drive end) ...
Counterclockwise

Firing Order (Injection Sequence) ... 1-4-9-8-5-2-11-10-3-6-7-12

Valve Lash Setting

Intake ... 0.38 mm (.015 in)

Exhaust ... 0.76 mm (.030 in)

NOTE: Front end of engine is opposite the flywheel end. Left side and right side of
engine are as viewed from the flywheel end. No. 1 cylinder is the front cylinder on the
left side. No. 2 cylinder is the front cylinder on the right side.
Fuel System

Fuel System Schematic

(1) Fuel tank. (2) Tank shutoff valve. (3) Fuel injection nozzle. (4) Fuel manifolds. (5) Fuel injection
pump housing. (6) Bleed orifice. (7) Fuel inlet line from secondary filters. (8) Fuel inlet line from primary
filter. (9) Check valve. (10) Fuel transfer pump. (11) Secondary fuel filter. (12) Primary fuel filter. (13)
Fuel priming pump. (14) Fuel transfer pump relief valve.

There is one fuel injection pump and one fuel injection nozzle for each cylinder. The
fuel injection pumps are located in the fuel injection pump housing. The fuel injection
nozzles (3) are located in the injection adapter in the cylinder head.

When the engine is running, fuel is pulled from the fuel tank through the fuel supply
line and primary fuel filter (12) by fuel transfer pump (10). The fuel is then pushed to
secondary fuel filters (11), and into the fuel filter housing. A bleed orifice (6) in the fuel
filter housing cover vents air in the system through a line back to fuel tank (1). Fuel
from the fuel filter housing goes through inlet line (7) to fuel manifolds (4) in fuel
injection pump housing (5). The fuel manifolds supply fuel to each fuel injection pump.
Individual fuel injection lines carry fuel from the fuel injection pumps to each cylinder.
One section of line connects between the fuel injection pump and an adapter on the
valve cover base. Another section of line on the inside of the valve cover base connects
between the adapter and the fuel injection nozzle (3).

The fuel filters and priming pump are located in a compartment at the front of the fuel
tank. The fuel transfer pump is mounted on a drive adapter on the fuel injection pump
housing, and is driven by a shaft connected to the fuel injection pump camshaft. Fuel
transfer pump relief valve (14) is located in the cover of the pump.

Fuel priming pump (13) is used before the engine is started to put pressure in the fuel
system and to vent air from the system. A check valve (9) located in the fuel transfer
pump adapter housing will let fuel go around the fuel transfer pump when the priming
pump is in use.

There is no bleed orifice or valve installed on the fuel injection pump housing to vent
air from this part of the fuel system. Air trapped in the fuel injection lines can be vented
by loosening all of the fuel injection line nuts where they connect to the adapters in the
valve cover base. Move the governor lever to the low idle position. Crank the engine
with the starting motor until fuel without air comes from the fuel line connections.
Tighten the fuel line nuts. This procedure is necessary because the fuel priming pump
will not give enough pressure to push fuel through the reverse flow check valves in the
fuel injection pumps of a direct injection system.

An automatic timing advance unit is mounted on the front of the fuel injection pump
camshaft. It is driven by the engine camshaft gear inside the front timing gear housing.
The automatic timing advance unit gives easier starting and smooth low speed
operation. It will also advance timing as engine speed increases to give correct engine
operation efficiency.

Fuel Injection Pump

Cross Section Of The Fuel Injection Pump Housing
(1) Fuel manifold. (2) Inlet passage. (3) Check valve. (4) Pressure relief passage. (5) Pump plunger. (6)
Spring. (7) Gear. (8) Fuel rack (left). (9) Lifter. (10) Link. (11) Lever. (12) Camshaft.

The rotation of the lobes on the camshaft (12) cause lifters (9) and pump plungers (5) to
move up and down. The stroke of each pump plunger is always the same. The force of
springs (6) hold llifters (9) against the cams of the camshaft.

The pump housing is a "V" shape (similar to the engine cylinder block). The 3408C has
four pumps on each side and the 3412C has six pumps on each side.

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

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

The longer inlet passage (2) is closed, the larger the amount of fuel which will be forced
through check valve (3). The period for which the inlet passage is closed is controlled
by pressure relief passage (4). The design of the passage makes it possible to change the
inlet passage closed time by rotation of the plunger. When the governor moves fuel
racks (8), they move gears (7) that are fastened to plungers (5). This causes a rotation of
the plungers.
The governor is connected to the left rack. The spring load on lever (11) removes the
play between the racks and link (10). The fuel racks are connected by link (10). They
move in opposite directions (when one rack moves in, the other rack moves out).

Fuel Injection Nozzles

The fuel injection nozzle is installed in an adapter in the cylinder head and is extended
into the combustion chamber. The fuel injection pump sends fuel with high pressure to
the fuel injection nozzle where the fuel is made into a fine spray for good combustion.

