RENR5978

November 2002

Systems Operation
Testing and Adjusting
G3520C Engines for Caterpillar Built
Generator Sets
CWW1-Up (Generator Set)
CWY1-Up (Generator Set)
GDB1-Up (Engine)
 i01658146

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Caterpillar is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
 3
Table of Contents

Table of Contents General Information (Fuel System) .......................

Air/Fuel Ratio Control - Adjust ..............................
49
49
Finding the Top Center Position for the No. 1
Piston .................................................................. 50
Systems Operation Section Camshaft Timing ................................................... 51
Engine Design
Air Inlet and Exhaust System
Engine Design ....................................................... 4
Restriction of Air Inlet and Exhaust ....................... 55
Measuring Inlet Manifold Temperature .................. 55
Electronic Control System
Measuring Exhaust Temperature .......................... 56
Electronic Control System Operation ...................... 4
Compression ......................................................... 56
Electronic Control System Parameters ................... 9
Valve Lash and Valve Bridge Adjustment ............. 57
Crankshaft Position for Valve Lash Setting ........... 59
Engine Monitoring System
Engine Monitoring System ................................... 16
Lubrication System
General Information (Lubrication System) ............ 61
Ignition System
Excessive Bearing Wear - Inspect ........................ 61
Ignition System .................................................... 18
Excessive Engine Oil Consumption - Inspect ....... 61
Increased Engine Oil Temperature - Inspect ........ 62
Fuel System
Measuring Engine Oil Pressure ............................ 62
Fuel System Operation ......................................... 20
Cooling System
Air Inlet and Exhaust System
General Information (Cooling System) ................. 63
Aftercooler ........................................................... 23
Visual Inspection ................................................... 63
Compressor Bypass ............................................. 24
Test Tools for the Cooling System ......................... 64
Exhaust Manifold ................................................. 25
Testing the Cooling System .................................. 65
Turbocharger ........................................................ 26
Valve System Components ................................... 26
Basic Engine
Cylinder Block ....................................................... 70
Lubrication System
Cylinder Liner Projection ....................................... 70
Lubrication System .............................................. 28
Flywheel - Inspect ................................................. 71
Flywheel Housing - Inspect ................................... 72
Cooling System
Vibration Damper - Check ..................................... 74
Cooling System .................................................... 30
Air/Electric Starting System
Basic Engine
General Information (Air/Electric Starting
Cylinder Block, Liners and Heads ......................... 33
System) ............................................................... 75
Pistons, Rings and Connecting Rods .................. 35
Crankshaft ........................................................... 35
Electrical System
Camshaft ............................................................. 36
Test Tools for the Electrical System ...................... 77
Battery .................................................................. 78
Air/Electric Starting System
Air/Electric Starting System .................................. 37
Index Section
Electrical System
Power Supply ........................................................ 37 Index ..................................................................... 79
Grounding Practices ............................................ 38
Alternator ............................................................. 38
Starting Solenoid .................................................. 39
Starting Motor ...................................................... 40
Circuit Breaker ..................................................... 40

Testing and Adjusting Section

Electronic Control System
General Information (Electronic Control System) .. 42
Engine Governing - Adjust .................................... 44
Manifold Air Pressure Sensor ............................... 45
Detonation Sensor ................................................ 45
Engine Speed/Timing Sensor ............................... 45
Ignition Transformer .............................................. 46

Fuel System
4
Systems Operation Section

Systems Operation Section Note: The front end of the engine is opposite the
flywheel end of the engine. The left and the right
side of the engine are seen from the flywheel end.
The number 1 cylinder is the front cylinder on
Engine Design the right side. The number 2 cylinder is the front
cylinder on the left side.

i01822562

Engine Design Electronic Control System

SMCS Code: 1000
i01810797

Electronic Control System

Operation
SMCS Code: 1900

g00881273
Illustration 1
Cylinder and valve location
(A) Inlet valve
(B) Exhaust valve

Number and arrangement of cylinders .... 60 degree

V-20

Valves per cylinder ................................................. 4

Displacement ................................... 86 L (5263 in 3 )

Bore ............................................ 170 mm (6.7 inch) g00925896

Illustration 2
Stroke .......................................... 190 mm (7.5 inch) Terminal box
(1) Master Electronic Control Module (ECM)
Combustion ......................................... Spark ignited (2) Slave ECM

When the crankshaft is viewed from the flywheel The master ECM controls most of the engine’s
end, the crankshaft rotates in the following functions. The module is an environmentally sealed
direction. ....................................... Counterclockwise unit that is in an engine mounted terminal box. The
ECM monitors various inputs from sensors in order
Firing order to activate relays, solenoids, etc at the appropriate
levels. The ECM supports the following primary
Standard rotation CCW .... 1, 2, 11, 12, 3, 4, 15, 16, functions:
7, 8, 19, 20, 9, 10, 17, 18, 5, 6, 13, 14
• Governing of the engine
Compression ratio .......................................... 11.3:1
• Control of ignition for the left bank
Valve lash setting
• Monitoring of the detonation sensors on the
Inlet ........................................ 0.51 mm (0.020 inch) engine’s left bank

Exhaust .................................. 1.27 mm (0.050 inch) • Air/fuel ratio control

 5
Systems Operation Section

• Start/stop control Each ECM provides variable ignition timing that

is sensitive to detonation. Detonation sensors
• Monitoring of engine operation monitor the engine for detonation. The engine
has one detonation sensor for each two adjacent
The slave ECM supports the following functions: cylinders. The sensors generate data on vibration
that is processed by each ECM in order to
• Control of ignition for the engine’s right bank determine detonation levels. If detonation reaches
an unacceptable level, the ECM retards the ignition
• Monitoring of the detonation sensors on the timing of the affected cylinder or cylinders up to
engine’s right bank a maximum of six degrees. If retarding the timing
does not limit detonation to an acceptable level, the
Neither ECM has a removable personality module. master ECM shuts down the engine.
The software is changed by the flash programming
of a file via the Caterpillar Electronic Technician Levels of detonation can be displayed by the
(Cat ET). “Cylinder X Detonation Level” screen of Cat ET. The
“X” represents the cylinder number.
Governing of the Engine RPM Each ECM provides extensive diagnostics for the
ignition system.
Desired engine speed is determined by the status
of the idle/rated switch, of the desired speed input
(analog voltage or 4 to 20 mA), and of parameters Air/Fuel Ratio Control
that are programmed into the software. Parameters
such as idle speed can be programmed with Cat ET. The master ECM provides control of the air/fuel
mixture for performance and for efficiency at low
Actual engine speed is detected via a signal emission levels. The system includes the following
from the engine speed/timing sensor. The master components: maps in the ECM, output drivers in the
ECM monitors the actual engine speed. The ECM ECM, inlet manifold pressure sensor, inlet manifold
calculates the difference between the actual engine temperature sensor, engine speed/timing sensor,
speed and the desired engine speed. The throttle wattmeter, and fuel metering valve. Additionally, the
is electronically controlled. The ECM controls the customer’s input via Cat ET is required. Illustration 3
throttle in order to maintain the desired engine is a diagram of the system’s main components and
speed. The throttle is located at the inlet of the of the inputs for the system.
aftercooler.

If the actual engine speed is less than the desired

engine speed, the ECM commands the throttle to
move toward the open position in order to increase
the flow of the air/fuel mixture. The increase of the
flow accelerates the engine speed.

If the actual engine speed is greater than the

desired engine speed, the ECM commands the
throttle to move toward the closed position in order
to decrease the flow of the air/fuel mixture. The
decrease of the flow decelerates the engine speed.

The ECM communicates with the throttle via the

CAN Data Link.

Control of Ignition
Each cylinder has an ignition transformer. To initiate
combustion, the master ECM and the slave ECM
send a pulse of approximately 108 volts to the
primary coil of each ignition transformer at the
appropriate time and for the appropriate duration.
The transformer increases the voltage which creates
a spark across the spark plug electrode.
6
Systems Operation Section

g00925966
Illustration 3

Cat ET – This software is designed to run on Wattmeter – The generator’s output in electrical
a personal computer. Technicians can use the kilowatts is monitored by the EMCP II+ system
program to perform many functions. For the air/fuel or by a wattmeter. If the EMCP II+ is not used,
ratio control, the technician programs configuration the wattmeter must be supplied by the customer.
parameters into the ECM. The wattmeter’s output to the ECM must be an
analog signal within the range of 0 to 5 volts. The
Inlet manifold temperature sensor – This sensor wattmeter’s output of 0 to 5 volts must have a
monitors the temperature of the air/fuel mixture in linear relationship with the generator’s output of
the air inlet manifold. electrical kilowatts (ekW). The accuracy for the
wattmeter’s output for the ekW must be within 0.5
Inlet manifold pressure sensor – This sensor percent of the generator’s actual current. For the
monitors the pressure of the air/fuel mixture in the most accurate results, the wattmeter will use most
air inlet manifold. of the acceptable range.

Engine speed/timing sensor – This sensor monitors Fuel metering valve – This is an electronically
the rotation of a speed-timing wheel in order to controlled actuator and a valve that regulates
provide information on the engine timing and on the flow of fuel. The device monitors the fuel
the engine rpm. temperature, the fuel pressure, and the valve’s
differential pressure. The ECM sends a command
signal for the fuel flow to the device. The device
modulates the valve in order to match the command
signal.

The ECM communicates with the fuel metering

valve via the CAN Data Link.

The air/fuel ratio control has two basic modes of

operation:

• Open loop
 7
Systems Operation Section

• Charge density feedback Engine Load

The modes of operation are explained below. The mode of operation depends on the engine load.
For this reason, the ECM must be able to determine
Input from the Customer the percent load at all times during operation. The
ECM requires two inputs for the engine’s load:
To accurately control the air/fuel ratio, the control
system depends on input from the customer. • Load of any auxiliary driven equipment such as a
radiator fan that is directly driven by the engine
Before the initial start-up, a current gas analysis
is required. Data from the gas analysis must be • Generator’s electrical power output in ekW
entered into Caterpillar Software, LEKQ6378,
“Methane Number Program”. The results are The rated load for the auxiliary driven equipment
programmed into the ECM. must be entered into the ECM by the customer.

Note: It is very important to use the Caterpillar The generator’s output in electrical kilowatts is
Software, LEKQ6378, “Methane Number provided by a wattmeter.
Program”. Use of only the data from the gas
analysis can result in incorrect settings. The ECM must have values for the following
parameters. The parameters are entered into the
The following parameters are programmed into the ECM via Cat ET.
ECM via the “Configuration” screen of Cat ET:
• “Engine Full Load Rating”
• “Fuel Quality”
• “Engine Driven Equipment Load”
• “Gas Specific Gravity”
• “Generator Output Power Sensor Scale Factor”
• “Fuel Specific Heat Ratio”
• “Generator Output Power Sensor Offset”
• Four inputs for the engine load
“Engine Full Load Rating” – This is the engine’s full
Note: For more details on these topics, refer load rating in ekW. The rating is stamped on the
to Systems Operation/Testing and Adjusting, engine’s Information Plate.
“Electronic Control System Parameters”.
“Engine Driven Equipment Load” – This is the load
“Fuel Quality” – This is the fuel’s Lower Heating of the auxiliary equipment such as a radiator fan
Value (LHV). The value is obtained from a fuel that is directly driven by the engine.
analysis which is entered into Caterpillar Software,
LEKQ6378, “Methane Number Program”. “Generator Output Power Sensor Scale Factor” –
This is a scale for the wattmeter’s output.
During operation, the ECM uses the LHV to help
determine the command signal for the fuel flow. If the generator is equipped with the EMCP II+,
information on the generator’s electrical power
“Gas Specific Gravity” – This is the fuel’s specific output is provided to the ECM via the CAT data link.
gravity in relation to the specific gravity of air. The ECM is correctly programmed at the factory for
The value is obtained from a fuel analysis which the “Generator Output Power Sensor Scale Factor”
is entered into Caterpillar Software, LEKQ6378, and the “Generator Output Power Sensor Offset”
“Methane Number Program”. parameters. No further adjustment is necessary for
the parameters.
“Fuel Specific Heat Ratio” – This is a ratio of the
fuel’s specific heat at a constant pressure and at If the generator is not equipped with the EMCP II+,
a constant volume. information on the engine load must be provided
by a customer supplied wattmeter. The wattmeter’s
The ECM provides the fuel’s specific gravity output to the ECM must be an analog signal within
and heat ratio to the fuel metering valve via the the range of 0 to 5 volts. A voltage that is near 0.2
CAN data link. The fuel metering valve uses this VDC indicates that the generator has a low power
information to help regulate the fuel flow. output. A voltage that is near 4.8 VDC indicates that
the generator has a high power output.
In addition to the information on the fuel, the ECM
requires information on the engine load.
8
Systems Operation Section

