Documente Academic
Documente Profesional
Documente Cultură
March 2004
Systems Operation
Testing and Adjusting
G3500C and G3500E Engines
RWA1-Up (Engine)
GDB1-Up (Engine)
GHC1-Up (Engine)
GHE1-Up (Engine)
GHM1-Up (Engine)
GHP1-Up (Engine)
DKR1-Up (Engine)
GHR1-Up (Engine)
i01658146
..................................................................................
Engine Design
Valve lash setting
i02075236
Engine Design
SMCS Code: 1000
S/N: CWY1-Up; GDB1-Up
S/N: B9P1-Up; GHC1-Up
S/N: CWW1-Up; GHE1-Up
S/N: SXY1-Up; GHM1-Up
g01053672
S/N: HAL1-Up; GHR1-Up
Illustration 1
Cylinder and valve location
(A) Inlet valve
(B) Exhaust valve
Stroke .......................................... 190 mm (7.5 inch) The starting motor solenoid, the Gas Shutoff Valve
(GSOV), and other components are used to control
Combustion .......................................... Spark ignited start-up and shutdown. For information on start/stop
sequencing, refer to Systems Operation/Testing and
When the crankshaft is viewed from the flywheel Adjusting, “Start/Stop Control”.
end, the crankshaft rotates in the following
direction. ....................................... Counterclockwise The ECM provides the timing and the voltage for
ignition on the engine. For information on ignition
Firing order control, refer to Systems Operation/Testing and
Adjusting, “Ignition System”.
Standard rotation CCW ... 1, 2, 11, 12, 3, 4, 15, 16, 7,
8, 19, 20, 9, 10, 17, 18, 5, 6, 13, 14 Feedback from sensors and adjustment of the
fuel metering valve enable control of the exhaust
Compression ratio emissions. For information on air/fuel ratio control,
refer to Systems Operation/Testing and Adjusting,
211-3218 Piston ...................................... 11.3:1 “Air/Fuel Ratio Control”.
240-5330 Piston ..................................... 13.1:1
The desired speed is maintained through control of
Valve lash setting the throttle actuator. For information on governing of
the engine, refer to Systems Operation/Testing and
Inlet ......................................... 0.51 mm (0.020 inch) Adjusting, “Engine Speed Governing”.
Exhaust ................................... 1.27 mm (0.050 inch) A wattmeter or “Generator Output Power Sensor”
provides a signal that represents the generated
Note: The front end of the engine is opposite the ekW to the control system. The generated power
flywheel end of the engine. The left and the right side is monitored by the master ECM for two purposes:
of the engine are seen from the flywheel end. The control of the air/fuel ratio and operation of the
number 1 cylinder is the front cylinder on the right compressor bypass valve. For information on
side. The number 2 cylinder is the front cylinder on the compressor bypass valve, refer to Systems
the left side. Operation/Testing and Adjusting, “Compressor
Bypass”.
Electronic Control System Other sensors enable the ECM to monitor the engine
operation. For information on engine monitoring and
protection, refer to Systems Operation/Testing and
i02086352
Adjusting, “Engine Monitoring System”.
g01061981
Illustration 3
7
Systems Operation Section
g01011524
Illustration 4
9
Systems Operation Section
i02086642 G3520
Electronic Control Module
(ECM)
SMCS Code: 1901
G3516
g01011596
Illustration 6
There are two electronic control modules on the G3520B engine.
(1) Master ECM
(2) Slave ECM
• The engine control is set to the “START” mode. • The “EMERGENCY STOP” button is pressed.
• The engine control is in the “AUTO” mode and • The ECM senses an undesirable operating
the remote start/stop initiate contact closes. condition and an engine shutdown is initiated.
2. After receiving a signal for start-up, the ECM waits The engine control switch’s “OFF/RESET” position
for the programmable “Driven Equipment Delay is not recommended for normal shutdown. The
Time” prior to cranking. “EMERGENCY STOP” is not recommended for
normal shutdown. Any shutdown that is initiated
The ECM will not start the engine until the input by the ECM is not a normal shutdown. Any of
for driven equipment is grounded. these types of shutdowns cause the fuel and the
ignition to be stopped immediately. The cool down
If the driven equipment’s input circuit is opened cycle cannot operate.
during engine operation, the engine will shut down.
Any shutdown that is initiated by the ECM is the
3. After input for the driven equipment is grounded, result of a condition that is undesirable and/or
the ECM supplies +Battery voltage to the solenoid unplanned.
for the starting motor. The starting motor cranks
the engine without fuel and without ignition until One of the following conditions initiates a normal
the “Engine Purge Cycle Time” has elapsed. shutdown:
The “Engine Purge Cycle Time” allows any • The engine control switch is turned to the
unburned fuel to exit through the exhaust system “STOP” position.
prior to ignition. This helps prevent combustion
in the exhaust system. • The engine control switch is in the “AUTO”
position and the remote start/stop initiate
4. After the “Engine Purge Cycle Time” has elapsed, contact opens.
the Gas Shutoff Valve (GSOV) is energized. The
GSOV may be energized by the ECM, or by the 7. The engine operates for the programmable cool
customer’s equipment. The ECM energizes the down period before the engine stops. After the
ignition transformers. The ECM sends a fuel cool down period, the ECM removes the +Battery
command to the fuel metering valve in order to voltage from the solenoid for the GSOV and the
supply sufficient fuel for a combustible air/fuel fuel flow is stopped.
mixture. The ECM also sends a throttle command
to the throttle actuator. 8. The ignition continues to operate without a fuel
supply until the engine speed is less than 40 rpm.
The engine has an energize-to-run type of GSOV. Then, the ECM terminates the ignition. The engine
This means that the GSOV must be energized in coasts to a stop.
order to open. When the GSOV is open, fuel is
allowed to flow to the engine.
11
Systems Operation Section
i01961691
Engine Governing
SMCS Code: 1901
g01011687
Illustration 7
Diagram of the governing system
The Electronic Control Module (ECM) continuously • If the engine oil pressure is less than the setpoint
strives to achieve the engine speed that is desired for for the low pressure warning, the ECM will always
the operating condition. select the low idle speed.
The desired engine speed is determined by these • If the engine oil pressure is greater than the
factors: setpoint for the low pressure warning and the
idle/rated switch is in the rated position, the ECM
Desired Speed Input – A signal of either 0 to 5 VDC will select the rated speed.
or 4 to 20 mA can provide this input. The “Desired
Speed Input Configuration” determines the input that The actual engine speed is detected via a signal from
is used by the ECM. This input can be provided by a the engine speed/timing sensor. The ECM compares
potentiometer. the actual engine speed to the desired engine speed.
The ECM functions as an electronic governor in order
Programmable Parameters – The Caterpillar to develop a throttle command.
Electronic Technician (Cat ET) is used to program
these parameters that affect the desired engine The electronic governor uses gains in order to provide
speed: “Low Idle Speed”, “Minimum High Idle stable operation. Two sets of gains are available. The
Speed”, and “Maximum High Idle Speed”. The ECM uses the value of the “Grid Status” parameter in
programmable “Engine Accel. Rate” determines order to determine the set of gains that is used. If the
the rate of acceleration and of deceleration. The “Grid Status” is OFF, the ECM uses the gains for the
“Governor Type Setting” parameter can be set primary governor. If the “Grid Status” is ON, the ECM
to “Droop” or to “Isochronous”. Refer to Systems uses the gains for the auxiliary governor.
Operation/Testing and Adjusting, “Electronic Control
System Parameters” for additional information on The governor’s throttle command is a percent of the
these parameters. maximum position of the throttle. The value of the
throttle command can be viewed on Cat ET. The
Idle/Rated Switch – The idle/rated switch is optional. throttle command is sent to the throttle actuator. The
If the idle/rated switch is used, the engine speed can throttle actuator is mechanically connected to the
also be affected by the engine oil pressure: throttle body. There is no feedback for the throttle
position.
• If the idle/rated switch is in the idle position, the
ECM will always select the low idle speed.
12
Systems Operation Section
i01943970
Integrated Temperature
Sensing Module
SMCS Code: 1901
g01011776
Illustration 8
(1) Integrated Temperature Sensing Module (ITSM)
g01011777
Illustration 9
(2) Thermocouple for a cylinder’s exhaust (4) Thermocouples for the temperature of
port the turbocharger’s exhaust
(3) Thermocouple for the temperature of an (5) Thermocouple for the temperature of the
exhaust inlet to a turbocharger turbine turbocharger’s exhaust
13
Systems Operation Section
“Desired Emission Gain Adjustment” For the 1200 rpm arrangement, the minimum high
idle speed can be programmed between 800 rpm
This is an adjustment for the level of the engine’s and 1200 rpm. The default value is 1200 rpm.
exhaust emissions for engine operation at full load.
The adjustable range is 85 to 115. The “Minimum High Idle Speed” and the “Maximum
High Idle Speed” determine the slope of the desired
Refer to Testing and Adjusting, “Air/Fuel Ratio speed input.
Control - Adjust”.
“Maximum High Idle Speed”
“Air/Fuel Proportional Gain”
Program this parameter to the desired maximum high
The “Air/Fuel Proportional Gain” determines the idle rpm. The actual high idle speed is regulated by
speed of the fuel metering valve’s response in the desired speed input. The regulation is linear in
adjusting for the difference between the actual air/fuel proportion to the input. An input of 0 percent results
ratio and the desired air/fuel ratio. in the minimum high idle rpm and an input of 100
percent results in the maximum high idle rpm.