Fuel Injection Nozzle

(1) Carbon dam. (2) Seal. (3) Passage. (4) Filter screen. (5) Inlet passage. (6) Orifice. (7) Valve. (8)
Diameter. (9) Spring.

Seal (2) goes against the nozzle adapter and prevents leakage of compression from the
cylinder. Carbon dam (1) keeps carbon out of the bore in the nozzle adapter.

Fuel with high pressure from the fuel injection pump goes into inlet passage (5). Fuel
then goes through filter screen (4) and into passage (3) to the area below diameter (8) of
valve (7). When the pressure of the fuel that pushes against diameter (8) becomes
greater than the force of spring (9), valve (7) lifts up. This occurs when the fuel pressure
goes above the Valve Opening Pressure of the fuel injection nozzle. When valve (7)
lifts, the tip of the valve comes off of the nozzle seat and the fuel will go through the six
small orifices (6) into the combustion chamber.

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

The fuel injection nozzle can not be disassembled and no adjustments can be made.

Hydra-Mechanical Governor
The throttle lever, or governor control, is connected to the control lever on the engine
governor. The governor then controls the amount of fuel needed to keep the desired
engine rpm at the throttle lever setting.
The governor has governor weights (5) driven by the engine through the drive assembly
(15). The governor has a governor spring (6), valve (9) and piston (11). The valve and
piston are connected to one fuel rack through pin (17) and lever (18). The pressure oil
for the governor comes from the governor oil pump, on top of the injection pump
housing. The oil used is from the engine lubrication system. Pressure oil goes through
passage (14) and around sleeve (13). The throttle lever, or governor control, controls
only the compression of governor spring (6). Compression of the spring always pushes
down to give more fuel to the engine. The centrifugal force of governor weights (5)
always pulls to get a reduction of fuel to the engine. When these two forces are in
balance, the engine runs at the desired rpm (governed rpm).

The governor valve (9) is shown in the position when the force of the governor weights
and the force of the governor spring are in balance.

When the engine load increases, the engine rpm decreases and the rotation of governor
weights (5) will get slower. (The governor weights will move toward each other).
Governor spring (6) moves valve (9) down. This lets the oil flow from the lower
passage (12) around the valve (9) and through the upper passage (10) to fill the chamber
behind piston (11). This pressure oil pushes the piston (11) and pin (17) down to give
more fuel to the engine. (The upper end of the valve stops the oil flow through the top
of the piston, around the valve). Engine rpm goes up until the rotation of the governor
weights is fast enough to be in balance with the force of the governor spring.
Hydra-Mechanical Governor
(1) Collar. (2) Bolt. (3) Lever assembly. (4) Upper spring seat. (5) Weights. (6) Governor spring. (7)
Lower spring seat. (8) Thrust bearing. (9) Valve. (10) Upper oil passage in piston. (11) Piston. (12) Lower
oil passage in piston. (13) Sleeve. (14) Oil passage in cylinder. (15) Drive assembly. (16) Cylinder. (17)
Pin. (18) Lever.

When there is a reduction in engine load, there will be an increase in engine rpm and the
rotation of governor weights (5) will get faster. This will move valve (9) up. This stops
oil flow from the lower passage (12), and oil pressure above piston (11) goes out
through the top, around valve (9). Now, the pressure between the sleeve (13) and piston
(11) pushes the piston and pin (17) up. This causes a reduction in the amount of fuel to
the engine. Engine rpm goes down until the centrifugal force (rotation) of the governor
weights is in balance with the force of the governor spring. When these two forces are
in balance, the engine will run at the desired rpm (governed rpm).

When engine rpm is at Low Idle, a spring-loaded plunger in lever assembly (3) comes
in contact with a shoulder on the adjustment screw for low idle. To stop the engine,
push throttle lever to vertical position. This will let the spring-loaded plunger move over
the shoulder on the low idle adjustment screw and move the fuel rack to the fuel closed
position. With no fuel to the engine cylinders, the engine will stop.

The governor oil pump supplies oil to the valve (9) to increase governor power and
response. Oil from the governor oil pump gives lubrication to the governor weight
support (with gear), thrust bearing (8), and drive gear bearing. The other parts of the
governor get lubrication from "splash-lubrication" (oil thrown by other parts). Oil from
the governor runs down into the housing for the fuel injection pumps.

Fuel Ratio Control

NOTE: These emissions certified engines have tamper resistant bolts on the fuel ratio
control and cover. Adjustments and repairs should be made by an authorized Caterpillar
dealer.

Fuel Ratio Control (Engine Stopped)

(1) Inlet air chamber. (2) Valve. (3) Diaphragm assembly. (4) Oil drains. (5) Pressure oil chamber. (6)
Large oil passages. (7) Oil inlet. (8) Small oil passages. (9) Oil outlet. (10) Fuel rack linkage. (11) Valve.
With the engine stopped, valve (11) is in the fully extended position. The movement of
fuel rack linkage (10) is not limited by valve (11).