Because there are different wattmeters, the scale The ECM generates a diagnostic code for either
for the wattmeter’s output must be entered into condition. To identify the wattmeter, Cat ET uses
the ECM. The scale provides a linear relationship “Generator Output Power Sensor” in the descriptions
between the wattmeter’s voltage output and the for the diagnostic codes.
generator’s electrical power output. The scale
corresponds to the wattmeter’s output. If either code is activated below 25 percent load,
the engine will continue to run.
Table 1 lists examples of a wattmeter’s voltage
output and the corresponding generator power If either code is activated above 25 percent load,
output for a scale of 300. the master ECM cannot accurately control the
air/fuel mixture. The engine is shut down.
Table 1
Example for a “Generator Output Power Note: The generator’s output will vary slightly when
Sensor Scale Factor” of 300 the engine is operating at the rated load. For this
reason, the operating system will allow normal
Wattmeter’s Output Generator’s Output operation at a maximum of 110 percent of the rated
0.001 V (1 mV) 300 W load. If 110 percent of the rated load is exceeded,
the ECM will limit the fuel.
0.5 V 150, 000 W (150 ekW)
1.0 V 300 ekW Open Loop Mode
1.5 V 450 ekW
Open loop – During operation in this mode, the
2.0 V 600 ekW ECM controls the air/fuel ratio with maps and with
calculations for the desired air/fuel ratio. This mode
“Generator Output Power Sensor Offset” – The offset of operation uses no feedback. The air/fuel ratio is
is used to make the wattmeter’s scale accurate. controlled in the open loop mode from start-up until
the engine load becomes greater than 25 percent.
Because the output from different wattmeters can
vary, an offset for the wattmeter must also be The ECM uses a Fuel Correction Factor (FCF) to
entered into the ECM. The offset can be a positive help determine the fuel flow. During operation in the
value or a negative value. open loop mode, the FCF is always 1. This enables
the customer programmable “Fuel Quality” or LHV
For example, a wattmeter’s minimum output could to affect the air/fuel ratio.
be 0.5 V. If a scale of 300 is used, the ECM could
assume that the generator’s output is 150 ekW To richen the air/fuel mixture, reduce the LHV. The
when the generator’s actual output is 0 ekW. For the ECM will compensate for the reduced LHV by
wattmeter’s output of 1.0 V, the ECM could assume increasing the fuel flow.
that the generator’s output is 300 ekW when the
generator’s actual output is 150 ekW. In this case, To lean the air/fuel mixture, increase the LHV. The
an offset of −150 would be entered. ECM will compensate for the increased LHV by
reducing the fuel flow.
All of the above parameters are programmed
into the ECM via the “Configuration” screen Charge Density Feedback
of Cat ET. For more details, refer to Systems
Operation/Testing and Adjusting, “Electronic Control Charge density – This is the density of the air/fuel
System Parameters”. mixture in the air inlet manifold.

The signal from the wattmeter is monitored for the Charge density feedback – The ECM calculates the
system’s diagnostics. actual charge density. The actual charge density
is compared to the desired charge density. To
If the voltage is less than 0.2 VDC, the input is achieve the desired condition, the ECM sends a
assumed to have a short circuit to ground. command signal to the fuel metering valve. This is
a continuous process during operation with loads
If the voltage is greater than 4.8 VDC, the input that are greater than 25 percent.
is assumed to have a short circuit to a +Battery
source or an open circuit. The same customer’s inputs that are required
for operation in the open loop are used for the
feedback mode. In addition, the following additional
configuration parameter must be programmed into
the ECM via the “Configuration” screen of Cat ET:
 9
Systems Operation Section

“NOx Emission Gain Adjustment” – This is an Problems with engine operation cause the ECM
adjustment for the charge density. To richen the to generate an event code. The ECM can issue a
air/fuel mixture, increase the gain adjustment. warning or a shutdown for events. This depends on
To lean the air/fuel mixture, decrease the gain the severity of the condition.
adjustment.
For more information on monitoring of the engine,
The ECM uses the gain adjustment to help refer to Systems Operation, “Engine Monitoring
determine the FCF. The FCF varies during operation System”.
in the feedback mode.
The Integrated Temperature Sensing Module (ITSM)
Note: A small change in the “NOx Emission Gain monitors the thermocouples for the cylinders and for
Adjustment” causes a large change in the actual the turbocharger. The ITSM sends signals regarding
exhaust emissions. For example, an adjustment of the parameters to the ECM over the CAT Data Link.
one percent in the parameter’s value will result in a If any parameter exceeds the acceptable range, the
change of 20 to 40 ppm in the actual level of NOx. ECM can initiate a warning or a shutdown.

Start/Stop Control Problems with the electronic system such as an

open circuit produce a diagnostic code. For more
information, refer to the engine’s Troubleshooting
The master ECM contains the logic and the
outputs for control of start-up and of shutdown. The manual.
customer programmable logic responds to signals
from the following components: engine control i01820699
switch, emergency stop switch, remote start switch,
data link, and other inputs. Electronic Control System
To start the engine, the ECM provides +Battery
Parameters
voltage to the solenoid that controls the starting SMCS Code: 1901
motor. The ECM also provides the voltage for the
Gas Shutoff Valve (GSOV).
Configuration Parameters
Note: The customer may provide a switch that
controls the electrical circuit to the GSOV. Certain parameters are unique for each engine
application. Table 2 is a list of the parameters
Start-up is initiated by a signal from the customer. that can be configured for G3520C Engines. The
parameters are described below. The values of the
The engine has an energize-to-run type of GSOV. parameters can be viewed on the “Configuration”
When fuel is required for engine operation, the ECM screen of the Caterpillar Electronic Technician (Cat
supplies +Battery voltage to the valve’s electrical ET).
circuit.
Table 2
When the customer’s signal determines that it is Configuration Parameters for G3520C Engines
necessary to crank the engine, the ECM supplies
+Battery voltage to the solenoid for the starting Timing Control
motor. “First Desired Timing”

The ECM removes the voltage from the starting “Second Desired Timing”
motor’s solenoid when the programmable Air/Fuel Ratio Control
crank terminate speed is reached or when a
programmable cycle crank time has expired. The “Fuel Quality”
starter motor pinion disengages from the flywheel “Gas Specific Gravity”
ring gear.
“Fuel Specific Heat Ratio”
When the customer’s signal requests an engine “Air/Fuel Ratio Proportional Gain”
shutdown, the ECM removes +Battery voltage from
the electrical circuit for the GSOV. The fuel is shut “Air/Fuel Ratio Integral Gain”
off. “NOx Emission Gain Adjustment”
Speed Control
Engine Monitoring and Protection
“Low Idle Speed”
The master ECM monitors both the engine operation “Minimum Engine High Idle Speed”
and the electronic system.
(continued)
10
Systems Operation Section

(Table 2, contd) • Primary governor

Configuration Parameters for G3520C Engines
• Auxiliary governor
“Maximum Engine High Idle Speed”
“Engine Accel. Rate” • Fuel metering valve
“Desired Speed Input Configuration” For the two governors, compensation can also be
“Governor Type Setting” adjusted.

“Grid Status” Gain determines the speed of the control’s response

“Engine Speed Droop”
in adjusting for the difference between the actual
condition and the desired condition. Increasing the
“Governor Proportional Gain” gain provides a faster response to the difference
between the actual condition and the desired
“Governor Integral Gain”
condition.
“Governor Derivative Gain”
Stability controls the speed for elimination of the
“Auxiliary 1 Proportional Governor Gain”
error in the difference between the actual condition
“Auxiliary 1 Integral Governor Gain” and the desired condition. The stability dampens
the response to the error. Increasing the stability
“Auxiliary 1 Derivative Governor Gain”
provides less damping.
Start/Stop Control
Compensation is used to adjust for the time delay
“Driven Equipment Delay Time”
between the control signal and the movement of the
“Crank Terminate Speed” actuator. If the compensation is too low, the engine
speed will slowly hunt. If the compensation is too
“Engine Purge Cycle Time” high, the engine speed will rapidly fluctuate.
“Engine Cooldown Duration”
Illustration 4 shows some typical curves for transient
“Cycle Crank Time” responses.
“Engine Overcrank Time”
“Engine Speed Drop Time”
“Engine Pre-lube Time Out Period”
Monitoring and Protection
“High Inlet Air Temp Engine Load Set Point”
Power Monitoring
“Generator Output Power Sensor Scale Factor”
“Generator Output Power Sensor Offset”
“Engine Full Load Rating”
“Engine Driven Equipment Load”
Information for the Electronic Control Module (ECM)
“Engine Serial Number”
“Equipment ID”
“Customer Password #1”
“Customer Password #2”
“Total Tattletale”

Governing of the Air/Fuel Ratio

Control and of the Engine Speed
Gain and stability can be adjusted for the following
functions:
 11
Systems Operation Section

If you have a problem with instability, always

investigate other causes before you adjust the
settings. For example, diagnostic codes and
unstable gas pressure can cause instability.

To change the gain, stability, or compensation,

use the “Real Time Graphing” feature on the
“Information” drop-down menu of Cat ET. The graph
provides the best method for observing the effects
of the adjustment.

After you make adjustments, always test the stability

by interrupting the engine speed. Use the “Bump”
feature on Cat ET. Operate the engine through the
entire range of speeds and of loads in order to
ensure stability.

Air/Fuel Ratio Control

Before the initial start-up, a current gas analysis
is required. Periodic gas analyses are also
recommended. Data from the gas analysis must
be entered into Caterpillar Software, LEKQ6378,
“Methane Number Program”. The results are
programmed into the ECM.

Note: It is very important to use the Caterpillar

Illustration 4 g00806254 Software, LEKQ6378, “Methane Number
Program”. Use of only the data from the gas
(Y) Engine speed
(X) Time
analysis can result in incorrect settings.
(1) The gain is too high and the stability is too low. There is a large
overshoot on start-up and there are secondary overshoots on “Fuel Quality”
transient loads.
(2) The gain is slightly high and the stability is slightly low. There
is a slight overshoot on start-up but the response to transient This is the fuel’s Lower Heating Value (LHV). The
loads is optimum. air/fuel ratio control of the ECM will compensate for
(3) The gain is slightly low and the stability is slightly high. There some inaccuracy in this setting. The ECM assumes
is optimum performance on start-up but slow response for a corrected value that is multiplied by the “Fuel
transient loads.
(4) The gain is too low and the stability is too high. The response Correction Factor”. This factor can be displayed on
for transient loads is too slow. the Cat ET screen.
(5) The response to transient loads is adjusted for optimum
performance. The “Fuel Quality” parameter can be used to change
the air/fuel ratio when the engine is operating in
Illustration 5 is a graphic representation of adjusting the open loop mode. To richen the air/fuel mixture,
the compensation. reduce the value. The calculation will compensate
for the reduced LHV by increasing the fuel flow. To
lean the air/fuel mixture, increase the value. The
calculation will compensate for the increased LHV
by reducing the fuel flow.