The factory default setting is 0. This value should
not require adjustment. If problems occur, this is For the 50 Hz arrangement, the maximum high idle
one of the last parameters that should be adjusted. speed can be programmed between 1500 rpm and
The adjustable range is −50 to +50. Negative 1900 rpm. The default value is 1600 rpm.
values reduce the speed of the fuel metering valve’s
response and positive values increase the speed of For the 60 Hz arrangement, the maximum high idle
the fuel metering valve’s response. speed can be programmed between 1800 rpm and
2200 rpm. The default value is 2000 rpm.
“Air/Fuel Integral Gain”
For the 1200 rpm arrangement, the maximum high
The “Air/Fuel Integral Gain” determines the response idle speed can be programmed between 1200 rpm
of the fuel metering valve to the error that is and 1600 rpm. The default value is 1400 rpm.
accumulated over time for the air/fuel ratio.
“Engine Accel. Rate”
The factory default setting is 0. This value should
not require adjustment. If problems occur, this is This parameter controls the rate for engine response
one of the last parameters that should be adjusted. to a change in the desired engine speed. For
The adjustable range is −50 to +50. Negative values example, the engine can be programmed to
reduce the response of the valve and positive values accelerate at a rate of 50 rpm per second when the
increase the response of the valve. “Idle/Rated” switch is turned to the “Rated” position.
For the 60 Hz arrangement, the minimum high idle This programmable parameter allows precise control
speed can be programmed between 900 rpm and of the speed droop. The “Governor Type Setting”
1800 rpm. The default value is 1600 rpm. parameter must be set to “Droop”. The droop can be
programmed to a value between 0 and 10 percent.
16
Systems Operation Section
Governor Gain Settings This parameter changes the reaction of the throttle
actuator when the “Grid Status” parameter is “On”. If
Refer to Testing and Adjusting, “Engine Governing - this value is changed and the “Grid Status” is “Off”,
Adjust” for the adjustment procedure for the governor. the stability of the engine will not change. If changing
this value causes no effect, check the “Grid Status” in
“Governor Proportional Gain” order to make sure that the status is “On”.
This parameter changes the reaction of the throttle This parameter changes the reaction of the throttle
actuator when the “Grid Status” parameter is “Off”. If actuator when the “Grid Status” parameter is “On”. If
changing this value causes no effect, check the “Grid this value is changed and the “Grid Status” is “Off”,
Status” in order to make sure that the status is “Off”. the stability of the engine will not change. If changing
this value causes no effect, check the “Grid Status” in
“Governor Integral Gain” order to make sure that the status is “On”.
This parameter is based on a proportional multiplier. The ECM can be programmed to wait for a certain
The “Auxiliary Proportional Governor Gain 1” period of time after receiving a start command before
determines the speed of the throttle actuator’s starting the engine. This allows the driven equipment
response in adjusting for the difference between the to get ready for operation.
actual speed and the desired speed. Increasing this
value provides a faster response to the difference When the ECM receives a start command, the ECM
between the actual speed and the desired speed. will wait for the amount of time that is programmed
into the “Driven Equipment Delay Time”. If the “Driven
Equipment Delay Time” elapses and the input is not
grounded, an event code is activated. The engine
will not start.
17
Systems Operation Section
If the “Driven Equipment Delay Time” is programmed 1. The fuel and the ignition are OFF. The engine will
to “0” the delay is disabled. If the ECM receives a crank for 10 seconds in order to purge gas from
start command and the driven equipment is not ready, the engine and from the exhaust system.
an event code is activated. The engine will not start.
2. The fuel and the ignition are enabled. The engine
“Crank Terminate Speed” will continue to crank for a maximum of 30
seconds.
The ECM disengages the starting motor when the
engine speed exceeds the programmed “Crank 3. If the engine does not start, the ignition, the fuel,
Terminate Speed”. The default value of 250 rpm and the starting motor are disabled for a 30
should be sufficient for all applications. second “Rest Cycle”.
“Cycle Crank Time” In ether cases, the fuel is shut off from the engine.
The ignition continues until the engine speed drops
The “Cycle Crank Time” is the amount of time for below 40 rpm. If the engine rpm does not drop at
activation of the starting motor and the gas shutoff least 100 rpm within the programmed drop time, the
valve for start-up. If the engine does not start within ECM terminates the ignition and the ECM issues an
the specified time, the attempt to start is suspended emergency stop.
for a “Rest Cycle” that is equal to the “Cycle Crank
Time”.
“Engine Pre-Lube Time Out Period”
“Engine Overcrank Time” At the time of this publication, this parameter is not
active.
The “Engine Overcrank Time” is the duration for
attempting an engine start-up. An event is generated
if the engine does not start within this period of time. Monitoring and Protection
Example Setting “High Inlet Air Temp Engine Load
Setpoint”
Table 2
Examples of the Settings for Start-up The programmable setpoint is a value that separates
low engine load from high engine load for events
Parameter Time
that are activated by high inlet air temperature. An
“Purge Cycle Time” 10 seconds “Engine Load Factor” can be displayed on a Cat
ET status screen. If the load factor is less than
“Cycle Crank Time” 30 seconds
the setpoint and the inlet air temperature reaches
“Overcrank Time” 45 seconds the trip point, a “High Inlet Air Temperature at Low
Engine Load” event is activated. If the load factor is
greater than the setpoint and the inlet air temperature
The following sequence will occur if the parameters reaches the trip point, a “High Inlet Air Temperature
are programmed according to the example in Table 2: at High Engine Load” event is activated.
18
Systems Operation Section
The value of this parameter is in units of ekW. The Note: Factory level security passwords are required
minimum programmable value for this parameter is for clearing certain logged events and for changing
−327 ekW. The maximum programmable value for certain programmable parameters. Because of the
this parameter is 200 ekW. passwords, only authorized personnel can make
changes to some of the programmable items in the
The ECM adds the value of the “Generator Output ECM. When the correct passwords are entered, the
Power Sensor Offset” parameter to the value that is changes are programmed into the ECM.
determined by the “Generator Output Power Sensor
Scale Factor” parameter. This refines the electronic “Total Tattletale”
control module’s estimate of the generator’s actual
output. This item displays the number of changes that have
been made to the configuration parameters.
The electronic control module’s final estimate of the
generator’s actual output is displayed on Cat ET as
the “Generator Real kW” parameter in Status Group i01944115
1. If the value of this parameter is within one percent
of the generator’s actual power output, the ECM will Engine Sensors
accurately control the air/fuel ratio.
SMCS Code: 1559; 1912; 1917
“Engine Output Power Configuration” The information from the sensors enables the
Electronic Control Module (ECM) to control the
This parameter applies to all sources. engine as efficiently as possible over a wide range
of operating conditions.
The value of the “Engine Output Power Configuration”
parameter is the engine’s full load rating in ekW. The sensors also enable the module to activate
The rating is stamped on the engine’s Information alarms, derates, and shutoffs in response to
Plate. During operation, the ECM uses this value to abnormal operation. The functions of the sensors are
determine the engine’s load as a percentage of the described below.
maximum load.
“Equipment ID”
The customer can assign an “Equipment ID” for the
purpose of identification.
Customer Passwords
Two customer passwords can be entered. The
passwords are used to protect certain configuration
parameters from unauthorized changes.
20
Systems Operation Section
g00928525
Illustration 11
Right side of the engine
(1) Engine oil temperature sensor
(2) Pressure sensor for unfiltered oil
(3) Pressure sensor for filtered oil
(4) Pressure switch for the coolant pump
(inlet)
g00928526
Illustration 12
Top view of the engine
(5) Engine coolant temperature sensor (7) Engine coolant pressure sensor (outlet)
(6) Manifold air pressure sensor (8) Manifold air temperature sensor
Engine coolant temperature sensor (5) – Manifold air temperature sensor (8) – A sensor
The temperature sensor is located in the water for monitoring the inlet manifold air temperature is
temperature regulator housing. To monitor the located in the inlet elbow for the number twenty
coolant temperature, the element must be in contact cylinder. Excessive manifold air temperature can
with the coolant. Otherwise, the sensor will not activate an alarm or a shutdown during high load or
function properly. A high coolant temperature will low load operation. The trip points for activation can
activate an alarm or a shutdown. A low coolant be programmed with Cat ET. To observe the value of
temperature will only activate an alarm. The trip the output of the sensor, use Cat ET to view the “Inlet
points for the activation can be programmed with Cat Air Temperature” parameter.
ET. The engine can be restarted after a shutdown
due to high engine coolant temperature. However,
another shutdown will occur after one minute if the
temperature remains high. To observe the value of
the output of the sensor, use Cat ET to view the
“Engine Coolant Temperature” parameter.
i01944195
• Obtain data.
• Diagnose problems.
• Read parameters.
• Program parameters.
• Calibrate sensors.
The tools that are listed in Table 4 are required in
order to enable a service technician to perform the
functions.
g00928527
Illustration 13
Left side of the engine
(9) Detonation sensor
(10) Speed/timing sensor
Table 4
Service Tools
Pt. No. Description Functions
Personal Computer (PC) The PC is required for the use of Cat ET.
“JERD2124” Software Single user license for Cat ET
Use the most recent version of the software.
“JERD2129” Software Data subscription for all engines
171-4400 (1) Communication Adapter II Gp This group provides the communication between the PC and the
engine.
7X-1414 Data Link Cable As This cable connects the communication adapter to the service tool
connector on the engine.
237-7547 Adapter Cable As This cable connects to the USB port on computers that are not
equipped with a serial port.
146-4080 Digital Multimeter The multimeter is used for the testing and the adjusting of electronic
circuits.
(1) The 7X-1700 Communication Adapter Gp may also be used.