When the engine is started, oil flows through oil inlet (7) into pressure oil chamber (5).
From chamber (5) the oil flows through large oil passages (6), inside valve (11), and out
small oil passages (8) to oil outlet (9).

A hose assembly connects inlet air chamber (1) to the inlet air system. As the inlet air
pressure increases, it causes diaphragm assembly (3) to move down. Valve (2), that is
part of the diaphragm assembly, closes large and small oil passages (6 and 8). When
these passages are closed, oil pressure increases in chamber (5). This increase in oil
pressure moves valve (11) up. The control is now ready for operation.

When the governor control is moved to increase fuel to the engine, valve (11) limits the
movement of fuel rack linkage (10) in the "Fuel On" direction. The oil in chamber (5)
acts as a restriction to the movement of valve (11) until inlet air pressure increases.

Fuel Ratio Control (Ready For Operation)

(1) Inlet air chamber. (2) Valve. (5) Pressure oil chamber. (6) Large oil passages. (8) Small oil passages.
(11) Valve.

As the inlet air pressure increases, valve (2) moves down and lets oil from chamber (5)
drain through large oil passages (6) and out through oil drains (4). This lets valve (11)
move down so fuel rack linkage (10) can move gradually to increase fuel to the engine.
The control is designed not to let the fuel increase until the air pressure in the inlet
manifold is high enough for complete combustion. It prevents large amounts of exhaust
smoke caused by an air/fuel mixture with too much fuel.

The control movements take a very short time. No change in engine acceleration (rate at
which speed increases) can be felt.
Fuel Ratio Control (Increase In Inlet Air Pressure)
(2) Valve. (4) Oil drains. (5) Pressure oil chamber. (10) Fuel rack linkage. (11) Valve.

Automatic Timing Advance Unit

Automatic Timing Advance Unit

(1) Flange. (2) Weight. (3) Springs. (4) Slide. (5) Drive gear. (6) Camshaft.
The automatic timing advance unit is installed on the front of the camshaft (6) for the
fuel injection pump and is gear driven through the timing gears. The drive gear (5) for
the fuel injection pump is connected to camshaft (6) through a system of weights (2),
springs (3), slides (4) and flange (1). Each one of the two slides (4) is held on gear (5)
by a pin. The two weights (2) can move in guides inside flange (1) and over slides (4),
but the notch for the slide in each weight is at an angle with the guides for the weight in
the flange. As centrifugal force (rotation) moves the weights away from the center,
against springs (3), the guides in the flange and the slides on the gear make the flange
turn a small amount in relation to the gear. Since the flange is connected to the camshaft
for the fuel injection pump, the fuel injection timing is also changed. No adjustment can
be made in the timing advance unit.

Air Inlet And Exhaust System

The air inlet and exhaust system components are: air cleaner, turbocharger, inlet
manifold (passages inside the cylinder block), cylinder head, valves and valve system
components, and exhaust manifold.

Air Inlet And Exhaust System

(1) Exhaust manifold. (2) Pipe to inlet manifold. (3) Engine cylinders. (4) Air inlet. (5) Turbocharger
compressor wheel. (6) Turbocharger turbine wheel. (7) Exhaust outlet.

Clean inlet air from the air cleaner is pulled through air inlet (4) of the turbocharger by
the turning of compressor wheel (5). The compressor wheel causes a compression of the
air. The air then goes through pipe to inlet manifold (2) of the engine. When the intake
valves open, the air goes into engine cylinders (3) and is mixed with the fuel for
combustion. When the exhaust valves open, the exhaust gases go out of the engine
cylinders and into exhaust manifold (1). From exhaust manifold, the exhaust gases go
through the blades of turbine wheel (6). This causes the turbine wheel and compressor
wheel to turn. The exhaust gases then go out exhaust outlet (7) of the turbocharger.
Air Flow Schematic
(1) Exhaust manifold. (2) Pipe to inlet manifold. (4) Air inlet. (7) Exhaust outlet. (8) Turbocharger.

Aftercooler
The aftercooler cools the air coming out of the turbocharger before it goes into the inlet
manifold. The aftercooler is located toward the rear of the engine between the cylinder
heads. Coolant from the water pump flows through a pipe into the aftercooler. It flows
through the core assembly, then out of the aftercooler through a different pipe into the
rear of the cylinder block. Inlet air from the compressor side of the turbocharger flows
into the aftercooler through pipes. The air passes through the core assembly. This
lowers the temperature of the air to approximately 93°C (200°F). The cooler air goes
out the bottom of the aftercooler into the inlet manifold. The purpose of this is to make
the air going into the combustion chambers more dense. The more dense the air is, the
more fuel the engine can burn efficiently. This gives the engine more power.

Turbocharger
The turbocharger is installed at the top, rear of the engine on a cross pipe for the two
exhaust manifolds. All the exhaust gases from the engine go through the turbocharger.