“Gas Specific Gravity”

g00806274
This is the fuel’s specific gravity in relation to the
Illustration 5 specific gravity of air. The ECM does not use this
The increased width of the line for the actuator voltage indicates information. The ECM provides the information to
that the linkage is more active as the compensation increases. the fuel metering valve via the CAN data link. The
(Y) Actuator voltage fuel metering valve requires an input for the “Gas
(X) Time in seconds Specific Gravity” in order to precisely meter the
fuel flow.
The default values should be sufficient for initial
start-up. However, the values may not provide
optimum performance.
12
Systems Operation Section

“Fuel Specific Heat Ratio” When you adjust the exhaust emissions, make a
small change in the value of the gain. Wait until
This is a ratio of the fuel’s specific heat at a constant the system stabilizes. Check the emissions again.
pressure and at a constant volume. The ratio is also Repeat the process until the desired emissions level
known as “k”. The ratio is related to the expansion is achieved.
of the gas across the fuel metering valve. The ECM
does not use this information. The ECM provides Timing Control
the information to the fuel metering valve via the
CAN data link. The fuel metering valve requires an
The “Desired Timing” parameters allow the
input for the “Fuel Specific Heat Ratio” in order to
customer to electronically program the timing of
precisely meter the fuel flow. the ignition spark of the electronic system in order
to meet the needs for specific applications and
Enter a value of 1.4 for processed, dry pipeline
specific installations. The desired timing value can
natural gas. be changed while the engine is running or while the
engine is stopped. The value that is entered for the
“Air/Fuel Ratio Proportional Gain” desired timing is the ignition timing when the engine
is operating at rated speed and at full load.
The “Air/Fuel Ratio Proportional Gain” determines
the response of the fuel metering valve to the Note: The actual ignition timing at a given instance
magnitude of error for the air/fuel ratio. The factory may vary from the desired timing value. This
default setting is 0. This value should not require variance is due to variations in the engine speed
adjustment. If problems occur, this is one of the or the detonation.
last parameters that should be adjusted. The
adjustable range is −50 to +50. Negative values The range for programming the desired timing is 0
reduce the magnitude and positive values increase to 40 degrees before the top center (TC) position.
the magnitude.
“First Desired Timing”
“Air/Fuel Ratio Integral Gain”
The “First Desired Timing” is determined with the
The “Air/Fuel Ratio Integral Gain” determines the methane number of the primary fuel that is used.
response of the fuel metering valve to the error that Use the Engine Performance Sheet, “Fuel Usage
is accumulated over time for the air/fuel ratio. The Guide”. The ECM selects the “First Desired Timing”
factory default setting is 0. This value should not when the switch for the selection of the timing is in
require adjustment. If problems occur, this is one of the open position.
the last parameters that should be adjusted. The
adjustable range is −50 to +50. Negative values “Second Desired Timing”
reduce the magnitude and positive values increase
the magnitude.
The “Second Desired Timing” is determined with the
methane number of the alternate fuel that is used
“NOx Emission Gain Adjustment” and the Engine Performance Sheet, “Fuel Usage
Guide”. The ECM selects the “Second Desired
This is an adjustment for the level of the engine’s Timing” when the timing selection switch is in the
exhaust emissions for engine operation at full load. closed position. If an alternate fuel is not used,
The gain adjustment affects the fuel correction enter the same timing that was entered in the “First
factor that is used to help determine the fuel flow. Desired Timing”.
To richen the air/fuel mixture, increase the gain
adjustment. To lean the air/fuel mixture, decrease
the gain adjustment. Speed Control
Use an accurate emissions analyzer to check the “Low Idle Speed”
exhaust emissions and make adjustments with the
gain. Program this parameter to the desired low idle rpm.
The low idle rpm can be programmed within the
A small change in the “NOx Emission Gain range of 500 to 1100 rpm.
Adjustment” causes a large change in the actual
exhaust emissions. For example, an adjustment of
one percent in the parameter’s value will result in a
change of 20 to 40 ppm in the actual level of NOx.
 13
Systems Operation Section

“Minimum Engine High Idle Speed” “Governor Type Setting”

Program this parameter to the desired minimum high The “Governor Type Setting” parameter can be set
idle rpm. The actual high idle speed is regulated by to “Droop Operation” or to “Isochronous Mode”.
the desired speed input. The regulation is linear in This setting is dependent upon the application of
proportion to the input. An input of 0 percent results the engine.
in the minimum high idle rpm and an input of 100
percent results in the maximum high idle rpm. “Grid Status”
For the 50 Hz arrangement, the minimum high idle This parameter is used to activate the primary
speed can be programmed between 900 and 1500 governor or the auxiliary governor. The generator’s
rpm. The default value is 1400 rpm. “Grid Status” parameter can be set to “On” or “Off”
by an input from the customer supplied equipment.
For the 60 Hz arrangement, the minimum high idle The “Grid Status” can be observed on Cat ET.
speed can be programmed between 900 and 1800
rpm. The default value is 1600 rpm.
Engine Speed Droop
The “Minimum Engine High Idle Speed” and the
“Maximum Engine High Idle Speed” determine the This programmable parameter allows precise
control of the speed droop. The “Governor Type
slope of the desired speed input.
Setting” parameter must be set to “Droop”. The
droop can be programmed to a value between 0
“Maximum Engine High Idle Speed” and 10 percent.
Program this parameter to the desired maximum
high idle rpm. The actual high idle speed is “Governor Proportional Gain”
regulated by the desired speed input. The
This parameter is based on a proportional multiplier.
regulation is linear in proportion to the input. An
input of 0 percent results in the minimum high idle This parameter changes the reaction of the throttle
actuator when the “Grid Status” parameter is “OFF”.
rpm and an input of 100 percent results in the
If this gain is adjusted and the “Grid Status” is
maximum high idle rpm.
“ON”, the stability is not affected. If changing this
gain causes no effect, check the “Grid Status” in
For the 50 Hz arrangement, the maximum high idle
order to make sure that the status is “OFF”.
speed can be programmed between 1500 and
1900 rpm. The default value is 1600 rpm.
“Governor Integral Gain”
For the 60 Hz arrangement, the maximum high idle
speed can be programmed between 1800 and This parameter is based on an integral multiplier.
2200 rpm. The default value is 2000 rpm. This parameter changes the reaction of the throttle
actuator when the “Grid Status” parameter is “OFF”.
“Engine Accel. Rate” If this gain is adjusted and the “Grid Status” is
“ON”, the stability is not affected. If changing the
compensation causes no effect, check the “Grid
This parameter controls the rate for engine response
Status” in order to make sure that the status is
to a change in the desired engine speed. For
example, the engine can be programmed to “OFF”.
accelerate at a rate of 50 rpm per second when the
“Idle/Rated” switch is turned to the “Rated” position. “Governor Derivative Gain”
This parameter is based on a derivative multiplier
“Desired Speed Input Configuration” when the “Grid Status” parameter is “Off”. If the
This parameter determines the signal input to the gain is changed and the “Grid Status” is “On”, the
stability of the engine will not change. If changing
ECM for control of the desired speed. The signal
the stability causes no effect, check the “Grid
can be either 0 to 5 VDC or 4 to 20 mA.
Status” in order to make sure that the status is
Note: The ECM is not configured to accept a pulse “OFF”.
width modulated signal for input of the desired
engine speed. If you try to select a Pulse Width
Modulated input (PWM), the ECM will reject the
selection. An error will be generated.
14
Systems Operation Section

“Auxiliary 1 Proportional Governor Gain” “Crank Terminate Speed”

This parameter is based on a proportional multiplier The ECM disengages the starting motor when the
when the engine’s “Grid Status” parameter is “On”. engine speed exceeds the programmed “Crank
If the gain is changed and the “Grid Status” is Terminate Speed”. The default value of 250 rpm
“Off”, the stability of the engine will not change. should be sufficient for all applications.
If changing this gain causes no effect, check the
“Grid Status” in order to make sure that the status “Engine Purge Cycle Time”
is “ON”.
The “Engine Purge Cycle Time” is the duration
“Auxiliary 1 Integral Governor Gain” of engine cranking without fuel before the actual
start-up. The ignition is disabled during this
This parameter is based on an integral multiplier time. The “Engine Purge Cycle Time” allows any
when the engine’s “Grid Status” parameter is “On”. unburned fuel to exit through the exhaust before
If the gain is changed and the “Grid Status” is you run the engine.
“Off”, the stability of the engine will not change.
If changing this gain causes no effect, check the “Engine Cooldown Duration”
“Grid Status” in order to make sure that the status
is “ON”. When the ECM receives a “Stop” request, the
engine will continue to run in the “Cooldown
“Auxiliary 1 Derivative Governor Gain” Mode” for the programmed cooldown period. The
“Cooldown Mode” is exited early if a request for
This parameter is based on a derivative multiplier an emergency stop is received by the ECM. If the
when the engine’s “Grid Status” parameter is “On”. “Engine Cooldown Duration” is programmed to
If the gain is changed and the “Grid Status” is zero, the engine will immediately shut down when
“Off”, the stability of the engine will not change. the ECM receives a “Stop” request.
If changing this gain causes no effect, check the
“Grid Status” in order to make sure that the status “Cycle Crank Time”
is “ON”.
The “Cycle Crank Time” is the amount of time for
Start/Stop Control Parameters activation of the starting motor and the gas shutoff
valve for start-up. If the engine does not start within
“Driven Equipment Delay Time” the specified time, the attempt to start is suspended
for a “Rest Cycle” that is equal to the “Cycle Crank
Time”.
The ECM accepts an input from the driven
equipment that indicates when the equipment is
ready for operation. When the input is grounded, “Engine Overcrank Time”
the driven equipment is ready. The ECM will not
start the engine until this input is grounded. The “Engine Overcrank Time” is the duration
for attempting an engine start-up. An event is
The ECM can be programmed to wait for a certain generated if the engine does not start within this
period of time after receiving a start command period of time.
before starting the engine. This allows the driven
equipment to get ready for operation. Example Setting

When the ECM receives a start command, the ECM Table 3

will wait for the amount of time that is programmed Examples of the Settings for Start-up
into the “Driven Equipment Delay Time”. If the
Parameter Time
“Driven Equipment Delay Time” elapses and the
input is not grounded, an event code is activated. “Purge Cycle Time” 10 seconds
The engine will not start.
“Cycle Crank Time” 30 seconds
If the “Driven Equipment Delay Time” is programmed “Overcrank Time” 45 seconds
to “0” the delay is disabled. If the ECM receives
a start command and the driven equipment is not
ready, an event code is activated. The engine will The following sequence will occur if the parameters
not start. are programmed according to the example in Table
3:
 15
Systems Operation Section

1. The fuel and the ignition are OFF. The engine will Power Monitoring
crank for 10 seconds in order to purge gas from
the engine and from the exhaust system. The “Generator Output Power Sensor” parameters
configure the ECM for monitoring the generator’s
2. The fuel and the ignition are enabled. The electrical power output in kW. Monitoring the output
engine will continue to crank for a maximum of power of the generator helps enable the ECM to
30 seconds. determine the engine load.

3. If the engine does not start, the ignition, the fuel, The ECM uses input from an Electronic Modular
and the starting motor are disabled for a 30 Control Panel II+ (EMCP II+) or from a customer
second “Rest Cycle”. supplied wattmeter in order to calculate the
generator’s output.
With this example, a complete cycle is 70 seconds:
a purge cycle of 10 seconds, a cycle crank of If the generator is equipped with the EMCP II+,
30 seconds, and a rest cycle of 30 seconds. A information on the generator’s electrical power
maximum of one crank cycle is recommended. The output is provided to the ECM via the CAT data link.
“Overcrank Time” of 45 seconds allows one crank The ECM is correctly programmed at the factory for
cycle. the “Generator Output Power Sensor Scale Factor”
and the “Generator Output Power Sensor Offset”
“Engine Speed Drop Time” parameters. No further adjustment is necessary for
the parameters.
This parameter is activated when the ECM receives
the signal for stopping the engine. This input The signal from the customer supplied wattmeter is
ensures the shutdown in case the Gas Shutoff Valve based on the total real power that is produced by
(GSOV) does not close. the generator.