“Low System Voltage” The trip point for a warning for this parameter can
be programmed by the customer. The trip point for a
The trip point for this parameter is set at the factory. shutdown for this parameter is set at the factory. This
The trip point cannot be changed. This parameter parameter is always ON. This parameter cannot be
is always ON. This parameter cannot be turned off. turned off. If the engine oil filter differential pressure
If the system voltage decreases to the trip point or decreases to the trip point, the ECM will generate a
if the system voltage goes below the trip point, the warning or a shutdown.
ECM will generate a warning or a shutdown.
“High Fuel Temperature”
“High Engine Coolant Temperature”
The trip point for this parameter can be programmed
The trip points for this parameter can be programmed by the customer. If the fuel temperature exceeds the
by the customer. The shutdown response is always trip point, the ECM will generate a warning.
ON. The shutdown response cannot be turned off.
If the engine coolant temperature exceeds the trip “Low Fuel Pressure”
point, the ECM will generate a warning, a derating,
or a shutdown. The trip point for this parameter can be programmed
by the customer. If the fuel pressure decreases to the
“Low Engine Coolant Temperature” trip point, the ECM will generate a warning.
The trip point for this parameter can be programmed “High Eng Oil to Eng Coolant Diff Temp”
by the customer. If the engine coolant temperature
decreases to the trip point, the ECM will generate The trip point for a warning for this parameter can
a warning. be programmed by the customer. The trip point for a
shutdown for this parameter is set at the factory. The
“Engine Overspeed” shutdown response is always ON. The shutdown
response cannot be turned off. If the differential
The trip point for this parameter is set at the factory. temperature of the engine oil to the jacket water
This parameter is always ON. This parameter cannot exceeds the trip point, the ECM will generate a
be turned off. If the engine speed exceeds the trip warning or a shutdown.
point, the ECM will activate an engine shutdown.
For generator set engines, a typical trip point is 118 “Low Gas Fuel Differential Pressure”
percent of the engine’s rated speed.
The trip point for this parameter can be programmed
“High Engine Oil Temperature” by the customer. If the fuel differential pressure
decreases to the trip point, the ECM will generate
The trip point for a warning for this parameter can a warning.
be programmed by the customer. The trip point for
a shutdown is set at the factory. This parameter is “High Gas Fuel Differential Pressure”
always ON. This parameter cannot be turned off. If
the engine oil temperature exceeds the trip point, the The trip point for this parameter can be programmed
ECM will generate a warning or a shutdown. by the customer. If the fuel differential pressure
exceeds the trip point, the ECM will generate a
“High Oil Filter Differential Pressure” warning.
The trip point for a warning for this parameter can “High System Voltage”
be programmed by the customer. The trip point for
a shutdown is set at the factory. This parameter is The trip point for this parameter is set at the factory.
always ON. This parameter cannot be turned off. The trip point cannot be changed. This parameter is
If the engine oil filter differential pressure exceeds always ON. This parameter cannot be turned off. If
the trip point, the ECM will generate a warning or a the system voltage exceeds the trip point, the ECM
shutdown. will generate a warning.
25
Systems Operation Section
Trip Points of the Engine Load for High The conditions are designed to eliminate false events
Inlet Air Temperature during start-up if the customer has programmed a
delay time to zero.
The trip points for this parameter can be programmed
by the customer. The shutdown response is always If the trip point for a shutdown is programmed to
ON. The shutdown response cannot be turned off. activate before the trip point for a warning, the engine
This feature provides a trip point between high engine will shut down and the warning will not be activated.
load and low engine load. The trip point is used for
events that involve high inlet air temperature. The trip
point for the events is based on the engine load. The
possible responses of the system include warning,
Ignition System
derating, and shutdown.
i02077064
If the load is greater than the trip point, the trip point
for the “High Inlet Air Temperature at High Engine Ignition System
Load” event is used for the logging of the high inlet
air temperature. SMCS Code: 1550
If the load is less than the trip point, the trip point
for the “High Inlet Air Temperature at Low Engine
G3516
Load” event is used for the logging of the high inlet
The engine is equipped with an electronic ignition
air temperature.
system. The system provides dependable firing
and low maintenance. The system provides precise
“High Inlet Air Temperature at Low control of the spark and of the ignition timing for each
Engine Load” cylinder.
Some of the programmable parameters are Each cylinder has an ignition transformer. The ECM
dependent on the status of an ECM output before controls ignition on the left bank and on the right
the parameters are allowed to function. Some of the bank. To initiate combustion, the ECM sends a pulse
parameters are allowed to function after the crank of approximately 100 volts to the primary coil of each
terminate relay has been energized for more than 30 ignition transformer at the appropriate time and for
seconds. Other parameters are allowed to function the appropriate duration. The transformers step up
after the output for the fuel control relay is energized. the voltage in order to create a spark across the
Some parameters are not dependent upon any spark plug electrode.
conditions.
26
Systems Operation Section
Detonation sensors monitor the engine for detonation. Detonation sensors monitor the engine for detonation.
The G3516 Engine has eight detonation sensors. The G3520 Engine has ten detonation sensors. Each
Each sensor monitors two adjacent cylinders. The sensor monitors two adjacent cylinders. The sensors
sensors generate data on vibration that is processed generate data on vibration that is processed by each
by the ECM in order to determine detonation levels. ECM in order to determine detonation levels. The
master ECM monitors the sensors on the left bank
If detonation occurs, the ECM retards the ignition and the slave ECM monitors the sensors on the right
timing of the affected cylinder or cylinders up to six bank. The slave ECM communicates the status of
degrees. If a cylinder has been fully retarded for five the right side sensors to the master ECM.
seconds and the cylinder is still detonating, the ECM
shuts down the engine. If detonation occurs, the master ECM retards the
ignition timing of the affected cylinder or cylinders up
The ECM provides extensive diagnostics for the to six degrees. If a cylinder has been fully retarded
ignition system. for five seconds and the cylinder is still detonating,
the ECM shuts down the engine.
G3520 Each ECM provides extensive diagnostics for the
ignition system.
The engine is equipped with an electronic ignition
system. The system provides dependable firing
and low maintenance. The system provides precise Ignition Transformers and Spark
control of the spark and of the ignition timing for each
cylinder.
Plugs
g00926743
g00926741 Illustration 16
Illustration 15
(1) Mounting flange
(1) Master Electronic Control Module (ECM) (2) Ignition transformer
(2) Slave ECM (3) Primary connection
(3) Ignition transformer (4) Spark plug
(5) Extension
Each cylinder has an ignition transformer. The (6) Hole in the spark plug’s precombustion chamber
master ECM controls ignition on the left bank and
the slave ECM controls ignition on the right bank. Mounting flange (1) provides a ground for each
To initiate combustion, each ECM sends a pulse of transformer (2). The ignition harness is connected
approximately 100 volts to the primary coil of each to primary connection (3). The output from the
ignition transformer at the appropriate time and for secondary circuit of the transformer is sent to
the appropriate duration. The transformers step up spark plug (4) through the secondary connection in
the voltage in order to create a spark across the extension (5).
spark plug electrode.
27
Systems Operation Section
Fuel System
i02077093
g00925482
Illustration 17
g00925717
Illustration 19
Top view
Fuel flow through the 60 Hz arrangement
(1) Fuel metering valve
g00925714
Illustration 18
Top view
Flow of fuel through the 50 Hz arrangement
(1) Fuel metering valve
29
Systems Operation Section
g00925773
Illustration 22
Right view
Flow of fuel and of air through the 50 Hz arrangement
(4) Throttle
(5) Aftercooler
g00925730
Illustration 20
Right view
Flow of fuel and of air through the 50 Hz arrangement
(2) Air inlet elbow’s adapter
(3) Turbocharger’s compressor
g00925776
Illustration 23
Right view
Flow of fuel and of air through the 60 Hz arrangement
(4) Throttle
(5) Aftercooler
g00925819
Illustration 24
Flow of air and fuel through the air inlet manifold
(5) Aftercooler
(6) Air inlet manifold
i02079671
g01019236
Illustration 25
Cat ET – This software is designed to run on Fuel metering valve – This is an electronically
a personal computer. Technicians can use the controlled actuator and a valve that regulates the flow
program to perform many functions. For the air/fuel of fuel. The device monitors the fuel temperature, the
ratio control, the technician programs configuration fuel pressure, and the valve’s differential pressure.
parameters into the ECM. The ECM sends a command signal for the fuel flow to
the device. The device modulates the valve in order
Inlet manifold temperature sensor – This sensor to match the command signal.
monitors the temperature of the air/fuel mixture in
the air inlet manifold. The ECM communicates with the fuel metering valve
via the CAN Data Link.
Inlet manifold pressure sensor – This sensor
monitors the pressure of the air/fuel mixture in the air The air/fuel ratio control has two basic modes of
inlet manifold. operation:
Note: It is very important to use the Caterpillar “Engine Output Power Configuration” – This is
Software, LEKQ6378, “Methane Number the engine’s full load rating in ekW. The rating is
Program”. Use of only the data from the gas analysis stamped on the engine’s Information Plate.
can result in incorrect settings.
“Engine Driven Accessory Load Configuration” –
The following parameters are programmed into the This is the load of the auxiliary equipment such as a
ECM via the “Configuration” screen of Cat ET: radiator fan that is directly driven by the engine.
“Fuel Quality” – This is the fuel’s Low Heating If the generator is not equipped with the EMCP II+,
Value (LHV). The value is obtained from a fuel information on the engine load must be provided
analysis which is entered into Caterpillar Software, by a customer supplied wattmeter. The wattmeter’s
LEKQ6378, “Methane Number Program”. output to the ECM must be an analog signal within
the range of 0 to 5 volts. A voltage that is near 0.2
During operation, the ECM uses the LHV to help VDC indicates that the generator has a low power
determine the command signal for the fuel flow. output. A voltage that is near 4.8 VDC indicates that
the generator has a high power output.