The exhaust gases go through the blades of turbine wheel (6). This causes the turbine
wheel and compressor wheel (5) to turn, which causes a compression of the inlet air.
When the load on the engine is increased, more fuel is put into the engine. This makes
more exhaust gases and will cause the turbine and compressor wheels of the
turbocharger to turn faster. As the turbocharger turns faster, it gives more inlet air and
makes it possible for the engine to burn more fuel and will give the engine more power.

Typical Example
(1) Turbocharger. (2) Cross pipes. (3) To exhaust manifold.

Turbocharger
(4) Air inlet. (5) Compressor wheel. (6) Turbine wheel. (7) Exhaust outlet. (8) Compressor housing. (9)
Oil inlet port. (10) Thrust collar. (11) Thrust bearing. (12) Turbine housing. (13) Spacer. (14) Air outlet.
(15) Oil outlet port. (16) Bearing. (17) Coolant passages. (18) Bearing. (19) Exhaust inlet.

Maximum rpm of the turbocharger is controlled by the rack setting, the high idle speed
setting and the height above sea level at which the engine is operated.

NOTICE
 If the high idle rpm or the rack setting is higher than given in the TMI
(Technical Marketing Information) or Fuel Setting And Related
Information Fiche (for the height above sea level at which the engine is
operated), there can be damage to engine or turbocharger parts.
Damage will result when increased heat and/or friction, due to the
higher engine output, goes beyond the engine cooling and lubrication
systems abilities.

Bearings (16 and 18) for the turbocharger use engine oil under pressure for lubrication.
The oil comes in through the oil inlet port (9) and goes through passages in the center
section for lubrication of the bearings. Oil from the turbocharger goes out through the
oil outlet port (15) in the bottom of the center section and goes back to the engine
lubrication system.

This type turbocharger has coolant passages (17) around the bearings to cool the oil in
these areas. Engine coolant is taken from the top, rear of the engine and sent into the
rear of the turbocharger (center section). The coolant flows through the passages around
the bearings, and out the front of the turbocharger (center section) back to the radiator
top tank.

The fuel rack adjustment is done at the factory for a specific engine application. The
governor housing and turbocharger are sealed to prevent changes in the adjustment of
the rack and the high idle speed setting.

Valve System Components

The valve system components control the flow of inlet air and exhaust gases into and
out of the cylinders during engine operation.

The crankshaft gear drives the camshaft gear. The camshaft gear must be timed to the
crankshaft gear to get the correct relation between piston and valve movement.

The camshaft has two cams for each cylinder. One cam controls the exhaust valves, the
other controls the intake valves.
Valve System Components
(1) Intake bridge. (2) Intake rocker arm. (3) Push rod. (4) Rotocoil. (5) Valve spring. (6) Valve guide. (7)
Intake valves. (8) Lifter. (9) Camshaft.

As the camshaft turns, the lobes of camshaft (9) cause lifters (8) to go up and down.
This movement makes push rods (3) move rocker arms (2).

Movement of the rocker arms makes the bridges move up and down on dowels mounted
in the cylinder head. The bridges let one rocker arm open and close two valves (intake
or exhaust). There are two intake and two exhaust valves for each cylinder.

Rotocoils (4) cause the valves to turn while the engine is running. The rotation of the
valves keeps the deposit of carbon on the valves to a minimum and gives the valves
longer service life.
Valve springs (5) cause the valves to close when the lifters move down.

Valve System Components (Typical Illustration)

(1) Intake bridge. (2) Intake rocker arm. (7) Intake valves. (10) Exhaust rocker arm. (11) Exhaust bridge.
(12) Exhaust valves.

Lubrication System
Oil Flow Through The Oil Cooler And Oil Filters
With the engine warm (normal operation), oil is pulled from oil pan (6) through a
suction bell assembly and pipe to oil pump (5). The oil pump sends oil to a passage in
the cylinder block. The oil then goes through oil cooler bypass valve (4) into oil cooler
(3). The oil goes out of the oil cooler through oil filters (7). The clean oil then goes
through oil filter bypass valve (2), then into the oil manifold on the right side of the
cylinder block.

Schematic Of Oil Flow

(1) To oil manifold. (2) Filter bypass valve. (3) Engine oil cooler. (4) Cooler bypass valve. (5) Oil pump.
(6) Oil pan. (7) Oil filters.

When the engine is cold (starting condition), bypass valves (2 and 4) open because cold
oil with high viscosity causes a restriction to the oil flow through oil cooler (3) and
filters (7). With the bypass valves open, oil flows directly through passages in the valve
body to the oil manifold.

When the oil gets warm, the pressure difference at the bypass valves decreases and the
bypass valves close. This gives normal oil flow through oil cooler (3) and oil filters (7).

The bypass valves will also open when there is a restriction in the oil cooler or oil
filters. This action does not let an oil cooler or oil filter with a restriction prevent the
lubrication of the engine.

There is also a bypass valve in engine oil pump (5). This bypass valve controls the
pressure of the oil from the oil pump. The oil pump can put more oil into the system
than is needed. When there is more oil than needed, the oil pressure goes up and the
bypass valve will open. This lets the oil that is not needed to go back to the inlet oil
passage of the oil pump.