After the cooldown period has elapsed, the ECM “Generator Output Power Sensor Scale
removes power from the electrical circuit for the Factor”
GSOV. The fuel is shut off from the engine. The
ignition continues until the engine speed drops This parameter is a scale for the wattmeter’s output.
below 40 rpm. If the engine rpm does not drop at The scale provides a linear relationship between
least 100 rpm within the programmed drop time, the the voltage input to the ECM and the generator’s
ECM terminates the ignition and the ECM issues output of ekW.
an emergency stop.
For example, suppose that a scale factor of 293 is
“Engine Pre-Lube Time Out Period” used. Illustration 6 is a representation of the scale’s
slope.
At the time of this publication, this parameter is
not active.

“Monitoring and Protection”

“High Inlet Air Temp Engine Load
Setpoint”
The programmable setpoint is a value that separates
low engine load from high engine load for events
that are activated by high inlet air temperature.
An “Engine Load Factor” can be displayed on a
Cat ET status screen. If the load factor is less than
the setpoint and the inlet air temperature reaches
g00929559
the trip point, a “High Inlet Air Temperature at Illustration 6
Low Engine Load” event is activated. If the load
factor is greater than the setpoint and the inlet air The maximum programmable value for the scale is
temperature reaches the trip point, a “High Inlet 1048 ekW per volt. The minimum programmable
Air Temperature at High Engine Load” event is value for the scale is obtained from a calculation.
activated. The equation is provided in in Table 4.
16
Systems Operation Section

Table 4 Information for the ECM

Minimum Programmable Value for the “Generator
Output Power Sensor Scale Factor” “Engine Serial Number”
( R − O ) ÷ 4.6 ekW/V
The engine serial number is programmed into the
R is the generator’s rated power. ECM at the factory. The number is stamped on the
engine Information Plate.
O is the “Generator Output Power Sensor Offset”.

“Equipment ID”
“Generator Output Power Sensor Offset”
The customer can assign an “Equipment ID” for the
Because the output from different wattmeters can purpose of identification.
vary, this parameter is used to fine tune the value
of the signal. The value of this parameter can be Customer Passwords
either a positive value or a negative value. The
value of this parameter is added to the value that is Two customer passwords can be entered. The
determined by the “Generator Output Power Sensor passwords are used to protect certain configuration
Scale Factor”. parameters from unauthorized changes.
For example, a wattmeter may produce a signal of Note: Factory level security passwords are required
2.0 volts for a generator’s output of 600 ekW. If a for clearing certain logged events and for changing
scale factor of 293 is used, the ECM will calculate certain programmable parameters. Because of the
the generator’s output at 586 ekW. However, the passwords, only authorized personnel can make
generator’s actual output is 600 ekW. In this case, changes to some of the programmable items in the
an offset of 16 provides the necessary accuracy for ECM. When the correct passwords are entered, the
the ECM: 586 + 16 = 300 changes are programmed into the ECM.
The minimum programmable value for the offset is
−327 ekW. The maximum programmable value for
“Total Tattletale”
the offset is 200 ekW.
This item displays the number of changes that have
been made to the configuration parameters.
The “Generator Total Real Power” value can be
displayed on the Cat ET status screen.

“Engine Full Load Rating” Engine Monitoring System

To determine the percentage of the engine’s load
during operation, the ECM must be provided with i01822509
the engine’s rated load. The “Engine Full Load
Rating” is the engine’s full load rating in ekW. The Engine Monitoring System
rating is stamped on the engine’s Information Plate.
SMCS Code: 1900; 1901
“Engine Driven Equipment Load” The master Electronic Control Module (ECM)
monitors the operating parameters of the G3520C
This is the rated load of the auxiliary equipment Engine. The ECM can initiate a warning or a
such as a radiator fan that is directly driven shutdown if a specific engine parameter exceeds
by the engine. The value is in units of ekW. To an acceptable range. Use the Caterpillar Electronic
determine the percentage of the engine’s load Technician (ET) to perform the following activities:
during operation, the ECM adds this load to the
generator’s load. • Select the available responses.
Override Parameters • Program the level for monitoring.

“Requested Detonation Derate • Program delay times for each response.

Percentage Override”
This parameter is not operational.
 17
Systems Operation Section

The default settings for the parameters are “High Oil Filter Differential Pressure”
programmed at the factory. To accommodate
unique applications and sites, the parameters may The trip point for a warning for this parameter can
be reprogrammed with Cat ET. The screens of Cat be programmed by the customer. The trip point for
ET provide guidance for the changing of trip points. a shutdown is set at the factory. This parameter is
always ON. This parameter cannot be turned off.
Note: Some of the parameters are protected by If the engine oil filter differential pressure exceeds
factory passwords. Other parameters can be the trip point, the ECM will generate a warning or
changed with customer passwords. a shutdown.

Refer to the Troubleshooting Manual for instructions “Low Oil Filter Differential Pressure”
on troubleshooting events.
The trip point for a warning for this parameter can
Refer to Operation And Maintenance Manual, be programmed by the customer. The trip point for
“Engine Features And Controls” for additional a shutdown for this parameter is set at the factory.
information on the default settings. This parameter is always ON. This parameter cannot
be turned off. If the engine oil filter differential
Monitoring Parameters pressure decreases to the trip point, the ECM will
generate a warning or a shutdown.
“Low System Voltage”
“High Fuel Temperature”
The trip point for this parameter is set at the factory.
The trip point cannot be changed. This parameter The trip point for this parameter can be programmed
is always ON. This parameter cannot be turned off. by the customer. If the fuel temperature exceeds
If the system voltage decreases to the trip point or the trip point, the ECM will generate a warning.
if the system voltage goes below the trip point, the
ECM will generate a warning or a shutdown. “Low Fuel Pressure”
“High Engine Coolant Temperature” The trip point for this parameter can be programmed
by the customer. If the fuel pressure decreases to
The trip points for this parameter can be the trip point, the ECM will generate a warning.
programmed by the customer. The shutdown
response is always ON. The shutdown response “High Eng Oil to Eng Coolant Diff Temp”
cannot be turned off. If the engine coolant
temperature exceeds the trip point, the ECM will The trip point for a warning for this parameter can
generate a warning, a derating, or a shutdown. be programmed by the customer. The trip point
for a shutdown for this parameter is set at the
“Low Engine Coolant Temperature” factory. The shutdown response is always ON.
The shutdown response cannot be turned off. If
The trip point for this parameter can be programmed the differential temperature of the engine oil to the
by the customer. If the engine coolant temperature jacket water exceeds the trip point, the ECM will
decreases to the trip point, the ECM will generate generate a warning or a shutdown.
a warning.
“Low Gas Fuel Differential Pressure”
“Engine Overspeed”
The trip point for this parameter can be programmed
The trip point for this parameter is set at the factory. by the customer. If the fuel differential pressure
This parameter is always ON. This parameter cannot decreases to the trip point, the ECM will generate
be turned off. If the engine speed exceeds the trip a warning.
point, the ECM will activate an engine shutdown.
For generator set engines, a typical trip point is 118 “High 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
exceeds the trip point, the ECM will generate a
The trip point for a warning for this parameter can warning.
be programmed by the customer. The trip point for
a shutdown is set at the factory. This parameter is
always ON. This parameter cannot be turned off. If
the engine oil temperature exceeds the trip point,
the ECM will generate a warning or a shutdown.
18
Systems Operation Section

“High System Voltage” Conditions for Parameters

The trip point for this parameter is set at the factory. Some of the programmable parameters are
The trip point cannot be changed. This parameter is dependent on the status of an ECM output before
always ON. This parameter cannot be turned off. If the parameters are allowed to function. Some of
the system voltage exceeds the trip point, the ECM the parameters are allowed to function after the
will generate a warning. crank terminate relay has been energized for more
than 30 seconds. Other parameters are allowed to
Trip Points of the Engine Load for High function after the output for the fuel control relay is
energized. Some parameters are not dependent
Inlet Air Temperature upon any conditions.
The trip points for this parameter can be The conditions are designed to eliminate false
programmed by the customer. The shutdown
events during start-up if the customer has
response is always ON. The shutdown response programmed a delay time to zero.
cannot be turned off. This feature provides a trip
point between high engine load and low engine
If the trip point for a shutdown is programmed to
load. The trip point is used for events that involve activate before the trip point for a warning, the
high inlet air temperature. The trip point for the engine will shut down and the warning will not be
events is based on the engine load. The possible
activated.
responses of the system include warning, derating,
and shutdown.

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. i01815447

If the load is less than the trip point, the trip point Ignition System
for the “High Inlet Air Temperature at Low Engine
Load” event is used for the logging of the high inlet SMCS Code: 1550
air temperature.
The engine is equipped with an electronic ignition
system. The system provides dependable firing
“High Inlet Air Temperature at Low and low maintenance. The system provides precise
Engine Load” control of the spark and of the ignition timing for
each cylinder.
The “Service/Configuration” screen of Cat ET
defines the “High Inlet Air Temp Engine Load Set
Point”. The ECM can activate a warning, a derating,
or a shutdown if the inlet air temperature exceeds
the trip point during the low load operation that is
defined.

“High Inlet Air Temperature at High

Engine Load”
The “Service/Configuration” screen of Cat ET
defines the “High Inlet Air Temp Engine Load Set
Point”. The ECM can activate a warning, a derating,
or a shutdown if the inlet air temperature exceeds
the trip point during the high load operation that
is defined.

“High Fuel Pressure”

The trip point for this parameter can be programmed
by the customer. The ECM will activate a warning if
the fuel pressure exceeds the trip point.
 19
Systems Operation Section

Ignition Transformers and Spark

Plugs

g00926741
Illustration 7
(1) Master Electronic Control Module (ECM)
(2) Slave ECM
g00926743
(3) Ignition transformer Illustration 8
(1) Mounting flange
Each cylinder has an ignition transformer. The (2) Ignition transformer
master ECM controls ignition on the left bank and (3) Primary connection
the slave ECM controls ignition on the right bank. (4) Spark plug
(5) Extension
To initiate combustion, each ECM sends a pulse of (6) Hole in the spark plug’s precombustion chamber
approximately 100 volts to the primary coil of each
ignition transformer at the appropriate time and for Mounting flange (1) provides a ground for each
the appropriate duration. The transformers step up transformer (2). The ignition harness is connected
the voltage in order to create a spark across the to primary connection (3). The output from the
spark plug electrode. secondary circuit of the transformer is sent to
spark plug (4) through the secondary connection in
Detonation sensors monitor the engine for extension (5).
detonation. The G3520C Engine has ten detonation
sensors. Each sensor monitors two adjacent The spark plug does not have a conventional
cylinders. The sensors generate data on vibration electrode gap that can be adjusted. The spark
that is processed by each ECM in order to plug has a precombustion chamber. During
determine detonation levels. The master ECM the compression stroke, the air/fuel mixture in
monitors the sensors on the left bank and the slave the cylinder enters holes in the spark plug’s
ECM monitors the sensors on the right bank. The precombustion chamber. The secondary circuit
slave ECM communicates the status of the right of the transformer provides an initial 8,000 to
side sensors to the master ECM. 32,000 V to the spark plug in order to create a
spark. The air/fuel mixture ignites in the spark
If detonation occurs, the master ECM retards the plug’s precombustion chamber. A pattern of
ignition timing of the affected cylinder or cylinders multiple flames exit the spark plug’s precombustion
up to six degrees. If a cylinder has been fully chamber through the holes in order to ignite the
retarded for five seconds and the cylinder is still air/fuel mixture in the cylinder.
detonating, the ECM shuts down the engine.

Each ECM provides extensive diagnostics for the

ignition system.
20
Systems Operation Section

Fuel System The fuel flows from the main gas supply through
the fuel filter. Usually, the fuel filter is a component
of the design at the particular site. The customer
i01810502 is responsible for supplying clean, dry fuel to
the engine. The fuel filter may be supplied by
Fuel System Operation Caterpillar or by the customer. To prevent particles
from entering the engine, a one micron filter is
SMCS Code: 1250 recommended. The filter must be properly sized for
the required gas pressure.
The master Electronic Control Module (ECM)
provides control of the air/fuel mixture to the engine. For installation of the fuel filter, the recommended
Illustration 9 is a diagram of the fuel system’s main location is close to the engine before the engine’s
components. The flow of fuel through the system gas pressure regulator. Pressure gauges in the gas
is explained below. lines on each side of the fuel filter are recommended
in order to monitor the filter’s differential pressure. A
manual shutoff valve in the gas line before the fuel
filter will facilitate servicing of the filter.