“Gas Specific Gravity” – This is the fuel’s specific
gravity in relation to the specific gravity of air. The Because there are different wattmeters, the scale for
value is obtained from a fuel analysis which is entered the wattmeter’s output must be entered into the ECM.
into Caterpillar Software, LEKQ6378, “Methane The scale provides a linear relationship between
Number Program”. the wattmeter’s voltage output and the generator’s
electrical power output. The scale corresponds to the
“Fuel Specific Heat Ratio” – This is a ratio of the wattmeter’s output.
fuel’s specific heat at a constant pressure and at a
constant volume. “Generator Output Power Sensor Offset” – The
offset is used to make the wattmeter’s scale accurate.
The ECM provides the fuel’s specific gravity and heat
ratio to the fuel metering valve via the CAN data link. Because the output from different wattmeters can
The fuel metering valve uses this information to help vary, an offset for the wattmeter must also be entered
regulate the fuel flow. into the ECM. The offset can be a positive value or a
negative value.
In addition to the information on the fuel, the ECM
requires information on the engine load. All of the above parameters are programmed into the
ECM via the “Configuration” screen of Cat ET. For
Engine Load more details, refer to Systems Operation/Testing and
Adjusting, “Electronic Control System Parameters”.
The ECM must have values for the following
parameters. The parameters are entered into the Open Loop Mode
ECM via Cat ET.
Open loop – During operation in this mode, the
• “Engine Output Power Configuration” ECM controls the air/fuel ratio with maps and with
calculations for the desired air/fuel ratio. This mode
• “Engine Driven Accessory Load Configuration” of operation uses no feedback. The air/fuel ratio is
controlled in the open loop mode from start-up until
• “Generator Output Power Sensor Scale Factor” the engine load becomes greater than 25 percent.
i01815635
Compressor Bypass
SMCS Code: 1050
g00926843
Illustration 27
Flow of the compressed air/fuel mixture during activation of the compressor bypass group (50 Hz arrangement)
(1) Actuator for the bypass valve
(2) Bypass valve
(3) Throttle
(4) Throttle actuator
(5) Fuel metering valve
35
Systems Operation Section
g00928159
Illustration 29
Flow of exhaust gas through the exhaust manifolds (60 Hz
arrangement)
The 60 Hz arrangement has two turbochargers.
The dry exhaust manifolds provide maximum heat to The bearing housing in the turbocharger is also
the turbine. The exhaust manifolds are covered with cooled by the jacket water coolant. Coolant from the
insulated heat shields in order to retain the heat. The coolant inlet line enters the side of the center section.
heat shields also help protect the wiring and other The coolant travels through the coolant passages
components from the heat. (8) in the bearing housing. The coolant then leaves
the turbocharger at the opposite side of the center
section.
i01793967
Turbocharger i01784356
g00281664
Illustration 30
Turbocharger (typical example)
(1) Compressor wheel
(2) Bearing
(3) Oil inlet
(4) Bearing
(5) Turbine wheel
(6) Exhaust outlet
(7) Air inlet
(8) Coolant passages
(9) Oil outlet
(10) Exhaust inlet
Lubrication System
i01819296
Lubrication System
SMCS Code: 1300
g00928770
Illustration 32
Lubrication system schematic (typical example)
(1) Main engine oil gallery (6) Engine oil supply for the turbochargers (12) Bypass valve
(2) Engine oil gallery for the left camshaft (7) Sequence valve (13) Relief valve
(3) Engine oil gallery for the right camshaft (8) Sequence valve (14) Engine oil pump
(4) Engine oil gallery for the piston cooling (9) Adapter (15) Elbow
jets (10) Engine oil filter base (16) Suction bell
(5) Piston cooling jet (11) Engine oil cooler (17) Engine oil filter
Engine oil pump (14) has three gears that are driven Relief valve (13) controls the maximum pressure
by the front gear train. The engine oil pump pulls of the engine oil from the engine oil pump. If the
engine oil from the pan through suction bell (16) and pressure from the pump becomes excessive, the
elbow (15). The suction bell has a screen in order to relief valve opens and some of the engine oil returns
strain the engine oil. to the engine oil pan.
g00928818 g00928859
Illustration 33 Illustration 34
(10) Engine oil filter base (5) Piston cooling jet
(17) Engine oil filter housing
Piston cooling jet (5) is located in the engine block
Engine oil filter base (10) provides the mount for below each piston. Each piston cooling jet has two
engine oil filters (17). The base has an internal tubes with open ends. One tube directs engine oil
bypass valve. into an opening in the bottom of the piston for an
engine oil gallery in the piston. This gallery provides
The bypass valve will open if there is a restriction in cooling oil behind the ring band of the piston. The
the engine oil cooler or in the engine oil filter. This gallery provides engine oil to a slot (groove) in
allows the engine to be lubricated if the engine oil the side of both piston pin bores. The other tube
cooler is plugged or if the engine oil filter is dirty. directs engine oil to the center of the piston. This
provides lubrication to the piston pin and to the piston
Clean engine oil from the engine oil filters goes undercrown. This also helps cool the piston.
through adapter (9) into the block. Part of the engine
oil goes to left camshaft oil gallery (2). The remainder
of the engine oil goes to main engine oil gallery (1).
Cooling System
i01819715
Cooling System
SMCS Code: 1350
g00811028
Illustration 36
The cooling system has two pumps that are driven by the engine. Coolant from the jacket water cools the first stage of the aftercooler. The
separate circuit cools the second stage.
Water temperature regulators are used in each circuit Jacket Water System
in order to maintain correct operating temperatures.
The jacket water pump is located on the right front
side of the engine. The water pump has a gear that
is driven by the lower right front gear group. Coolant
from the radiator or the heat exchanger enters the
water pump’s inlet. The rotation of the impeller in the
jacket water pump pushes the coolant through the
system.
42
Systems Operation Section
The flow of the coolant is divided. Some of the Note: The water temperature regulators are
coolant from the jacket water pump flows through necessary to maintain the correct engine
a tube to the front of the cylinder block and into the temperature. If the water temperature regulators are
main distribution manifold for the water jacket of each not installed in the system, there is no mechanical
cylinder. The remainder of the coolant flows through control. Most of the coolant will take the path of
the engine oil cooler. least resistance through the bypass tube. This will
cause the engine to overheat in hot weather. The
After flowing through the engine oil cooler, this portion small amount of coolant that goes through the
of the coolant is divided again. Some of the coolant radiator in cold weather will not allow the engine
flows into the water jacket of the right rear cylinder. to achieve normal operating temperatures. The
This coolant is mixed throughout the engine’s water water temperature regulators control the minimum
jacket with the coolant that flows to the front of the temperature of the coolant. The radiator or the heat
cylinder block. The remainder of the coolant flows exchanger controls the maximum temperature of the
through the first stage of the aftercooler. coolant.
The coolant inside the cylinder block flows around The bypass tube has another function. When you
the cylinder liners. The water jacket is smaller near fill the cooling system the internal bypass allows
the top of the cylinder liners. This shelf causes the the coolant to go into the cylinder head and into the
coolant to flow faster for better cooling of the cylinder cylinder block without going through the water pump.
liner. The coolant is pumped up through water
directors into the cylinder heads. The coolant flows The total system capacity depends on the amount of
through passages around these items in the cylinder coolant in the cylinder block, in the piping, and in the
head: valves, valve seat inserts, spark plug adapter, radiator or heat exchanger.
and exhaust outlets.
Separate Circuit
g00929351
Illustration 37
(1) Auxiliary water pump (5) Thermostatic valve
(2) Tube for the coolant supply to the (6) Outlet for coolant to the radiator or heat
aftercooler’s second stage exchanger
(3) Aftercooler (7) Inlet for coolant from the radiator or heat
(4) Tube for the coolant return from the exchanger
aftercooler to the thermostatic valve
g00807727
Illustration 40
(8) Exhaust valves
(9) Inlet valves
(10) Gasket
(11) Water seals
Main bearing caps (4) are fastened to the cylinder Coolant flows from the cylinder block into the cylinder
block with four bolts (5) per cap. head through water seals (11). The coolant flows
through passages in the cylinder head. The coolant
exits the cylinder head and flows into the water
manifold.
g00807723
Illustration 39
(6) Spacer plate
(7) Gasket g00807743
Illustration 41
(12) Camshaft cover
The engine has a separate cylinder head for each (13) Crankcase cover
cylinder. An aluminum spacer plate (6) and gasket
(7) is between each cylinder head and the cylinder
block. The plate and the gasket accommodate the
thickness of the cylinder liner flange.
45
Systems Operation Section
i01794015
g00929004
Illustration 43
Crankshaft
Seals and wear sleeves are used at both ends of The engine has two-piece camshafts. Dowel (1) in
the crankshaft. Engine oil is sealed by the lip seals one section of the camshaft goes through spacer (2)
and the wear sleeves help prevent wear on the into the other section of the camshaft. The sections
crankshaft. are joined by bolts (3). Each camshaft is supported by
nine bearings for the G3516 Engine. Each camshaft
is supported by 11 bearings for the G3520 Engine.
g00929007
Illustration 45
Side view of the vibration damper
i02086856
Camshaft
SMCS Code: 1210
g00807910
Illustration 46
Connections for the two-piece camshaft
(1) Dowel
(2) Spacer
(3) Bolt
47
Systems Operation Section
g01013593
Illustration 47
Air starting system (typical example)
(1) Relay valve (3) Starting motor solenoid (5) Air starting motor
(2) Hose (4) Hose
g00563259
The control air pressure pushes the piston. The
Illustration 48 piston compresses piston spring (12) and the piston
Air starting motor moves the drive shaft for pinion (9) outward in order
(6) Air inlet to engage the pinion with the flywheel ring gear. The
(7) Vanes starting motor does not crank the engine yet.