Oil Flow In The Engine

Schematic Of Oil Flow In The 3408C Engine

(1) Passage is plugged. (2) To rear idler gear. (3) To rocker arm shaft. (4) To turbocharger. (5) To fuel
injection pump housing, governor and fuel ratio control. (6) Rocker arm shaft. (7) To rocker arm shaft
and valve lifters. (8) To valve lifters. (9) Bore for camshaft bearings. (10) Piston cooling jets. (11) To
SCAC water pump. (12) Oil manifold (left side). (13) To timing gear housing. (14) To front idler gear.
(15) Oil supply line to manifold in cylinder block. (16) Oil manifold (right side). (17) Main bearing bores.

The oil manifolds are cast into the sides of the cylinder block. Oil goes into manifold
(16) from the bypass valve body. From manifold (16) oil is sent to manifold (12)
through drilled passages in the cylinder block that connect main bearing bores (17) and
camshaft bearing bores (9). Oil goes through holes in the bearings and gives them
lubrication. Oil from the main bearings goes through holes drilled in the crankshaft to
give lubrication to the connecting rod bearings. A small amount of oil from the oil
manifolds goes through tubes (10) to make the pistons cooler.

Oil goes through grooves in the outside of the front and rear camshaft bearings to
passages (7 and 8). The oil in these passages gives lubrication to the valve lifters and
rocker arm shafts. Holes in the rocker arm shafts lets the oil give lubrication to the valve
system components in the cylinder head.

The fuel injection pump and governor gets oil from passage (5) in the cylinder block.
There is a small gear pump between the injection pump housing and the governor. This
pump sends oil under pressure for the hydraulic operation of the hydra-mechanical
governor. The automatic timing advance unit gets oil from the injection pump housing,
through the camshaft for the fuel injection pumps.

The idler gear bore gets oil from passage (14) in the cylinder block, oil then goes
through the shaft for the bearings of the idler gear installed on the front of the cylinder
block.

The bearing for the balancer gear at the rear of the engine (3408 only) gets oil through a
passage in the balancer gear shaft that is connected to passage (2).

Turbocharger Lubrication (Typical Example)

(18) Oil supply line to turbocharger. (19) Oil drain line from turbocharger.

Tube assembly (18) gives oil to the turbocharger impeller shaft bearings. The oil goes
out of the turbocharger through tube assembly (19) to the flywheel housing.

Oil that gives pressure lubrication to gear shafts and bearings then flows free to give
lubrication to the gear teeth. After the oil for lubrication has done its work it flows back
to the oil pan.
Schematic Of Oil Flow In The 3412C Engine
(1) Passage is plugged. (3) To rocker arm shaft. (4) To turbocharger. (5) To fuel injection pump housing,
governor and fuel ratio control. (6) Rocker arm shaft. (7) To rocker arm shaft and valve lifters. (8) To
valve lifters. (9) Bore for camshaft bearings. (10) Piston cooling jets. (11) To SCAC water pump. (12) Oil
manifold (left side). (13) To timing gear housing. (14) To front idler gear. (15) Oil supply line to manifold
in cylinder block. (16) Oil manifold (right side). (17) Main bearing bores.

Cooling System
Jacket Water Aftercooler
Cooling System Schematic
(1) Aftercooler elbow. (2) Aftercooler. (3) Front housing. (4) Temperature regulator housings. (5) Bypass
lines. (6) Jacket water coolant source. (7) Oil cooler. (8) Jacket water pump.

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

In normal operation (engine warm), water pump (8) receives coolant through the inlet
connection. The water pump (8) forces water out in two directions. Part of it flows to
the aftercooler (2). The coolant goes through the aftercooler core and enters into the
cylinder block at the top rear through aftercooler elbow (1). Part of the coolant flows
through the engine oil cooler (7) and into the side of the cylinder block.

Coolant moves through the cylinder block to the cylinder heads. The coolant then goes
to the temperature regulator housings (4). The temperature regulators are open and most
of the coolant goes through the outlets and back to the coolant source.

NOTE: The water temperature regulator is an important part of the cooling system. It
divides coolant flow between coolant source (6) and bypass lines (5) as necessary to
maintain the correct temperature. If the water temperature regulator is not installed in
the system, there is no mechanical control, and most of the coolant will take the path of
least resistance through the bypass. This will cause the engine to overheat in hot
weather. In cold weather, even the small amount of coolant that goes back to the coolant
source is too much, and the engine will not get to normal operation temperatures.

When the engine is cold, the water temperature regulator is closed, and the coolant is
stopped from going back to the coolant. The coolant goes from the temperature
regulator housing (4) back to the water pump (8) through radiator bypass lines (5).

Separate Circuit Aftercooler

Cooling System Schematic

(1) Separate circuit coolant source. (2) Aftercooler. (3) Front housing. (4) Temperature regulator
housings. (5) Bypass lines. (6) Separate circuit water pump. (7) Engine oil cooler. (8) Water pump. (9)
Jacket water coolant source.