The filtered fuel flows to the Gas Shutoff Valve

(GSOV). The GSOV may be supplied by Caterpillar
or by the customer. The solenoid for the GSOV may
be connected to engine’s wiring harness or to a
harness that is supplied by the customer. In either
case, the customer may install a switch that can
interrupt the circuit.

The control system is configured for a GSOV that is

energize-to-run. This means that the GSOV must be
energized in order for the engine to run. To enable
the fuel flow, the ECM provides +Battery voltage to
the solenoid for the GSOV. The valve opens and the
fuel flows to the engine. When the control system
shuts down the engine, the voltage is removed from
the solenoid. The valve closes and the fuel is shut
off.

The fuel flows through the GSOV to the gas

pressure regulator. The regulator may be supplied
by Caterpillar or by the customer. A regulated
pressure of 7 to 35 kPa (1 to 5 psi) is recommended.
Less pressure may result in reduced power. More
pressure may result in instability.

g00925482
Illustration 9
 21
Systems Operation Section

g00925714 g00925717
Illustration 10 Illustration 11
Top view Top view
Flow of fuel through the 50 Hz arrangement Fuel flow through the 60 Hz arrangement
(1) Fuel metering valve (1) Fuel metering valve

The fuel flows to the electronically controlled fuel

metering valve (1). The ECM issues a command
signal to the fuel metering valve via the CAN data
link. The fuel metering valve regulates the flow of
fuel to the engine.
22
Systems Operation Section

g00925773
Illustration 14
Right view
Flow of fuel and of air through the 50 Hz arrangement
(4) Throttle
(5) Aftercooler

g00925730
Illustration 12
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 15
Right view
Flow of fuel and of air through the 60 Hz arrangement
(4) Throttle
(5) Aftercooler

The compressed air/fuel mixture flows to the

electronically controlled throttle (4). The ECM issues
a command signal to the throttle’s actuator via the
CAN data link. The signal is based on the desired
engine speed. The throttle controls the volume of
the air/fuel mixture that flows through aftercooler (5).
g00925767
Illustration 13 The temperature of the compressed air/fuel mixture
Right view is reduced in the aftercooler. This increases the
Flow of fuel and of air through the 60 Hz arrangement density of the air/fuel mixture. This results in more
(2) Air inlet elbow’s adapter efficient combustion.
(3) Turbocharger’s compressor

The fuel metering valve controls the volume of fuel

that flows to adapter (2) for the air inlet elbow. The
inlet air that is necessary for combustion also enters
the adapter. The air/fuel mixture enters turbocharger
compressor (3).
 23
Systems Operation Section

Air Inlet and Exhaust

System
i01815531

Aftercooler
SMCS Code: 1063

g00926747
Illustration 17
Flow of the air/fuel mixture through the aftercooler
(1) First stage
g00925819 (2) Second stage
Illustration 16
Flow of air and fuel through the air inlet manifold
The aftercooler is located on top of the engine.
(5) Aftercooler The aftercooler has a two-stage core assembly.
(6) Air inlet manifold
Coolant from the jacket water circuit flows through
first stage (1) of the aftercooler core. Coolant from
The air/fuel mixture flows from the aftercooler
the separate circuit flows through second stage (2)
through air inlet manifold (6). The manifold
of the aftercooler core.
distributes the air/fuel mixture to the cylinders for
combustion.
Note: For some engines that are used for
cogeneration, the aftercooler’s first stage may also
be separate.

The air/fuel mixture from the turbocharger’s

compressor flows through the throttle into the
aftercooler’s cover. The air/fuel mixture passes
through the fins of the aftercooler core in order to
exchange heat with the coolant. The temperature of
the compressed air/fuel mixture is reduced in the
aftercooler. This increases the density of the air/fuel
mixture. This results in more efficient combustion.

The temperature of the air/fuel mixture is initially

reduced in the first stage. The second stage
provides further reduction of the air/fuel mixture’s
temperature. The air/fuel mixture from the aftercooler
is distributed through the air inlet manifold to the
cylinders for combustion.
24
Systems Operation Section

i01815635

Compressor Bypass
SMCS Code: 1050

A rapid reduction in the generator’s power output

can cause a rapid increase in the engine speed. The
increased engine speed causes the turbocharger to
produce boost pressures that are greater than the
requirement for the engine operation.

Turbocharger surge – In response to the excess

pressure in the air inlet system, the flow of air
across the turbocharger compressor wheel is
reversed. This reversal of the air flow is called a
turbocharger surge. During a turbocharger surge,
the turbocharger overspeeds temporarily. This
places a greater axial load on the thrust bearing
and higher than normal torque on the shaft. The
turbocharger surge can result in severe damage
to the turbocharger.

The compressor bypass group reduces the

opportunity for a turbocharger surge.

g00926843
Illustration 18
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
 25
Systems Operation Section

The master Electronic Control Module (ECM) i01818154

monitors the engine speed. The ECM responds to
a rapid increase in the engine speed by sending a Exhaust Manifold
command signal to actuator (1). This causes the
actuator to move a shaft that is connected to a plate SMCS Code: 1059
inside bypass valve (2). The bypass valve opens.

The bypass valve is connected before throttle (3).

Tubing is connected from the bypass valve to the
inlet for the turbocharger compressor. When the
bypass valve is opened, the compressed air/fuel
mixture is diverted through the tubing away from
the throttle. This reduces the back pressure that
is caused by excessive pressure in the air inlet
system.

Note: The bypass valve for the 60 Hz arrangement

is connected to two sets of tubing: one set of tubing
is connected to the inlet for the right turbocharger
and the other set of tubing is connected to the inlet
for the left turbocharger.

Additionally, the ECM sends two other command

signals. A command to throttle actuator (4) opens
the throttle in order to reduce the resistance that
contributes to back pressure. A command to fuel
metering valve (5) reduces the fuel supply in order g00928158
Illustration 19
to reduce the engine speed and the turbocharger’s Flow of exhaust gas through the exhaust manifolds (50 Hz
speed. arrangement)
The 50 Hz arrangement has one turbocharger.
The combined effect of these actions reduces the
opportunity for a turbocharger surge.

The ECM determines a time period that is required

for opening of the bypass valve. After the time
period has expired, the ECM sends a command
signal to actuator (1) in order to close the bypass
valve. Normal operation resumes.

The compressor bypass group is also operated

during engine shutdown. This reduces the
opportunity for a turbocharger surge during engine
shutdown. Additionally, any air/fuel mixture that may
have been trapped in the tubing is purged.

g00928159
Illustration 20
Flow of exhaust gas through the exhaust manifolds (60 Hz
arrangement)
The 60 Hz arrangement has two turbochargers.

The exhaust manifolds are located on the sides of

the engine. Exhaust gas flows from each cylinder
head through intermediate exhaust manifolds
that are connected by bellows in order to form a
passage to the turbocharger turbine.
26
Systems Operation Section

The dry exhaust manifolds provide maximum heat The bearing housing in the turbocharger is also
to the turbine. The exhaust manifolds are covered cooled by the jacket water coolant. Coolant from
with insulated heat shields in order to retain the the coolant inlet line enters the side of the center
heat. The heat shields also help protect the wiring section. The coolant travels through the coolant
and other components from the heat. passages (8) in the bearing housing. The coolant
then leaves the turbocharger at the opposite side of
the center section.
i01793967

Turbocharger i01784356

SMCS Code: 1052 Valve System Components

The turbine side of the turbocharger is mounted SMCS Code: 1105
to the exhaust manifold. The compressor side of
the turbocharger is connected by pipes to the The valve system components control the flow of
aftercooler housing. the inlet air and of the fuel into the cylinders and
the flow of exhaust gas out of the cylinders during
engine operation.

g00281664
Illustration 21
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

The exhaust gases go into the exhaust inlet (10)

of the turbine housing. The gases push the blades
of turbine wheel (5). The turbine wheel and the
compressor wheel turn at speeds up to 90,000 rpm. Illustration 22 g00813876

(1) Rocker arm

Air and fuel are pulled through the compressor (2) Valve bridge
housing air inlet (7) by the rotation of the compressor (3) Valve rotator
wheel (1). The action of the compressor wheel (4) Valve spring
blades causes a compression of the air/fuel mixture. (5) Pushrod
(6) Valve
(7) Cam follower
Bearing (2) and bearing (4) in the turbocharger use (8) Camshaft lobe
engine oil under pressure for lubrication. The oil is
sent through the oil inlet line to oil inlet (3) at the top. The crankshaft gear drives the camshaft gears
The oil then goes through passages in the center through idler gears. The camshafts must be timed
section for lubrication of the bearings. The oil goes to the crankshaft in order to get the correct relation
out of oil outlet (9) at the bottom. The oil then goes between the movement of the piston and movement
back to the engine block through the drain line. of the valves.
 27
Systems Operation Section

The camshafts have two camshaft lobes (8) for

each cylinder. As the camshaft turns, the camshaft
lobe causes cam follower (7) and pushrod (5) to
move up and down.

The pushrod moves rocker arm (1). Movement of

the rocker arm causes valve bridge (2) to move up
and down on a dowel in the cylinder head. This
movement operates valves (6). The valve bridge
enables one rocker arm to operate two valves
simultaneously. There are two inlet valves and two
exhaust valves for each cylinder.

Valve rotator (3) turns the valve during engine

operation. The rotation of the valves keeps the
deposit of carbon on the valves to a minimum. This
provides longer service life for the valves.

When cam follower (7) moves downward, valve

spring (4) closes the valve.
28
Systems Operation Section

Lubrication System
i01819296

Lubrication System
SMCS Code: 1300

g00928770
Illustration 23
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) pressure from the pump becomes excessive, the
and elbow (15). The suction bell has a screen in relief valve opens and some of the engine oil returns
order to strain the engine oil. to the engine oil pan.

Engine oil cooler (11) reduces the temperature of

the engine oil. The engine oil cooler has bypass
valve (12) that is designed to open if the cooler
becomes restricted.
 29
Systems Operation Section

g00928818 g00928859
Illustration 24 Illustration 25
(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
Clean engine oil from the engine oil filters goes piston 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).

Engine oil galleries (2) and (3) supply engine oil

through drilled passages to the camshaft bearings.
The engine oil circulates around each camshaft
journal. The engine oil then flows through the
cylinder head and through the rocker arm housing
to the rocker arm shaft. Some of the engine oil
lubricates the valve stems. The remainder of the
engine oil drains from the cylinder head in order
to lubricate the pushrods, the valve lifters, the
camshaft, and the camshaft bearings.

Engine oil from main engine oil gallery (1) is

supplied to the main bearings through drilled
passages. Drilled holes in the crankshaft supply
engine oil from the main bearings to the connecting
rod bearings. Engine oil from the rear of the main
engine oil gallery goes to the rear of right camshaft g00928860
oil gallery (3). Illustration 26
Lines for engine oil
Sequence valves (7) and (8) allow engine oil (6) Supply line
from main engine oil gallery (1) to enter engine (18) Drain line
oil galleries (4) for piston cooling jets (5). The
sequence valves will not allow engine oil into gallery Supply line (6) provides engine oil for lubrication
(4) for the piston cooling jets until there is pressure of the turbocharger bearings. The engine oil flows
in the main engine oil gallery. This reduces the through drain line (18) into the front housing.
amount of time that is required for pressure buildup
when the engine is started.
30
Systems Operation Section

Engine oil is provided to the front and rear gear

groups through drilled passages in the front
housings, in the rear housings, and in the faces of
the cylinder block. These passages are connected
to engine oil galleries (2) and (3) for the camshafts.

After the oil has completed lubrication, the engine

oil returns to the engine oil pan.