(8) Rotor
(9) Pinion
(10) Reduction gears After the pinion is engaged with the flywheel ring
(11) Piston gear, a port in the starting motor is opened in order to
(12) Piston spring allow the control air pressure to flow through hose (4)
to the top of relay valve (1). The relay valve opens in
order to allow the main supply of pressurized air to
flow through the starting motor’s air inlet (6).
48
Systems Operation Section
Electrical System
i01961883
g01019316
Illustration 49
Components for the electrical starting system
(1) Terminal box (3) Circuit breaker for the start command (4) Starting motor solenoid
(2) Magnetic switches from the Electronic Control Module (5) Starting motor
(ECM)
When the ECM in terminal box (1) receives an input The two magnetic switches are connected in a
for start-up, the ECM supplies +Battery voltage to two secondary electrical circuit to two starting motor
magnetic switches (2). The magnetic switches are solenoids (4). The start command closes the contacts
located in a junction box on the side of the engine. of the magnetic switches in order to complete the
The start command from the ECM is protected by secondary electrical circuit. This energizes the
circuit breaker (3). starting motor solenoids.
50
Systems Operation Section
g01019317
Illustration 50
Schematic for the electrical starting circuit
i01853981 i01566987
Requirements for the Control Proper grounding is necessary for optimum engine
performance and reliability. Improper grounding will
System result in uncontrolled electrical circuit paths and in
unreliable electrical circuit paths.
The engine control system requires a clean 24 VDC
power supply that is capable of supplying 30 amperes Uncontrolled electrical circuit paths can result in
of continuous power. damage to main bearings, to crankshaft bearing
journal surfaces, and to aluminum components.
The maximum allowable AC ripple is 150 millivolts AC Uncontrolled electrical circuit paths can also cause
peak to peak. For the wiring, the maximum allowable electrical activity that may degrade the engine
voltage drop is 1 VDC from the power supply to electronics and communications.
the master Electronic Control Module (ECM) in the
engine mounted terminal box. Ensure that all grounds are secure and free of
corrosion.
The power supply for the engine control system must
be separate from the power supply for the starting The engine alternator must be grounded to the
motor. negative “-” battery terminal with a wire that is
adequate to carry the full charging current of the
alternator.
52
Systems Operation Section
NOTICE
This engine is equipped with a 24 volt starting system.
Use only equal voltage for boost starting. The use of
a welder or higher voltage will damage the electrical
system.
Voltage regulator (1) is a solid-state, electronic When two sets of windings in the solenoid are used,
switch. The regulator feels the voltage in the system. the windings are called the hold-in windings and the
The regulator will start and the regulator will stop pull-in windings. Both of the windings have the same
many times in one second in order to control the field number of turns around the cylinder. However, the
current to the alternator. The output voltage from the pull-in winding uses a wire with a larger diameter in
alternator will now supply the needs of the battery order to produce a greater magnetic field. When the
and the other components in the electrical system. start switch is closed, part of the current flows from
No adjustment can be made in order to change the the battery through the hold-in windings. The rest
rate of charge on these alternator regulators. of the current flows through the pull-in windings to
the motor terminal. The current then goes through
the motor to the ground. When the solenoid is fully
i01394925
activated, current is shut off through the pull-in
Starting Solenoid windings. Only the smaller hold-in windings are in
operation for the extended period of time. This period
SMCS Code: 1467 of time is the amount of time that is needed for
the engine to start. The solenoid will now take less
A solenoid is an electromagnetic switch that does current from the battery. The heat that is made by the
two basic operations. solenoid will be kept at an acceptable level.
g00285112
Illustration 52
Typical solenoid schematic
g00285113
The solenoid has windings (one or two sets) around Illustration 53
a hollow cylinder. The cylinder contains a spring Cross section of the starting motor (typical example)
loaded plunger. The plunger can move forward and (1) Field winding
backward. When the start switch is closed and the (2) Solenoid
electricity is sent through the windings, a magnetic (3) Clutch
(4) Pinion
field is made. The magnetic field pulls the plunger (5) Commutator
forward in the cylinder. This moves the shift lever in (6) Brush assembly
order to engage the pinion drive gear with the ring (7) Armature
gear. The front end of the plunger makes contact
across the battery and the motor terminals of the
solenoid. The starting motor begins to turn the
flywheel of the engine.
The starting motor has a solenoid (2). When the start The circuit breaker is designed to operate in a
switch is activated, electricity will flow through the temperature range of −40 to 85 °C (−40 to 185 °F).
windings of the solenoid. The solenoid core will move Because the circuit breaker uses an electromagnet
in order to push pinion (4) with a mechanical linkage. rather than a metal element that responds to heat,
This will engage with the ring gear on the flywheel of the circuit breaker is not affected by changes in
the engine. Pinion (4) will engage with the ring gear the ambient temperature. Also, the electromagnet
before the electric contacts in solenoid (2) close the operates faster than a metal element.
circuit between the battery and the starting motor.
When the circuit between the battery and the starting The circuit breaker is reset with a toggle switch. If
motor is complete, pinion (4) will turn the engine the current continues to exceed the circuit breaker’s
flywheel. A clutch gives protection to the starting rating, the electrical circuit will remain open even
motor. The engine can not turn the starting motor too when the toggle switch is held in the ON position.
fast. When the start switch is released, pinion (4) will
move away from the flywheel ring gear. The junction box has four circuit breakers that are
identified in Illustration 54.
Starting Motor Protection
The starting motor is protected from damage in two
ways:
i01847547
Circuit Breaker
SMCS Code: 1420
NOTICE
Find and correct the problem that causes the circuit
breaker to open. This will help prevent damage to the
circuit components from too much current.
55
Systems Operation Section
g00927512
Illustration 54
The junction box is located on left side of the engine.
(1) Junction box (5) 2.5 amp circuit breaker for the start (7) Negative terminal for the connection of
(2) 2.5 amp circuit breaker for the engine command from the master ECM the engine’s power supply
control (6) Positive terminal for the connection of
(3) 10 amp circuit breaker for the customer the engine’s power supply
(4) 35 amp circuit breaker for the engine
56
Testing and Adjusting Section
Caterpillar Electronic Service Tools are designed to (1) The 7X-1700 Communication Adapter Gp may also be used.
help the service technician perform the following
functions: For more information regarding the use of Cat
ET and the PC requirements for Cat ET, refer to
• Obtain data. the documentation that accompanies your Cat ET
software.
• Diagnose problems.
The engine’s power supply provides the
• Read parameters. communication adapter with 24 VDC. Use the
following procedure to connect Cat ET and the
• Program parameters. communication adapter to the engine.
Recommendations for
Programming the System
Configuration Parameters
For descriptions of the parameters, refer to Systems
Operation, “Electronic Control System Parameters”.
g00927657
Illustration 55 The values of the parameters can be viewed on the
(1) PC “Configuration” screen of Cat ET.
(2) 196-0055 Serial Cable
(3) 171-4401 Communication Adapter II Programmable parameters enable the engine to be
(4) 207-6845 Adapter Cable configured in order to meet the requirements of the
(5) 7X-1414 Data Link Cable
application. The system configuration parameters
must be programmed when the application is
Note: Items (2), (3), and (4) are part of the 171-4400
installed. Perform this programming before the initial
Communication Adapter Gp.
engine start-up.
2. Connect cable (2) to the RS232 serial port of PC
Data from a gas analysis is required in order to
(1).
determine the correct settings for the air/fuel ratio
control. The data must be entered into Caterpillar
Note: If your PC is not equipped with a serial port,
Software, LEKQ6378, “Methane Number Program”.
use the 237-7547 Adapter Cable As in order to
Incorrect programming of parameters may lead to
connect to the USB port. Connect one end of the
complaints about performance and/or to engine
adapter to the end of cable (2). Connect the other
damage.
end of the adapter to a USB port on the PC.
If an ECM is replaced, the appropriate parameters
3. Connect cable (2) to communication adapter (3).
must be copied from the original ECM. This can be
done with the “Copy Configuration” feature of Cat ET.
4. Connect cable (4) to communication adapter (3).
Alternatively, the settings can be recorded on paper
and then programmed into the new module.
5. Connect cable (4) to cable (5).
Changing the Settings of the To change the proportional gain, the integral gain, or
the derivative gain, use the “Real Time Graphing”
Monitoring System feature on the “Information” drop-down menu of
Cat ET. The graph provides the best method for
For descriptions of the monitoring system parameters, observing the effects of your adjustments.
refer to Systems Operation, “Engine Monitoring
System”. For details on these parameters, refer to Systems
Operation/Testing and Adjusting, “Electronic Control
To change the settings of the parameters, use Cat ET System Parameters”.
and select the “Service/Monitoring System” screen.
After you make adjustments, always test the stability
Use care when you program the trip points and the by interrupting the engine speed and/or load. Operate
delay times. Ensure that the response of the ECM is the engine through the entire range of speeds and of
correct for the application. The monitoring system will loads in order to ensure stability.
accept any settings within the ranges.
Note: Adjustment of the proportional gain directly
NOTICE affects the speed of the throttle actuator when there
Changing the parameters during engine operation can is a difference between the actual engine speed and
cause the engine to operate erratically. This can cause the desired engine speed. An excessive increase of
engine damage. the proportional gain may amplify instability.
Only change the settings of the parameters when the To set the proportional gain, increase the proportional
engine is STOPPED. gain until the actuator becomes unstable. Slowly
reduce the proportional gain in order to stabilize the
actuator. Observe that the engine operates properly
i01973963
with little overshoot or undershoot.
g01017541
Illustration 57
The increased width of the line for the actuator voltage indicates
that the throttle actuator is more active as the derivative gain
increases.