Jacket Water System

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 (the sudden making of low
pressure bubbles in liquids by mechanical forces) in the water pump. With this type
system, it is more difficult for an air or steam pocket to be made in the cooling system.
In normal operation (engine warm), water pump (8) receives coolant through the inlet
connection and sends the coolant to engine oil cooler (7) and the oil cooler bypass. The
oil cooler outlet sends the coolant from the cooler and bypass to the engine cylinder
block. The coolant to the cylinder block circulates through the block up through the
cylinder heads, on to the water temperature regulator housings (4). Part of the coolant in
housing (4) flows into water pump (8), and part of the coolant passes through open
water temperature regulators through the outlet connections to be cooled. The water
pump (8) will pump the cooled coolant through the engine to keep the cycle going.

NOTE: The water temperature regulator is an important part of the cooling system. It
divides coolant flow between the coolant source and bypass lines (5) as necessary to
maintain the correct temperature. If the water temperature regulator is not installed in
the system, there is no mechanical control, and most of the coolant will take the path of
least resistance through the bypass. This will cause the engine to overheat in hot
weather. In cold weather, even the small amount of coolant that goes through the
radiator or heat exchanger is too much, and the engine will not get to normal operation
temperatures.

When the engine is cold, the water temperature regulators are closed. The coolant in the
temperature regulator housings (4) flows through bypass lines (5) to water pump (8).
The coolant continues to flow through system as described above except the coolant
does not flow out to be cooled.

Separate Circuit Aftercooler (SCAC) System

The aftercooler (2) is cooled by a separate water circuit. The separate water circuit is
used to maintain a specific and constant water temperature. Water is pumped from
separate circuit coolant source (1) by pump (6) through the aftercooler and back to the
water supply.

Basic Block
Cylinder Block, Liners And Heads
The cylinders in the left side of the block make an angle of 65 degrees with the
cylinders in the right side of the block. The main bearing caps are fastened to the block
with two bolts per cap.

The cylinder liners can be removed for replacement. The top surface of the block is the
seat for the cylinder liner flange. Engine coolant flows around the liners to keep them
cool. Three O-ring seals around the bottom of the liner make a seal between the liner
and the block.

The engine has a single, cast head on each side. Four vertical valves (two intake and two
exhaust), controlled by a pushrod valve system, are used per each cylinder. The opening
for the fuel nozzles is located between the four valves. Series ports (passages) are used
for both intake and exhaust valves.
A steel spacer plate is used between the cylinder head and block. A thin gasket is used
between the (plate and liners) and the block to seal water and oil. A thick gasket of
metal and asbestos is used between the plate and the head to seal combustion gases,
water and oil.

The size of the pushrod openings through the head permits the removal of the valve
lifters with the head installed.

Valve guides without shoulders are pressed into the cylinder head.

Pistons, Rings And Connecting Rods

The aluminum pistons have three rings; two compression rings and one oil ring. All
rings are located above the piston pin bore. The two compression rings are of the
Keystone type, which have a tapered shape. The seat for the rings is an iron band that is
cast into the piston. The action of the rings in the piston groove, which is also tapered,
helps prevent seizure of the rings caused by too much carbon deposits. The oil ring is a
standard (conventional) type. Oil returns to the crankcase through openings in the oil
ring groove.

The piston pin is held in place by two snap rings that fit in grooves in the pin bore of the
piston. The connecting rod has a taper on the pin bore end. This gives the rod and piston
more strength in the areas with the most load.

Oil spray tubes, located on the cylinder block main webs, direct oil to cool and give
lubrication to the piston components and cylinder walls.

Crankshaft
The crankshaft changes the combustion forces in the cylinder into usable rotating torque
which powers the machine. Vibration, caused by combustion impacts along the
crankshaft, is kept small by a vibration damper on the front of the crankshaft.

There is a gear at the front of the crankshaft to drive the timing gears and the oil pump.
Seals and wear sleeves are used at both ends of the crankshaft for easy replacement and
a reduction of maintenance cost. Pressure oil is supplied to all bearing surfaces through
drilled holes in the crankshaft. The crankshaft is supported by five main bearings on the
3408 and seven main bearings on the 3412. A thrust plate at either side of the center
main bearing controls the end play of the crankshaft.

Camshaft
The engine has a single camshaft that is driven at the front end. It is supported by five
bearings on the 3408 and seven bearings on the 3412. As the camshaft turns, each cam
(lobe) (through the action of the valve system components) moves either two exhaust
valves or two intake valves for each cylinder. The camshaft gear must be timed to the
crankshaft gear. The relation of the cam (lobes) to the camshaft gear cause the valves in
each cylinder to open and close at the correct time.
Vibration Damper

Cross Section Of A Vibration Damper

(1) Flywheel ring. (2) Rubber ring. (3) Inner hub.