Cooling System
i01819715

Cooling System
SMCS Code: 1350

The engine has two cooling systems. The jacket

water system cools the following components:
engine oil cooler, cylinder block, cylinder heads,
turbochargers, and aftercooler’s first stage. A
separate system cools the aftercooler’s second
stage. Illustration 27 is a diagram of the typical
cooling system.
 31
Systems Operation Section

g00811028
Illustration 27
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 Jacket Water System

circuit 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.
32
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 a necessary to maintain the correct engine
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 not installed in the system, there is no mechanical
each cylinder. The remainder of the coolant flows control. Most of the coolant will take the path of
through 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 small amount of coolant that goes through the
portion of the coolant is divided again. Some of radiator in cold weather will not allow the engine
the coolant flows into the water jacket of the right to achieve normal operating temperatures. The
rear cylinder. This coolant is mixed throughout the water temperature regulators control the minimum
engine’s water jacket with the coolant that flows temperature of the coolant. The radiator or the heat
to the front of the cylinder block. The remainder exchanger controls the maximum temperature of
of the coolant flows through the first stage of the the coolant.
aftercooler.
The bypass tube has another function. When you
The coolant inside the cylinder block flows around fill the cooling system the internal bypass allows
the cylinder liners. The water jacket is smaller near the coolant to go into the cylinder head and into
the top of the cylinder liners. This shelf causes the cylinder block without going through the water
the coolant to flow faster for better cooling of the pump.
cylinder liner. The coolant is pumped up through
water directors into the cylinder heads. The coolant The total system capacity depends on the amount
flows through passages around these items in the of coolant in the cylinder block, in the piping, and
cylinder head: valves, valve seat inserts, spark plug in the radiator or heat exchanger.
adapter, and exhaust outlets.

The coolant exits the cylinder heads through tubes

and the coolant flows into the water manifold.

Coolant flows through the water manifold into lines

for the turbocharger turbine housing. The coolant
returns to the water manifold.

Air is vented from the high points of the cooling

system. The vent line from the connection must be
straight and the vent line must have a slight upward
slope. The vent must not be obstructed.

The water manifold directs the coolant to the

water temperature regulator housing. The engine
has eight water temperature regulators. The water
temperature regulators control the direction of the
coolant flow according to the coolant temperature.

When the coolant achieves normal operating

temperature, the water temperature regulators open
and coolant flow is divided. Most of the coolant goes
through the radiator or through the heat exchanger.
This coolant circulates back to the jacket water
pump. The remainder of the coolant goes through a
bypass tube to the jacket water pump.
 33
Systems Operation Section

Separate Circuit

g00929351
Illustration 28
(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

Auxiliary water pump (1) is driven by the engine’s Basic Engine

auxiliary drive. The coolant is pumped through
tube (2) to the aftercooler’s second stage (3). The
coolant exits the aftercooler through tube (4) that is i01794011
connected to thermostatic valve (5).
Cylinder Block, Liners and
The thermostatic valve has one inlet, two outlets, Heads
and a water temperature regulator. When the
coolant is cool, the water temperature regulator is SMCS Code: 1100; 1200
closed. The coolant is routed directly back to the
auxiliary water pump. The coolant is recirculated The cylinders in the left side of the block form a 60
through the aftercooler. degree angle with the cylinders in the right side.
When the coolant reaches the opening temperature,
the water temperature regulator opens. The coolant
is to a radiator or to a heat exchanger through
outlet (6). The coolant returns to the auxiliary pump
through inlet (7).
34
Systems Operation Section

g00807727
Illustration 31
(8) Exhaust valves
(9) Inlet valves
(10) Gasket
(11) Water seals

Each cylinder head has four valves. Two exhaust

g00807706
Illustration 29 valves (8) and two inlet valves (9) are controlled by
(1) Cylinder liner a camshaft and pushrods. For information on the
(2) Filler band operation of the valves, refer to Systems Operation,
(3) O-ring seals “Valve System Components”. Valve guides are
(4) Main bearing cap
(5) Bolt
pressed into the cylinder heads. The spark plug is
located between the four valves.
Cylinder liners (1) can be removed for replacement.
The top surface of the cylinder block is the seat Another gasket (10) on top of the spacer plate seals
for the cylinder liner flange. Engine coolant flows the oil drain passages between the cylinder head
around the cylinder liners in order to keep the and the spacer plate. After the engine oil lubricates
cylinder liners cool. Filler band (2) and three O-ring the components in the cylinder head, the engine oil
seals (3) seal the coolant in the cylinder block. drains back into the engine block.

Main bearing caps (4) are fastened to the cylinder Coolant flows from the cylinder block into the
block with four bolts (5) per cap. cylinder 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 30
(6) Spacer plate
(7) Gasket g00807743
Illustration 32
(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.
 35
Systems Operation Section

Camshaft covers (12) allow access to the camshaft i01819829

and valve lifters. Crankcase covers (13) allow
access to the crankshaft connecting rods, main Crankshaft
bearings, and piston cooling jets.
SMCS Code: 1202

i01794015

Pistons, Rings and Connecting

Rods
SMCS Code: 1214; 1218

g00929004
Illustration 34
Crankshaft

The crankshaft changes the reciprocating motion of

the pistons into usable rotating torque.

The crankshaft drives a group of gears on the front

and on the rear of the engine. The front gear group
drives the engine oil pump, the jacket water pump,
and the accessory drives. The rear gear group
drives the camshafts.

Pressurized engine oil is supplied to the crankshaft’s

g00807790
main bearings through drilled passages in the
Illustration 33 webs of the cylinder block. The engine oil then
(1) Piston flows through drilled passages in the crankshaft in
(2) Compression rings order to provide lubrication to the connecting rod
(3) Oil ring
(4) Connecting rod bearings. The G3520 Engine has 11 main bearings.
(5) Piston pin Two thrust plates near the end of the crankshaft
(6) Pin retainer controls the end play of the crankshaft.
(7) Bolt
(8) Connecting rod cap
(9) Connecting rod bearing

Aluminum pistons (1) have three rings. The rings

include two compression rings (2) and one oil
ring (3). All the rings are located above the piston
pin bore. The top two compression rings are
rectangular. The oil ring is a two-piece ring. Engine
oil returns to the crankcase through holes in the oil
ring groove.

The piston is attached to connecting rod (4) with

piston pin (5) and with two pin retainers (6). The
connecting rod has a taper on the pin bore end.
This taper gives the connecting rod and the piston g00807826
Illustration 35
more strength in the areas with the most load.
Four bolts (7), which are set at a small angle, hold Cross sections of the crankshaft seals and wear sleeves
connecting rod cap (8) to the connecting rod.
This design keeps the connecting rod width to a
minimum, so that a larger connecting rod bearing
(9) can be used and the connecting rod can still be
removed through the cylinder liner.
36
Systems Operation Section

Seals and wear sleeves are used at both ends of

the crankshaft. Engine oil is sealed by the lip seals
and the wear sleeves help prevent wear on the
crankshaft. The seals and wear sleeves are units
that provide easy replacement and reduction of
maintenance cost.

g00807910
Illustration 37
Connections for the two-piece camshaft
(1) Dowel
(2) Spacer
(3) Bolt

The G3520 Engine has two-piece camshafts. Dowel

(1) in one section of the camshaft goes through
spacer (2) into the other section of the camshaft.
The sections are joined by bolts (3). Each camshaft
is supported by 11 bearings.

g00929007 As the camshaft turns, each lobe moves a lifter

Illustration 36
assembly. There are two lifter assemblies for each
Side view of the vibration damper cylinder. Each lifter assembly moves a pushrod
and two inlet valves or two exhaust valves. The
A vibration damper is bolted to the front of the camshafts must be timed with the crankshaft. The
crankshaft in order to reduce torsional vibrations relation of the camshaft lobes to the crankshaft
that can cause damage to the engine. position cause the valves in each cylinder to
operate at the correct time.
i01820615

Camshaft
SMCS Code: 1210

The engine has two camshafts. The camshafts are

driven by the gears at the rear of the engine.
 37
Systems Operation Section

Air/Electric Starting System Control valve (2) has a solenoid that is operated
electrically from the control switch at the operator’s
panel. When the switch is turned to the “MANUAL
i01432937 START” position, control valve (2) opens in order to
allow air from the secondary tank through air line
Air/Electric Starting System connection (4) to piston (11) behind the drive shaft.
This air pressure behind piston (11) puts piston
SMCS Code: 1450; 1451; 1462 spring (12) in compression. The spring moves the
drive shaft and drive pinion (9) in order to engage
with the flywheel ring gear.

After drive pinion (9) is engaged with the ring gear,

a port is now opened in order to allow the air to
go through an air line to relay valve (5). This air
pressure activates relay valve (5). Relay valve (5)
now opens the main supply line from the main
reservoir. This allows the large volume of air to pass
through air inlet (6) in air starting motor (1). The
air applies pressure against vanes (7) and the air
pressure begins to turn rotor (8). The air pressure
exhausts through the outlet at the bottom of air
starting motor (1). This air turns rotor (8) which turns
g00286817
drive pinion (9) and the engine flywheel through a
Illustration 38 set of reduction gears (10).
Air starting system
(1) Air starting motor When the engine starts to run, the flywheel will
(2) Control valve begin to turn faster than drive pinion (9). The design
(3) Wires from the control switch of the drive shaft for the pinion allows the drive
(4) Air line connection from the relay valve
(5) Relay valve pinion gear to move away from the flywheel. The
drive pinion gear will disengage from the flywheel.
This prevents damage to air starting motor (1), drive
pinion (9) or the flywheel gear.

When the engine control senses the crank terminate

speed, control valve (2) has closed. When the
control valve (2) is closed the solenoid has been
deactivated. The air pressure and flow to the piston
is now stopped. Piston spring (12) retracts piston
(11), the drive shaft and drive pinion (9). The
movement of piston (11) now closes the air passage
that activated relay valve (5). Relay valve (5) closes
and relay valve (5) stops the main flow of the air to
starting motor rotor (8).

g00563259
Illustration 39
Air starting motor
(6) Air inlet
Electrical System
(7) Vanes
(8) Rotor
i01853981
(9) Drive pinion
(10) Reduction gears
(11) Piston Power Supply
(12) Piston spring
SMCS Code: 1400

Requirements for the Control

System
The engine control system requires a clean 24
VDC power supply that is capable of supplying 30
amperes of continuous power.
38
Systems Operation Section

The maximum allowable AC ripple is 150 millivolts If rubber couplings are used to connect the steel
AC peak to peak. For the wiring, the maximum piping of the cooling system and the radiator,
allowable voltage drop is 1 VDC from the power the piping and the radiator can be electrically
supply to the master Electronic Control Module isolated. Ensure that the piping and the radiator are
(ECM) in the engine mounted terminal box. continuously grounded to the engine. Use ground
straps that bypass the rubber couplings.
The power supply for the engine control system
must be separate from the power supply for the
i01394904
starting motor.
Alternator
i01566987
SMCS Code: 1405
Grounding Practices
NOTICE
SMCS Code: 1400 Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
Proper grounding is necessary for optimum engine with heavy load on the circuit can cause damage to
performance and reliability. Improper grounding will the regulator.
result in uncontrolled electrical circuit paths and in
unreliable electrical circuit paths.

Uncontrolled electrical circuit paths can result in

damage to main bearings, to crankshaft bearing
journal surfaces, and to aluminum components.
Uncontrolled electrical circuit paths can also cause
electrical activity that may degrade the engine
electronics and communications.

Ensure that all grounds are secure and free of

corrosion.