(Y) Actuator voltage
(X) Time in seconds
Governor Type
Use Cat ET to select the “Governor Type Setting”
configuration parameter.
g01017530
Illustration 56 i01821257
(Y) Engine speed
(X) Time Manifold Air Pressure Sensor
(1) The proportional gain is too high and the integral gain is too
low. There is a large overshoot on start-up and there are SMCS Code: 1917
secondary overshoots on transient loads.
(2) The proportional gain is slightly high and the integral gain is
slightly low. There is a slight overshoot on start-up but the Table 6
response to transient loads is optimum. Tools Needed Quantity
(3) The proportional gain is slightly low and the integral gain is
slightly high. There is optimum performance on start-up but 1U-5470 Engine Pressure Group 1
slow response for transient loads.
(4) The proportional gain is too low and the integral gain is too
high. The response for transient loads is too slow. Absolute pressure – Absolute pressure is the
(5) The response to transient loads is adjusted for optimum gauge pressure plus the local barometric pressure.
performance.
i01903257
i01956566
Detonation Sensor
SMCS Code: 1559
g00909543
Illustration 60
(2) Sliphead
61
Testing and Adjusting Section
Do not install the sensor between the teeth of the Do not attempt to remove the transformers when
speed-timing wheel. Damage to the sensor would re- the engine is operating. The transformers are
sult. Before installing the sensor, ensure that a tooth grounded to the valve covers. Personal injury or
of the wheel is visible in the mounting hole for the sen- death may result and the ignition system will be
sor. damaged if the transformers are removed during
engine operation.
4. Install the engine speed/timing sensor.
1. Turn the engine control OFF. Switch the engine’s
a. Ensure that a tooth on the speed-timing wheel circuit breaker OFF.
is visible in the mounting hole for the sensor.
Timing Calibration
Calibration of the timing is required only after the
following circumstances:
g00929956
• The master ECM has been replaced. Illustration 61
(1) Cover
• The speed/timing sensor has been replaced. (2) Connector
(3) Transformer
(4) Extension
• The speed-timing wheel and/or the rear gear train (5) Spark plug
have been adjusted. (6) Mounting flange for the transformer
• The speed-timing wheel and/or the rear gear train 2. Remove cover (1).
have been replaced.
3. Disconnect the ignition harness from connector
The Caterpillar Electronic Technician (Cat ET) uses (2). Remove transformer (3) and extension (4)
the engine speed/timing sensor to help calibrate from the engine.
the engine timing. For instructions on the timing
calibration, refer to Troubleshooting, “Engine 4. Inspect the body of transformer (3) and extension
Speed/Timing Sensor - Calibrate”. (4) for corrosion and/or for damage.
62
Testing and Adjusting Section
5. The extension has an internal O-ring seal for Note: The resistance of the secondary coil will vary
spark plug (5). Inspect the O-ring seal for damage. with the temperature. Illustration 64 demonstrates the
relationship between the secondary coil’s resistance
6. The extension has an internal terminal for the and the temperature. A reading that is within ± 1000
spark plug. Inspect the terminal for looseness, ohms is acceptable. For example, if the transformer’s
for corrosion, and/or for damage. Insert an extra temperature is 60 °C (140 °F), the correct resistance
spark plug into the transformer and check the is 22,000 ± 1000 ohms.
terminal for spring pressure.
NOTICE
The extension can be scratched and damaged with a
wire brush. Do not use a wire brush on the extension.
g00754013
Illustration 62
g00863850
Symbol for a diode Illustration 64
Resistance versus temperature
8. Measure the primary circuit by checking the (Y) Resistance in ohms
voltage of the diode. (X) Temperature in degrees Celsius (degree Fahrenheit)
Illustration 63
g00829100 If the resistance between the terminal for the
spark plug and the mounting flange for the
Transformer’s connector for the ignition harness
transformer is within the acceptable tolerance,
(A) Terminal proceed to Step 10.
(B) Terminal
(C) Unused
Resistance that is significantly outside of
a. Set the multimeter to the diode scale. Connect this range could indicate a problem with the
the multimeter’s leads to terminals (A) and transformer or with the extension.
(B) on the transformer’s connector for the
ignition harness. The polarity of the leads does 10. Switch the suspect transformer with a transformer
not matter. Measure the voltage between the from a different cylinder that is known to be good.
terminals and record the measurement. Install the transformers.
b. Reverse the polarity of the probe and measure 11. Reset the control system. Clear any logged
the voltage between the terminals again. diagnostic codes.
One of the measurements is approximately 0.4 12. Start the engine and operate the engine in order
to 0.6 VDC. The other measurement indicates to generate a diagnostic code.
an open circuit.
If the problem follows the transformer, replace the
Voltage that is significantly outside of this range transformer. Make sure that you use the correct
could indicate a problem with the transformer. transformer for the engine. Reset the control
system. Clear any logged diagnostic codes.
Spark Plug
If a diagnostic code is generated for the ignition
transformer’s secondary circuit, the spark plug may
need to be replaced. Misfire and a cold cylinder
are other indications of a worn spark plug. Use the
Caterpillar Electronic Technician (ET) to monitor the
exhaust port temperatures in order to locate a cold
cylinder.
g00837850
Illustration 65
Spark plug’s precombustion chamber
The High Heat Value (HHV) is a measurement of The air/fuel ratio must be adjusted properly in order
the total heat that is generated by combustion of to comply with the emissions requirements of the site.
a fuel. When any hydrocarbon is used as a fuel in The correct air/fuel ratio also helps ensure stable
an internal combustion engine, water is one of the operation. To adjust the air/fuel ratio, perform the
products of combustion. The water is converted into following procedure.
steam before leaving the engine. The conversion
requires heat. The steam removes the heat and the 1. Connect a properly calibrated emissions analyzer
energy is not used by the engine. The HHV minus to the exhaust stack.
the heat that is used to vaporize the water equals the
Low Heat Value (LHV) of the fuel. 2. Connect the Caterpillar Electronic Technician
(Cat ET) to the service tool connector. Refer
The fuel must be mixed with air in order to produce to Systems Operation/Testing and Adjusting,
combustion. The amount of air that is required for “General Information (Electronic Control System)”.
efficient combustion will vary for different types of
fuels because of the fuels’ different compositions. 3. Verify that the “Fuel Quality” and “Gas Specific
For optimum engine operation, the air/fuel ratio must Gravity” parameters are programmed correctly.
be adjusted properly. Use the values that are obtained from the
Caterpillar Software, LEKQ6378, “Methane
The fuel’s methane number indicates the tendency of Number Program”.
the fuel to detonate. Fuel with a low methane number
burns more quickly than fuel with a high methane 4. Verify that the value for the “Fuel Specific Heat
number. Additionally, the heat that is produced by Ratio” parameter is correct. Enter a value of 1.4
compression can ignite fuel with a low methane for processed, dry pipeline natural gas.
number sooner than fuel with a high methane
number. If an engine is using low methane fuel and 5. Start the engine. Increase the engine speed to
the timing is too early, detonation will occur. To avoid high idle rpm. Verify that the engine is stable.
detonation, the engine timing must be retarded for
low methane. The engine may also need a lower If the engine is unstable, perform the following
compression ratio. procedure.
An engine with a low compression ratio is able to a. Record the values for these parameters:
utilize fuels with low methane. An engine with a high
compression ratio can use a more limited range of • “Governor Proportional Gain”
fuels. However, a higher power output and greater
fuel economy can be obtained. Operation without • “Governor Integral Gain”
combustion problems and production of the required
power from the available fuel depends on the correct • “Governor Derivative Gain”
engine configuration.
b. Set the values for the “Governor Proportional
For a detailed explanation of methane numbers, Gain”, “Governor Integral Gain”, and “Governor
see Application and Installation Guide, LEKQ7256, Derivative Gain” parameters to zero.
“Fuels/Fuel Systems”.
c. Adjust the “Fuel Quality” parameter until the
Follow the guide for fuel usage that is in the engine’s engine becomes stable and the exhaust
Engine Performance publication. These publications oxygen is approximately four percent. Verify
are available from your Caterpillar dealer. that the exhaust port temperatures are below
the setpoint for a warning.
For detailed information on gaseous fuels, refer to
Engine Data Sheet, LEKQ3105, “Internal Combustion
Engine Fuel Gases”.
65
Testing and Adjusting Section
d. Adjust the primary governor. Refer to Systems A small change in the “Desired Emission Gain
Operation/Testing and Adjusting, “Engine Adjustment” causes a large change in the actual
Governing - Adjust”. exhaust emissions. For example, an adjustment of
one percent in the parameter’s value will result in a
6. Close the main circuit breaker for the generator in change of 20 to 40 ppm in the actual level of NOx.
order to engage the generator.
When you adjust the exhaust emissions, make a
Note: When the engine load becomes greater than small change in the value of the gain. Wait until
25 percent, the air/fuel ratio control will operate in the system stabilizes. Check the emissions again.
the feedback mode. Repeat the process until the desired emissions
level is achieved.
7. Slowly ramp the load up to 30 percent.
Use the emissions analyzer in order to verify that
Note: When the air/fuel ratio control is in the the values of emissions meet the requirements
feedback mode, the Fuel Correction Factor (FCF) of the site.
may no longer be 100 percent. The Electronic Control
Module may adjust the FCF in order to compensate
i01818876
for the fuel quality and for the ambient conditions.
i01821606
Camshaft Timing
SMCS Code: 1210
Timing Check
Table 8
Tools Needed Quantity
9S-9082 Engine Turning Tool 1
g00284800
Illustration 67
Timing bolt installation (typical example)
(2) Timing bolt
(4) 9S-9082 Engine Turning Tool
g00284802
Illustration 69
Installation of timing pins (typical example)
(2) Timing pin
(3) RH Camshaft
6. Proceed to the “Timing Adjustment” procedure. 2. Remove all valve covers on the side of the engine
with the camshaft that needs adjustment. Loosen
bolts (1) that hold rocker shaft (2) to the valve
NOTICE cover bases until all rocker arms are free from the
If a camshaft is out of time more than 18 degrees valves.