The twisting of the crankshaft, due to the regular power impacts along its length, is
called twisting (torsional) vibration. The vibration damper is installed on the front end
of the crankshaft. It is used for reduction of torsional vibrations and stops the vibration
from building up to amounts that cause damage.

The damper is made of a flywheel ring (1) connected to an inner hub (3) by a rubber
ring (2). The rubber makes a flexible coupling between the flywheel ring and the inner
hub.

Electrical System
The electrical system can have three separate circuits: the charging circuit, the starting
circuit and the low amperage circuit. Some of the electrical system components are used
in more than one circuit. The battery (batteries), circuit breaker, ammeter, cables and
wires from the battery are all common in each of the circuits.
The charging circuit is in operation when the engine is running. An alternator makes
electricity for the charging circuit. A voltage regulator in the circuit controls the
electrical output to keep the battery at full charge.

The starting circuit is in operation only when the start switch is activated.

The electrical systems include a Diagnostic Connector which is used when testing the
charging and starting circuits.

The low amperage circuit and the charging circuit are both connected to the same side
of the ammeter. The starting circuit connects to the opposite side of the ammeter.

NOTICE
Never operate the alternator without the battery in the circuit. Making
or breaking an alternator connection with heavy load on the circuit can
cause damage to the regulator.

Charging System Components

Alternator (3E7892, 3T6352, 4N3986, and 5N5692)

The alternator is driven by belts from the crankshaft pulley. This alternator is a three
phase, self-rectifying charging unit, and the regulator is part of the alternator. There is a
3T6352 Alternator with 35 amp output, 5N5692 Alternator with a 45 amp output,
4N3986 Alternator with a 60 amp output, and 3E7892 Alternator with a 85 amp output.

This alternator design has no need for slip rings or brushes, and the only part that has
movement is the rotor assembly. All conductors that carry current are stationary. The
conductors are the field winding, stator windings, six rectifying diodes and the regulator
circuit components.

The rotor assembly has many magnetic poles like fingers with air space between each
opposite pole. The poles have residual magnetism (like permanent magnets) that
produce a small amount of magnet-like lines of force (magnetic field) between the
poles. As the rotor assembly begins to turn between the field winding and the stator
windings, a small amount of alternating current (AC) is produced in the stator windings
from the small magnetic lines of force made by the residual magnetism of the poles.
This AC current is changed to direct current (DC) when it passes through the diodes of
the rectifier bridge. Most of this current goes to charge the battery and to supply the low
amperage circuit, and the remainder is sent on to the field windings. The DC current
flow through the field windings (wires around an iron core) now increases the strength
of the magnetic lines of force. These stronger lines of force now increase the amount of
AC current produced in the stator windings. The increased speed of the rotor assembly
also increases the current and voltage output of the alternator.
Alternator
(1) Regulator. (2) Roller bearing. (3) Stator winding. (4) Ball bearing. (5) Rectifier bridge. (6) Field
winding. (7) Rotor assembly. (8) Fan.
Alternator (3E7892)
(1) Regulator. (2) Rotor assembly. (3) Stator assembly. (4) Coil and support assembly. (5) Ball bearing.
(6) Roller bearing. (7) Fan.

Alternator (7N9720)

The alternator is driven by two V-belts. It has a three phase full wave rectified output.
The alternator is brushless.
Alternator
(1) Winding. (2) Stator. (3) Rectifier. (4) Rotor. (5) Non-magnetic ring.

The rotor (4) and the bearings are the only moving parts. There is a 7N9720 Alternator
with a 35 amp output and a 100-5046 Alternator with a 50 amp output.

The main parts of the alternator are the stator (2) which has three phase windings, the
rectifier (3) which changes the three phase AC to DC and provides excitation current.

The field winding (1) is a stationary coil assembly that provides the magnetic field.

The rotor provides the north and south poles which cut the magnetic field between the
stationary field winding and the stator (2). North and south poles are separated
magnetically by a non-magnetic ring (5).

Alternator (9G4574)

This alternator has three-phase, full-wave rectified output. It is brushless. The rotor and
bearings are the only moving parts. There is a 9G4574 Alternator with 35 amp output
and a 100-5045 Alternator with a 50 amp output.
Alternator
(1) Fan. (2) Front frame assembly. (3) Stator assembly. (4) Rotor assembly. (5) Field winding (coil
assembly). (6) Regulator assembly. (7) Condenser (suppression capacitor). (8) Rectifier assembly. (9)
Rear frame assembly.

When the engine is started and the rotor turns inside the stator windings, three-phase
alternating current (AC) and rapidly rising voltage is generated.

A small amount of alternating current (AC) is changed (rectified) to pulsating direct

current (DC) by the exciter diodes on the rectifier assembly. Output current from these
diodes adds to the initial current which flows through the rotor field windings from
residual magnetism. This will make the rotor a stronger magnet and cause the alternator
to become activated automatically. As rotor speed, current and voltages increase, the
rotor field current increases enough until the alternator becomes fully activated.