The engine alternator must be grounded to the

negative “-” battery terminal with a wire that is
adequate to carry the full charging current of the g00285111
Illustration 40
alternator.
Alternator components (typical example)
For the starting motor, do not attach the battery (1) Regulator
negative terminal to the engine block. (2) Roller bearing
(3) Stator winding
(4) Ball bearing
NOTICE (5) Rectifier bridge
(6) Field winding
This engine is equipped with a 24 volt starting system. (7) Rotor assembly
Use only equal voltage for boost starting. The use of (8) Fan
a welder or higher voltage will damage the electrical
system. The alternator is driven by a belt from an auxiliary
drive at the front right corner of the engine. This
Ground the engine block with a ground strap that alternator is a three-phase, self-rectifying charging
is furnished by the customer. Connect this ground unit, and regulator (1) is part of the alternator.
strap to the ground plane.
This alternator design has no need for slip rings or
Use a separate ground strap to ground the negative brushes, and the only part that has movement is
“-” battery terminal for the control system to the rotor assembly (7). All conductors that carry current
ground plane. are stationary. The conductors are field winding (6),
stator windings (3), six rectifying diodes, and the
Disconnect the power when you are working on the regulator circuit components.
engine’s electronics.
Rotor assembly (7) has many magnetic poles. Air
space is between the opposite poles.
 39
Systems Operation Section

The poles have residual magnetism that produces

a small amount of magnetic lines of force between
the poles. As rotor assembly (7) begins to turn
between field windings (6) and stator windings
(3), a small amount of alternating current (AC) is
produced in stator windings (3). This current is
from the small, magnetic lines of force that are
made by the residual magnetism of the poles. This
alternating current (AC) is changed to a direct
current (DC). The change occurs when the current
passes through the diodes of rectifier bridge (5).
Most of this current completes two functions. The
functions are charging the battery and supplying
the low amperage circuit. The remainder of the
current is sent to field windings (6). The DC current g00285112
flow through field windings (6) (wires around an iron Illustration 41
core) now increases the strength of the magnetic Typical solenoid schematic
lines of force. These stronger lines of force increase
the amount of AC current that is produced in The solenoid has windings (one or two sets) around
stator windings (3). The increased speed of rotor a hollow cylinder. The cylinder contains a spring
assembly (7) also increases the current and voltage loaded plunger. The plunger can move forward
output of the alternator. and backward. When the start switch is closed
and the electricity is sent through the windings, a
Voltage regulator (1) is a solid-state, electronic magnetic field is made. The magnetic field pulls the
switch. The regulator feels the voltage in the system. plunger forward in the cylinder. This moves the shift
The regulator will start and the regulator will stop lever in order to engage the pinion drive gear with
many times in one second in order to control the the ring gear. The front end of the plunger makes
field current to the alternator. The output voltage contact across the battery and the motor terminals
from the alternator will now supply the needs of the of the solenoid. The starting motor begins to turn
battery and the other components in the electrical the flywheel of the engine.
system. No adjustment can be made in order to
change the rate of charge on these alternator When the start switch is opened, current no longer
regulators. flows through the windings. The spring pushes the
plunger back to the original position. The spring
simultaneously moves the pinion gear away from
i01394925 the flywheel.
Starting Solenoid When two sets of windings in the solenoid are used,
the windings are called the hold-in windings and
SMCS Code: 1467
the pull-in windings. Both of the windings have the
same number of turns around the cylinder. However,
A solenoid is an electromagnetic switch that does
the pull-in winding uses a wire with a larger diameter
two basic operations.
in order to produce a greater magnetic field. When
the start switch is closed, part of the current flows
• The solenoid closes the high current starting from the battery through the hold-in windings. The
motor circuit with a low current start switch circuit.
rest of the current flows through the pull-in windings
to the motor terminal. The current then goes through
• The solenoid engages the starter motor pinion the motor to the ground. When the solenoid is fully
with the ring gear.
activated, current is shut off through the pull-in
windings. Only the smaller hold-in windings are
in operation for the extended period of time. This
period of time is the amount of time that is needed
for the engine to start. The solenoid will now take
less current from the battery. The heat that is made
by the solenoid will be kept at an acceptable level.
40
Systems Operation Section

i01394933 • The starting motor is protected from continuous

starting. For example, if an operator is holding the
Starting Motor key in the Start position after the engine starts,
the starting motor solenoid will disengage after
SMCS Code: 1451 engine speed reaches 300 rpm.
The starting motor is used to turn the engine
flywheel in order to start the engine. i01847547

Circuit Breaker
SMCS Code: 1420

The circuit breaker is a sealed electromagnetic

switch that opens the electrical circuit if the current
exceeds the rating of the circuit breaker.

The circuit breaker has a coil that operates as an

electromagnet. As the current that flows through the
coil increases, the coil’s magnetic field becomes
stronger. If the current exceeds the trip point, the
mechanism that normally closes the electrical circuit
is pulled toward the coil’s magnetic field and the
Illustration 42 g00285113 electrical circuit is opened.
Cross section of the starting motor (typical example)
(1) Field winding NOTICE
(2) Solenoid Find and correct the problem that causes the circuit
(3) Clutch breaker to open. This will help prevent damage to the
(4) Pinion circuit components from too much current.
(5) Commutator
(6) Brush assembly
(7) Armature
The circuit breaker is designed to operate in a
temperature range of −40 to 85 C (−40 to 185 F).
The starting motor has a solenoid (2). When the
Because the circuit breaker uses an electromagnet
start switch is activated, electricity will flow through
rather than a metal element that responds to heat,
the windings of the solenoid. The solenoid core will
the circuit breaker is not affected by changes in
move in order to push pinion (4) with a mechanical
the ambient temperature. Also, the electromagnet
linkage. This will engage with the ring gear on
operates faster than a metal element.
the flywheel of the engine. Pinion (4) will engage
with the ring gear before the electric contacts in
The circuit breaker is reset with a toggle switch. If
solenoid (2) close the circuit between the battery
the current continues to exceed the circuit breaker’s
and the starting motor. When the circuit between
rating, the electrical circuit will remain open even
the battery and the starting motor is complete,
when the toggle switch is held in the ON position.
pinion (4) will turn the engine flywheel. A clutch
gives protection to the starting motor. The engine
The junction box has four circuit breakers that are
can not turn the starting motor too fast. When the
identified in Illustration 43.
start switch is released, pinion (4) will move away
from the flywheel ring gear.

Starting Motor Protection

The starting motor is protected from damage in two
ways:

• The starting motor is protected from engagement

with the engine when the engine is running. The
control feature will not allow the starting motor to
engage if the speed is above 0 rpm.
 41
Systems Operation Section

g00927512
Illustration 43
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
42
Testing and Adjusting Section

Testing and Adjusting Connecting the Caterpillar

Section Electronic Technician (Cat ET)
to the Electronic Control Module
(ECM)
Electronic Control System Table 5
Tools Needed Qty
i01821188
This PC configuration is recommended: 1
General Information Intel Pentium II 333 mHz processor
64 megabyte of RAM
(Electronic Control System) 4.3 GB hard drive
Drive for floppy disks (3.5 inch with 1.44 MB)
SMCS Code: 1901 14X speed CD-ROM drive
VGA monitor or display
RS-232 port with 16550AF UART
Certain programmable parameters must be entered
Windows NT 4.0 (1)
in order for the electronic control system to operate Windows 95 (1)
properly. Other programmable parameters are Windows 98 (1)
adjusted according to the customer’s preferences Mouse
for the installation.
This PC configuration has the minimum 1
Caterpillar Electronic Service Tools are designed to requirements:
IBM PC compatible 100 MHz processor
help the service technician perform the following 32 megabyte of RAM
functions: 10 MB of available hard drive space
CD-ROM drive
• Obtain data. Drive for floppy disks (3.5 inch with 1.44 MB)
Windows NT 4.0 (1)
• Diagnose problems. Windows 95 (1)
Windows 98 (1)
• Read parameters. RS-232 port with 16550AF UART
VGA monitor or display
Mouse
• Program parameters.
Single user license for Cat ET 1
• Calibrate sensors. Use the most recent version of this software.
“JERD2124”
The tools that are listed in Table 5 are required in 1
Software
order to enable a service technician to perform the Data subscription for all engines
procedures. “JERD2129”
160-0141 Adapter Cable 1
171-4401 Communication Adapter II 1
160-0133 Adapter Cable (CAT Data Link) 1
7X-1414 Adapter Cable 1
(1) Any of these operating systems are acceptable.

For instructions on using Cat ET, refer to the User’s

Manual that is included with the software.

The battery supplies the communication adapter

with 24 VDC. Use the following procedure to
connect Cat ET and the communication adapter
to the engine.

1. Turn the engine control switch to the OFF/RESET

position.
 43
Testing and Adjusting Section

If Cat ET displays “Duplicate Type on data link.

Unable to Service”, check the harness code for
the slave ECM.

The harness inside the terminal box for the

slave ECM has a jumper wire (harness code)
that connects terminals J3-29 and J3-60. The
ECM that is connected to the harness reads
the harness code. This allows the ECM to
operate as the slave ECM. The jumper wire
must be connected in order for the Cat ET to
communicate with the modules. The jumper wire
must be connected in order for the engine to
crank. The jumper wire must remain connected
in order for the engine to run.

Check the continuity between terminals J3-29

and J3-60. Verify that the jumper wire is in good
condition. Make repairs, as needed.

Recommendations for
Programming the System
Configuration Parameters
For descriptions of the parameters, refer to Systems
Operation, “Electronic Control System Parameters”.
The values of the parameters can be viewed on the
“Configuration” screen of Cat ET.

Programmable parameters enable the engine to be

configured in order to meet the requirements of the
application. The system configuration parameters
must be programmed when the application is
g00927657
Illustration 44 installed. Perform this programming before the initial
(1) PC engine start-up.
(2) 196-0055 Serial Cable or the 160-0141 Serial Cable
(3) 171-4401 Communication Adapter II Data from a gas analysis is required in order to
(4) 207-6845 Adapter Cable determine the correct settings for the air/fuel ratio
(5) 7X-1414 Data Link Cable
control. The data must be entered into Caterpillar
Software, LEKQ6378, “Methane Number Program”.
2. Connect cable (2) to the RS232 serial port of
Incorrect programming of parameters may lead to
PC (1).
complaints about performance and/or to engine
damage.
3. Connect cable (2) to communication adapter (3).
If an ECM is replaced, the appropriate parameters
4. Connect cable (4) to communication adapter (3).
must be copied from the original ECM. This can be
done with the “Copy Configuration” feature of Cat
5. Connect cable (4) to cable (5).
ET. Alternatively, the settings can be recorded on
paper and then programmed into the new module.
6. Connect cable (5) to the service tool connector
of the terminal box.
NOTICE
7. Turn the engine control switch to the STOP Changing the parameters during engine operation can
position. The engine should be OFF. cause the engine to operate erratically. This can cause
engine damage.
If Cat ET and the communication adapter
do not communicate with the ECM, refer to Only change the settings of the parameters when the
Troubleshooting, “Electronic Service Tool Will Not engine is STOPPED.
Communicate With ECM”.
44
Testing and Adjusting Section

Changing the Settings of the When you adjust the auxiliary governor, make sure
that the “Grid Status” parameter is “On”.
Monitoring System
After you make adjustments, always test the stability
For descriptions of the monitoring system
by interrupting the engine speed and/or load. Use
parameters, refer to Systems Operation, “Engine
the “Bump” feature on Cat ET. Operate the engine
Monitoring System”.
through the entire range of speeds and of loads in
order to ensure stability.
To change the settings of the parameters, use Cat
ET and select the “Service/Monitoring System”
To set the proportional gain, increase the
screen.
proportional gain until the actuator becomes
unstable. Slowly reduce the proportional gain in
Use care when you program the trip points and the
order to stabilize the actuator. Use Cat ET to bump
delay times. Ensure that the response of the ECM is
the engine speed. Observe that the engine operates
correct for the application. The monitoring system
properly with little overshoot or undershoot.
will accept any settings within the ranges.
The adjustment of integral gain dampens the
NOTICE actuator’s response to changes in load and in
Changing the parameters during engine operation can speed. Increasing the integral gain provides less
cause the engine to operate erratically. This can cause damping. Decreasing the integral gain provides
engine damage. more damping. To reduce overshoot, decrease the
integral gain. To reduce undershoot, increase the
Only change the settings of the parameters when the integral gain.
engine is STOPPED.
Note: An increase of the integral gain may require
a decrease of the proportional gain in order to
i01821203 maintain a stable operation.