(approximately 1/2 the diameter of timing pin out of
groove), the valves can make contact with the pistons. Note: The above procedure must be done before the
This will cause damage that will make engine repair camshaft drive gear is pulled off the camshaft taper.
necessary.
Timing Adjustment
Table 9
Tools Needed Quantity
9S-9082 Engine Turning Tool 1
1P-0820 Hydraulic Puller 1
8B-7548 Push-Puller Tool Group 1
8B-7559 Adapter 2
5H-1504 Hard Washer 3
g00662269
9U-6600 Hand Hydraulic Pump 1 Illustration 71
Left rear
g00662337
Illustration 72
Rear gear group
(5) Gear (left camshaft drive)
(6) Idler gear
(7) Speed/Timing ring
(8) Gear (right camshaft drive)
(9) Washer
(10) Bolt
(11) Bolt
(12) Plate
Air Inlet and Exhaust For optimum operation, replace the air filter when
the air filter restriction reaches the restriction value
System for your particular engine application. Refer to
the applicable Gas Engine Technical Data Sheet
for additional information. The maximum air filter
i02085901 restriction is 3.7 kPa (15 inches of H2O).
Restriction of Air Inlet and
Aftercooler Differential Pressure
Exhaust
Aftercooler differential pressure is the difference in
SMCS Code: 1050-040 air pressure between the inlet and the outlet of the
aftercooler.
The efficiency of the engine and the engine power
are reduced if there is restriction in the air inlet and/or
the exhaust system.
Table 10
Tools Needed Qty
1U-5470 Engine Pressure Group 1
g01052146
Illustration 76
(1) Plug
• Excessive deposits
• Guttering of valves
• A broken valve
• A piston ring that sticks
• A broken piston ring
• Worn piston rings
• Worn cylinder liners
g00828960
Illustration 78
Measure the cylinder pressure of an engine after (Y) Cylinder pressure in kPa
approximately 250 hours of operation. Record the (X) Compression ratio
data. Continue to periodically measure the cylinder (1) Normal range for cylinder pressure
pressure. Comparing the recorded data to the new
data provides information about the condition of the
i01821673
engine.
If the cylinder pressure has risen by one or more Valve Lash Check
compression ratios, the engine needs a top end
overhaul in order to remove deposits. Failure to Measure the valve lash between the rocker arm and
remove the deposits will increase the chance for the valve bridge. Perform checks and adjustments
detonation. Severe guttering of the valves will occur. with the engine stopped. The valves must be fully
closed. To determine whether the valves are fully
To measure the cylinder pressure, use the 193-5859 closed, refer to Testing And Adjusting, “Finding the
Cylinder Pressure Gauge Gp (Gas Engine). Use the Top Center Position for the No. 1 Piston” and Testing
Special Instruction, NEHS0798 that is included with And Adjusting, “Crankshaft Position for Valve Lash
the gauge. Use the following guidelines: Setting”.
• Remove all of the spark plugs.
73
Testing and Adjusting Section
Table 14
Valve Lash Check: Engine Stopped
Valves Acceptable Valve Lash Range
Inlet 0.43 to 0.58 mm (0.017 to 0.023 inch)
Exhaust 1.19 to 1.35 mm (0.047 to 0.053 inch)
g00930185
Illustration 79
(1) Cover
(2) Ignition harness
(3) Transformer
(4) Extension
(5) O-ring seal
(6) Valve cover
(7) Seal
3. Remove transformer (3) and extension (4) as a 13. Install cover (1).
unit. Inspect the extension’s internal O-ring seal
for the spark plug and inspect O-ring seal (5). If an
O-ring seal is damaged or deteriorated, obtain a
Valve Lash Adjustment
new O-ring seal for assembly. The valve bridge must be adjusted before the valve
lash is adjusted.
4. Remove valve cover (6). Inspect seal (7). If the
seal is damaged or deteriorated, obtain a new Note: You can use the 147-5482 Valve Lash Gauge
seal for assembly.
Group to measure the valve lash. You will also need
the 147-2056 Dial Indicator or the 147-5537 Dial
Indicator.
g00930186
Illustration 80
(8) Locknut
(9) Adjusting screw
(10) Rocker arm
(11) Valve bridge
Table 15
Valve Lash Setting: Engine Stopped
Valves Gauge Dimension
Inlet 0.51 mm (0.020 inch)
Exhaust 1.27 mm (0.050 inch)
i02079745
Table 16
i01727302
• Overheating
79
Testing and Adjusting Section
A loose fan drive belt wears at a faster rate Making contact with a running engine can cause
than a belt with the proper tension. A loose belt burns from hot parts and can cause injury from
can damage the pulleys. A loose belt can slip. rotating parts.
Substances such as oil and grease will cause the
belts to slip. When working on an engine that is running, avoid
contact with hot parts and rotating parts.
6. Check for damage to the fan blades. Look for
damaged baffles on the radiator and for baffles
that are missing. Inspect the shroud of the fan for
good condition.
g00286267
Illustration 84
4C-6500 Digital Thermometer
Pressurized System: Hot coolant can cause seri-
ous burns. To open the cooling system filler cap,
The 4C-6500 Digital Thermometer is used in the
stop the engine and wait until the cooling system diagnosis of overheating conditions or overcooling
components are cool. Loosen the cooling system
problems. This group can be used to check
pressure cap slowly in order to relieve the pres-
temperatures in several different parts of the cooling
sure. system. Refer to the testing procedure in the
Operating Manual, NEHS0554.
9. After the engine is cool, remove the cooling system
filler cap slowly in order to release pressure.
Inspect the filler cap. Check the condition of the
gasket. Check the sealing surface for the cap.
The 8T-2700 Blowby/Air Flow Indicator is used Testing the Cooling System
to check the air flow through the radiator core.
Refer to the testing procedure in Special Instruction, SMCS Code: 1350-081
SEHS8712.
Testing for Freeze Protection
Table 19
Tools Needed Qty
245-5829 Coolant/Battery Tester (1) 1
g00286276
Illustration 86
9U-7400 Multitach
g00286369
Illustration 87
9S-8140 Pressurizing Pump
81
Testing and Adjusting Section
Refer to the engine’s Operation and Maintenance (1) Sealing surface of both filler cap and radiator
Manual for further information about testing the
cooling system.
Testing the Filler Cap Personal injury can result from hot coolant, steam
and alkali.
Table 20
Tools Needed
At operating temperature, engine coolant is hot
Qty
and under pressure. The radiator and all lines
9S-8140 Pressurizing Pump 1 to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
If the filler cap’s pressure relief valve does not 2. Remove the plug from the radiator. Install a hose
open within approximately 7 kPa (1 psi) of the into the hole for the plug.
pressure that is stamped on the filler cap, obtain
a new cap. 3. Fill a glass container with water and place the
other end of the hose into the container.
Testing for Air and/or Exhaust Gas 4. Start the engine. Operate the engine until normal
in the Coolant operating temperature is reached.
Air and/or exhaust gas in the coolant causes foaming 5. Observe the end of the hose in the glass container.
and aeration. Bubbles in the cooling system reduce
the heat transfer and the pump flow. Pockets of air or A bubble may rise occasionally from the hose.
gas can prevent coolant from contacting parts of the This is normal.
engine. The pockets allow hot spots to develop.
If a stream of bubbles rise from the hose, air
If the cooling system is not filled to the proper level or and/or exhaust gas in the coolant is indicated.
if the system is filled too quickly, air can be trapped
in the system. Leaks from components such as
aftercoolers and hoses can allow air to enter the
Testing The Radiator And Cooling
system. The inlet of the water pump is a potential System For Leaks
location for the entry of air.
Table 21
To help prevent air from entering the cooling system, Tools Needed Qty
fill the system slowly. Make sure that all of the hoses
and pipe connections are secure. 9S-8140 Pressurizing Pump 1
If the cylinder head is loose or cracked, exhaust gas Use the following procedure in order to check the
can enter the cooling system. Exhaust gas can also cooling system for leaks:
enter the cooling system through internal cracks
and/or defects in the cylinder head gasket.
1. Make sure that the cooling system is filled to the At operating temperature, engine coolant is hot
proper level. and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
(1) Either thermometer may be used. 1. Remove one plug (2) from water manifold
assembly (1). Install a probe for the thermometer
The 4C-6500 Digital Thermometer is used in the into the opening.
diagnosis of overheating conditions and overcooling
conditions. This group can be used to check Note: A temperature indicator of known accuracy can
temperatures in several different parts of the cooling also be used for this test.
system. The Operating Manual, NEHS0554 is
provided with the thermometer. 2. Start the engine. Run the engine until the
temperature reaches the desired range according
Check the accuracy of the water temperature to the test thermometer.
indicator or water temperature sensor if you find
either of the following conditions: If necessary, place a cover over part of the radiator
in order to cause a restriction of the airflow.
• The engine runs at a temperature that is too hot,
but a normal temperature is indicated. A loss of 3. Compare the reading on the water temperature
coolant is found. gauge with the reading on the test thermometer.
• The engine runs at a normal temperature, but a If the readings are within the tolerance for the
hot temperature is indicated. No loss of coolant range of the water temperature gauge, the gauge
is found. is OK.
g00285686
Illustration 93
1P-3537 Dial Bore Gauge Group
Piston Rings
The 4C-4519 Piston Ring Groove Gauge is available
for checking the top piston ring groove with straight
sides. Refer to Guideline For Reusable Parts,
SEBF8049, “Pistons”.