The main battery charging current is charged (rectified) from AC to DC by the other
positive and negative diodes in the rectifier and pack (main output diodes) which
operate in a full wave linkage recitifier circuit.

Alternator output is controlled by a regulator, which is inside the alternator rear frame.

Alternator Regulator (3E5451, 3T6354)

The voltage regulator is a solid state (transistor, stationary parts) electronic switch. It
feels the voltage in the system and switches on and off many times a second to control
the field current (DC current to the field windings) for the alternator to make the needed
voltage output.

Alternator Regulator (9G7567)

The voltage regulator is an electronic switch. It feels the voltage in the system and gives
the necessary field current (current to the field windings of the alternator) for the
alternator to make the needed voltage. The voltage regulator controls the field current to
the alternator by switching on and off many times a second.

Alternator Regulator (7T2798)

The regulator is fastened to the alternator by two different methods. One method fastens
the regulator to the top, rear of alternator. With the other method the regulator is
fastened separately by use of a wire and a connector that goes into the alternator.

The voltage regulator is a solid state (transistor, no moving parts) electronic switch. It
feels the voltage in the system and gives the necessary field current (current to the field
windings of the alternator) for the alternator to make the needed voltage. The voltage
regulator controls the field current to the alternator by switching on and off many times
a second. There is no voltage adjustment for this regulator.

Starting System Components

Solenoid

A solenoid is an electromagnetic switch that does two basic operations:

a. Closes the high current starting motor circuit with a low current start switch
circuit.
b. Engages the starting motor pinion with the ring gear.
Typical Solenoid Schematic

The solenoid has windings (one or two sets) around a hollow cylinder. There is a
plunger (core) with a spring load inside the cylinder that can move forward and
backward. When the start switch is closed and electricity is sent through the windings, a
magnetic field is made that pulls the plunger forward in the cylinder. This moves the
shift lever (connected to the rear of the plunger) to engage the pinion drive gear with the
ring gear. The front end of the plunger then makes contact across the battery and motor
terminals of the solenoid, and the starting motor begins to turn the flywheel of the
engine.

When the start switch is opened, current no longer flows through the windings. The
spring now pushes the plunger back to the original position, and, at the same time,
moves the pinion gear away from the flywheel.

When two sets of windings in the solenoid are used, they are called the hold-in winding
and the pull-in winding. Both have the same number of turns around the cylinder, but
the pull-in winding uses a larger diameter wire to produce a greater magnetic field.

When the start switch is closed, part of the current flows from the battery through the
hold-in windings, and the rest flows through the pull-in windings to motor terminal,
then through the motor to ground. When the solenoid is fully activated (connection
across battery and motor terminal is complete), current is shut off through the pull-in
windings. Now only the smaller hold-in windings are in operation for the extended
period of time it takes to start the engine. The solenoid will now take less current from
the battery, and heat made by the solenoid will be kept at an acceptable level.

Starting Motor

The starting motor is used to turn the engine flywheel fast enough to get the engine
running.
Starting Motor
(1) Field. (2) Solenoid. (3) Clutch. (4) Pinion. (5) Commutator. (6) Brush assembly. (7) Armature.

The starting motor has a solenoid. When the start switch is turned to the START
position, the solenoid will be activated electrically. The solenoid core will now move to
push the starting pinion, by a mechanical linkage, to engage with the ring gear on the
flywheel of the engine. The starting pinion will engage with the ring gear before the
electric contacts in the solenoid close the circuit between the battery and the starting
motor. When the circuit between the battery and the starting motor is complete, the
pinion will turn the engine flywheel. A clutch gives protection for the starting motor so
that the engine, when it starts to run, can not turn the starting motor too fast. When the
start switch is released, the starting pinion will move away from the flywheel ring gear.

Magnetic Switch

A magnetic switch (relay) is used sometimes for the starter solenoid circuit. Its
operation electrically is the same as the solenoid. Its function is to reduce the current
load on the start switch and control current to the starter solenoid.

Rack Shutoff Solenoid

A shutoff solenoid changes electrical input into mechanical output. The shutoff solenoid
is used to move the fuel rack to a no fuel position. This stops the engine. The shutoff
solenoid is activated by a remote manual control switch.
Rack Shutoff Solenoid (Typical Example)

Other Components
Circuit Breaker

The circuit breaker is a switch that opens the battery circuit if the current in the
electrical system goes higher than the rating of the circuit breaker.

A heat activated metal disc with a contact point completes the electric circuit through
the circuit breaker. If the current in the electrical system gets too high, it causes the
metal disc to get hot. This heat causes a distortion of the metal disc which opens the
contacts and breaks the circuit. A circuit breaker that is open can be reset after it cools.
Push the reset button to close the contacts and reset the circuit breaker.

Circuit Breaker Schematic

(1) Reset button. (2) Disc in open position. (3) Contacts. (4) Disc. (5) Battery circuit terminals.