Note: If the cylinder liner projection is not within 3. Turn the flywheel at intervals of 90 degrees and
specifications, turn the cylinder liner to a different read the dial indicator.
position within the bore. Measure the projection
again. If the cylinder liner projection is not within 4. Take the measurements at all four points. Find
specifications, move the cylinder liner to a different the difference between the lower measurements
bore. Inspect the top face of the cylinder block. and the higher measurements. This value is the
runout. The maximum permissible face runout
Note: When the cylinder liner projection is correct, (axial eccentricity) of the flywheel must not exceed
put a temporary mark on the cylinder liner and the 0.15 mm (0.006 inch).
spacer plate. Be sure to identify the particular cylinder
liner with the corresponding cylinder. When the seals
and the filler band are installed, install the cylinder
liner in the marked position.
87
Testing and Adjusting Section
g00286058
Illustration 97
Flywheel clutch pilot bearing bore
g00286054
Illustration 96
i01563287
Checking bore runout of the flywheel
(1) 7H-1945 Holding Rod Flywheel Housing - Inspect
(2) 7H-1645 Holding Rod
(3) 7H-1942 Dial Indicator SMCS Code: 1157-040
(4) 7H-1940 Universal Attachment
Table 26
1. Install the 7H-1942 Dial Indicator (3). Make an
adjustment of the 7H-1940 Universal Attachment Tools Needed Quantity
(4) so that the dial indicator makes contact on 8T-5096 Dial Indicator Group 1
the flywheel.
2. Set the dial indicator to read 0.0 mm (0.00 inch). Face Runout (Axial Eccentricity) Of
3. Turn the flywheel at intervals of 90 degrees and
The Flywheel Housing
read the dial indicator.
g00285931
Illustration 98
Checking face runout of the flywheel housing
g00285936
Illustration 101
3. Turn the flywheel while the dial indicator is set at Note: Write the measurements for the dial indicator
0.0 mm (0.00 inch) at location (A). Read the dial with the correct notations. This notation is necessary
indicator at locations (B), (C) and (D). for making the calculations in the chart correctly.
4. The difference between the lower measurements 3. Divide the measurement from Step 2 by two. Write
and the higher measurements that are performed this number on line 1 in columns (B) and (D).
at all four points must not be more than 0.38 mm
(0.015 inch), which is the maximum permissible 4. Turn the flywheel in order to put the dial indicator
face runout (axial eccentricity) of the flywheel at position (A). Adjust the dial indicator to 0.0 mm
housing. (0.00 inch).
g00285932
Illustration 102
Checking bore runout of the flywheel housing
1. Fasten a dial indicator to the flywheel so the anvil 6. Turn the flywheel counterclockwise in order to
of the dial indicator will contact the bore of the put the dial indicator at position (C). Write the
flywheel housing. measurement in the chart.
89
Testing and Adjusting Section
7. Turn the flywheel counterclockwise in order to The damper is mounted to the crankshaft on the front
put the dial indicator at position (D). Write the of the engine. Damage to the failure or failure of
measurement in the chart. the damper will increase vibrations. The increase in
vibrations will result in damage to the crankshaft and
8. Add the lines together in each column. to other engine components. A deteriorating damper
will cause more gear train noise at variable points
9. Subtract the smaller number from the larger in the speed range.
number in column B and column D. Place this
number on line III. The result is the horizontal A damper that is hot may be the result of excessive
eccentricity (out of round). Line III in column C is friction. This could be due to excessive torsional
the vertical eccentricity. vibration or misalignment. Use an infrared
thermometer to monitor the temperature of the
damper during operation. If the temperature reaches
100 °C (212 °F), consult your Caterpillar dealer.
Illustration 103
g00286046 • The paint on the damper is discolored from heat.
Graph for total eccentricity
• The engine has had a failure because of a broken
(1) Total vertical eccentricity crankshaft.
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value • Analysis of the engine oil has revealed that the
front main bearing is badly worn.
10. On the graph for total eccentricity, find the point
of intersection of the lines for vertical eccentricity • There is a large amount of gear train wear that is
and horizontal eccentricity. not caused by a lack of engine oil.
11. The bore is in alignment, if the point of intersection For instructions on repairing the damper, refer to
is in the range that is marked “Acceptable”. If the Guide for Reusable Parts, SEBF8152, “Procedures to
point of intersection is in the range that is marked Rebuild Vibration Dampers 3600 Family of Engines”.
“Not acceptable”, the flywheel housing must be The tools and instructions in the guide for reusable
changed. parts are appropriate for G3500 Engines.
i01564729
This starting system uses an electric solenoid to b. A “ZERO” reading shows that the problem is in
position an air valve in order to activate the air the control switch or the problem is in the wires
starting motor. If the starting motor does not function, for the control switch.
do the procedure that follows:
3. Fasten the multimeter lead to the start switch at
1. Check the indicator reading for the air pressure. the terminal for the wire from the battery. Fasten
the other lead to a good ground.
2. If the reading is not acceptable then use a remote
source to charge the system. a. A “ZERO” reading indicates a broken circuit
from the battery. With this condition, check the
3. If the reading is acceptable then open the main circuit breaker and wiring.
tank drain valve for a moment. Verify the pressure
that is shown on the pressure indicator. Listen for b. The problem is in the control switch if either a
the sound of the high pressure from the discharge. voltage reading is found at the control switch or
if a voltage reading is found in the wires from
the control switch to the control valve.
Electrical Side Of The Air System
1. Move the start control switch in order to activate Air Side Of The Air System
the starting solenoids. Listen for the sound of the
engagement of the air starter motor pinion with
the flywheel gear.
g00286937
Illustration 105
Air starting system (typical example)
(1) Control valve
(2) Connector
(3) Connection
(4) Air hose
(5) Relay valve
g01012117
Illustration 107
225-8266 Ammeter Tool Gp
NOTICE
The charging unit will be damaged if the connections
between the battery and the charging unit are broken
while in operation. Damage occurs because the load
from the battery is lost and because there is an in-
crease in charging voltage. High voltage will damage
the charging unit, the regulator, and other electrical
components.
Index
A Electronic Control System Parameters.................. 13
Air/Fuel Ratio Control......................................... 14
Aftercooler ............................................................. 33 Configuration Parameters .................................. 13
Air Inlet and Exhaust System .......................... 33, 70 Information for the ECM..................................... 19
Air Starting System................................................ 47 Monitoring and Protection .................................. 17
Air/Electric Starting System ................................... 90 Power Monitoring ............................................... 18
Air/Fuel Ratio Control ............................................ 30 Speed Control .................................................... 15
Charge Density Feedback ................................. 33 Start/Stop Control Parameters........................... 16
Input from the Customer .................................... 31 Timing Control.................................................... 14
Open Loop Mode ............................................... 32 Electronic Service Tools ........................................ 22
Air/Fuel Ratio Control - Adjust ............................... 64 Caterpillar Electronic Technician (ET)................ 23
Alternator ............................................................... 52 Engine Design ......................................................... 4
Engine Governing................................................... 11
Engine Governing - Adjust..................................... 58
B Governor Type ................................................... 59
Engine Monitoring System..................................... 23
Basic Engine.................................................... 43, 85 Monitoring Parameters....................................... 24
Battery ................................................................... 93 Engine Sensors ..................................................... 19
Engine Speed/Timing Sensor ................................ 60
Timing Calibration .............................................. 61
C Excessive Bearing Wear - Inspect......................... 76
Excessive Engine Oil Consumption - Inspect........ 76
Camshaft ............................................................... 46 Engine Oil Leaks into the Combustion Area of the
Camshaft Timing ................................................... 66 Cylinders .......................................................... 76
Timing Adjustment ............................................. 67 Engine Oil Leaks on the Outside of the Engine.. 76
Timing Check ..................................................... 66 Exhaust Manifold ................................................... 35
Circuit Breaker....................................................... 54
Compression ......................................................... 72
Compressor Bypass .............................................. 34 F
Cooling System ............................................... 40, 78
Jacket Water System ......................................... 41 Finding the Top Center Position for the No. 1
Separate Circuit ................................................. 43 Piston................................................................... 65
Crankshaft ............................................................. 45 Flywheel - Inspect.................................................. 86
Crankshaft Position for Valve Lash Setting ........... 75 Bore Runout (Radial Eccentricity) Of The
Cylinder Block........................................................ 85 Flywheel ........................................................... 87
Connecting Rod Bearings .................................. 85 Face Runout (Axial Eccentricity) Of The
Main Bearings .................................................... 85 Flywheel ........................................................... 86
Piston Rings....................................................... 85 Flywheel Housing - Inspect ................................... 87
Cylinder Block, Liners and Heads ......................... 43 Bore Runout (Radial Eccentricity) Of The Flywheel
Cylinder Liner Projection ....................................... 85 Housing ............................................................ 88
Face Runout (Axial Eccentricity) Of The Flywheel
Housing ............................................................ 87
D Fuel System..................................................... 27, 64
Fuel System Operation.......................................... 27
Detonation Sensor................................................. 60
G
E
General Information (Air/Electric Starting
Electric Starting System ........................................ 49 System)................................................................ 90
Electrical System ............................................. 49, 92 Air Side Of The Air System ................................ 90
Electronic Control Module (ECM) ............................ 9 Electrical Side Of The Air System...................... 90
G3516 .................................................................. 9 General Information (Cooling System) .................. 78
G3520 .................................................................. 9
Electronic Control System ................................. 5, 56
Electronic Control System Operation ...................... 5
G3516 .................................................................. 5
G3520 .................................................................. 7
95
Index Section