Engine Governing - Adjust Note: Adjustment of the integral gain directly

affects the damping of the throttle actuator. An
SMCS Code: 1901-025 excessive increase of the derivative gain may
amplify instability.
The response of the throttle actuator can be
adjusted with the Caterpillar Electronic Technician Decrease the derivative gain until a slow, periodic
(Cat ET). Use Cat ET to change these three instability is observed. Then, slightly increase the
parameters: derivative gain. Repeat the adjustments of the
proportional gain and of the integral gain. Continue
• Proportional Gain to increase the derivative gain and readjust the
proportional gain and the integral gain until stability
• Integral Gain is achieved and the engine’s response to changes
in load and in speed is optimized.
• Derivative Gain
These adjustments are provided in order to obtain Governor Type
optimum responses to changes in the load and in
the speed. The adjustments also provide stability Use Cat ET to select the “Governor Type Setting”
during steady state operation. configuration parameter.

Note: Adjustment of the proportional gain directly For generator set applications, there are two sets of
affects the speed of the throttle actuator when there responses for the throttle actuator. The “Isochronous
is a difference between the actual engine speed and Mode” is used to provide “off grid” engine stability
the desired engine speed. An excessive increase of for synchronization. The “Droop Operation” is for
the proportional gain may amplify instability. “on grid” stability. Adjustment to the settings for the
throttle actuator relates to both of the responses.
When you adjust the primary governor, make
sure that the “Grid Status” parameter is “Off”. To
change the gain, stability, or compensation, use the
“Real Time Graphing” feature on the “Information”
drop-down menu of Cat ET. The graph provides
the best method for observing the effects of the
adjustment.
 45
Testing and Adjusting Section

i01821257 i01821478

Manifold Air Pressure Sensor Detonation Sensor

SMCS Code: 1917 SMCS Code: 1559
Table 6 Detonation is engine knock that occurs after
Tools Needed Quantity combustion has occurred. The excessive
mechanical stress and thermal stress can reduce
1U-5470 Engine Pressure Group 1 the service life of the engine. There are several
possible causes of detonation. Examples are a rich
Absolute pressure – Absolute pressure is the gauge air/fuel mixture, overload, a high compression ratio,
pressure plus the local barometric pressure. and high inlet manifold air temperature.

Gauge pressure – Gauge pressure is the absolute Combustion of the air/fuel mixture prior to the
pressure minus the local barometric pressure. spark is a premature ignition. This is usually
caused by a hot spot in the combustion chamber.
The inlet manifold pressure sensor measures the Possible sources of premature ignition are an
absolute inlet manifold air pressure. incorrect spark plug, an incorrectly installed spark
plug, and deposits in the combustion chamber.
To verify that the inlet manifold pressure sensor is Detonation can be the result of premature ignition.
accurate, use the Caterpillar Electronic Technician The premature ignition has the effect of advanced
(ET) to read the inlet manifold air pressure when the ignition timing.
engine is stopped. The correct pressure will be the
ambient barometric pressure. Although a sensor may indicate the presence of
detonation, the problem could be a premature
Use the following procedure to compare the reading ignition. An indication of detonation can also be
from the inlet manifold pressure sensor with a caused by excessive mechanical engine noise.
reading from the 1U-5470 Engine Pressure Group.
To avoid detecting vibrations that are not related to
detonation, the Electronic Control Module (ECM)
only monitors a detonation sensor when one of the
sensor’s cylinders is between 5 degrees before top
center and 35 degrees after top center. Therefore,
the “Block Tap” method of testing the detonation
sensors does not work for the G3500C Engines.

For information on testing the detonation sensors,

refer to the engine’s Troubleshooting manual.

i01847711

Engine Speed/Timing Sensor

g00929850
Illustration 45 SMCS Code: 1912
Right view at the rear of the engine
Plugs in the air inlet manifold If a diagnostic code is generated for the engine
speed/timing sensor, refer to the Troubleshooting
Remove one of the plugs from the air inlet manifold. Manual.
Connect a line from the opening to a pressure
gauge from the 1U-5470 Engine Pressure Group. The master Electronic Control Module (ECM) uses
Operate the engine under a load. Use Cat ET the engine speed/timing sensor to help calculate
to read the inlet manifold air pressure. Read the the mechanical differences between the Top Center
pressure gauge from the 1U-5470 Engine Pressure (TC) of the flywheel and the TC of the timing
Group and add the local barometric pressure to the gear on the left rear camshaft gear. The engine
reading. Compare the calculation to the reading speed/timing sensor signals the TC of the timing
from Cat ET. gear to the master ECM.

For proper operation, the condition and installation

of the sensor must be correct. If the condition or
the installation of the sensor is suspect, use the
following procedure.
46
Testing and Adjusting Section

b. Extend sliphead (2) by a minimum of 4 mm

(0.16 inch).

c. Coat the threads of the sensor with 4C-5598

High Temperature Anti-Seize.

Note: The sliphead is designed to contact a tooth

of the speed-timing wheel. The maximum allowable
gap between the sliphead and the tooth is 0.5 mm
(0.02 inch).

d. Install the sensor. Tighten the locknut to

40 ± 5 N·m (30 ± 4 lb ft).

Illustration 46 g00760464 Timing Calibration

(1) Engine speed/timing sensor
Calibration of the timing is required only after the
1. Remove engine speed/timing sensor (1). Inspect following circumstances:
the condition of the end of the magnet. Look for
signs of wear and contaminants. • The master ECM has been replaced.

2. Clean any debris from the face of the magnet. • The speed/timing sensor has been replaced.
• The timing gear and/or the rear gear train have
been adjusted.

• The timing gear and/or the rear gear train have

been replaced.

The Caterpillar Electronic Technician (Cat ET) uses

g00909543
the engine speed/timing sensor to help calibrate
Illustration 47 the engine timing. For instructions on the timing
(2) Sliphead calibration, refer to Troubleshooting, “Engine
Speed/Timing Sensor - Calibrate”.
3. Check the tension of sliphead (2). Gently extend
the sliphead for a minimum of 4 mm (0.16 inch).
Then push back the sliphead. i01821485

When the sliphead has the correct tension, at

Ignition Transformer
least 22 N (5 lb) of force is required to push in SMCS Code: 1561
the sliphead from the extended position.
If an ignition transformer is suspect, use the
NOTICE following procedure to check the transformer:
The sliphead must be fully extended when the speed/
timing sensor is installed so that the sensor maintains
the correct clearance with the speed-timing wheel.
If the correct clearance is not maintained, the signal
from the sensor will not be generated. Ignition systems can cause electrical shocks.
Avoid contacting the ignition system components
Do not install the sensor between the teeth of the and wiring.
speed-timing wheel. Damage to the sensor would re-
sult. Before installing the sensor, ensure that a tooth Do not attempt to remove the transformers when
of the wheel is visible in the mounting hole for the sen- the engine is operating. The transformers are
sor. grounded to the valve covers. Personal injury or
death may result and the ignition system will be
damaged if the transformers are removed during
4. Install the engine speed/timing sensor. engine operation.
a. Ensure that a tooth on the speed-timing wheel
is visible in the mounting hole for the sensor. 1. Turn the engine control OFF. Switch the engine’s
circuit breaker OFF.
 47
Testing and Adjusting Section

8. Measure the primary circuit by checking the

voltage of the diode.

g00829100
Illustration 50
Transformer’s connector for the ignition harness
(A) Terminal
(B) Terminal
(C) Unused

a. Set the multimeter to the diode scale. Connect

the multimeter’s leads to terminals (A) and (B)
on the transformer’s connector for the ignition
harness. The polarity of the leads does not
matter. Measure the voltage between the
g00929956
Illustration 48 terminals and record the measurement.
(1) Cover
(2) Connector b. Reverse the polarity of the probe and measure
(3) Transformer the voltage between the terminals again.
(4) Extension
(5) Spark plug
(6) Mounting flange for the transformer One of the measurements is approximately
0.4 to 0.6 VDC. The other measurement
2. Remove cover (1). indicates an open circuit.

3. Disconnect the ignition harness from connector Voltage that is significantly outside of this
(2). Remove transformer (3) and extension (4) range could indicate a problem with the
from the engine. transformer.

4. Inspect the body of transformer (3) and extension Note: The resistance of the secondary coil will vary
(4) for corrosion and/or for damage. with the temperature. Illustration 51 demonstrates
the relationship between the secondary coil’s
5. The extension has an internal O-ring seal for resistance and the temperature. A reading that is
spark plug (5). Inspect the O-ring seal for within ± 1000 ohms is acceptable. For example, if
damage. the transformer’s temperature is 60 C (140 F), the
correct resistance is 22,000 ± 1000 ohms.
6. The extension has an internal terminal for the
spark plug. Inspect the terminal for looseness,
for corrosion, and/or for damage. Insert an extra
spark plug into the transformer and check the
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.

7. Clean any deposits from the inside of the

extension. Use a 6V-7093 Brush with isopropyl
alcohol.
g00863850
Illustration 51
Resistance versus temperature
(Y) Resistance in ohms
g00754013
Illustration 49 (X) Temperature in degrees Celsius (degree Fahrenheit)
Symbol for a diode
9. Measure the resistance of the secondary circuit.
48
Testing and Adjusting Section

a. Set the multimeter to the 40,000 Ohm There is virtually no maintenance for the spark plug.
scale. Measure the resistance between the The electrode gap is not adjustable. The resistance
extension’s internal terminal for the spark plug cannot be measured. Unless the holes in the spark
and mounting flange (6) for the transformer. plug’s precombustion chamber become plugged,
no cleaning is required.
If the resistance between the terminal for the
spark plug and the mounting flange for the
transformer is within the acceptable tolerance,
proceed to Step 10.

Resistance that is significantly outside of

this range could indicate a problem with the
transformer or with the extension.

10. Switch the suspect transformer with a

transformer from a different cylinder that is known
to be good. Install the transformers.

11. Reset the control system. Clear any logged

diagnostic codes.

12. Start the engine and operate the engine in order

to generate a diagnostic code.

If the problem follows the transformer, replace the

transformer. Make sure that you use the correct
transformer for the engine. Reset the control
system. Clear any logged diagnostic codes.

If the problem stays with the cylinder, there is a

problem with the spark plug or with the electrical
circuit for the transformer.

For instructions on the electrical circuit, refer to

the engine’s Troubleshooting manual.

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.

For instructions on inspection and replacement of

the spark plug, refer to the engine’s Operation and
Maintenance Manual.

g00837850
Illustration 52
Spark plug’s precombustion chamber
 49
Testing and Adjusting Section

Fuel System For information on acceptable fuels for the engine,

refer to the engine’s Operation and Maintenance
Manual.
i01821544

General Information (Fuel i01847732

System) Air/Fuel Ratio Control - Adjust

SMCS Code: 1250 SMCS Code: 1266-025

The High Heat Value (HHV) is a measurement of To comply with the emissions requirements of the
the total heat that is generated by combustion of a site, perform the following procedure.
fuel. When any hydrocarbon is used as a fuel in
an internal combustion engine, water is one of the 1. Connect a properly calibrated emissions analyzer
products of combustion. The water is converted into to the exhaust stack.
steam before leaving the engine. The conversion
requires heat. The steam removes the heat and the 2. Connect the Caterpillar Electronic Technician
energy is not used by the engine. The HHV minus (Cat ET) to the service tool connector. Refer
the heat that is used to vaporize the water equals to Systems Operation/Testing and Adjusting,
the Low Heat Value (LHV) of the fuel. “General Information (Electronic Control
System)”.
The fuel must be mixed with air in order to produce
combustion. The amount of air that is required for 3. Start the engine. Increase the engine speed to
efficient combustion will vary for different types of high idle rpm.
fuels because of the fuels’ different compositions.
For optimum engine operation, the air/fuel ratio 4. Close the main circuit breaker for the generator
must be adjusted properly. in order to engage the generator.

The fuel’s methane number indicates the tendency Note: When the engine load reaches 25 percent, the
of the fuel to detonate. Fuel with a low methane engine control system will operate in the feedback
number burns more quickly than fuel with a high mode.
methane number. Additionally, the heat that is
produced by compression can ignite fuel with a 5. Slowly ramp the load up to 30 percent.
low methane number sooner than fuel with a high
methane number. If an engine is using low methane Note: When the engine is running in the feedback
fuel and the timing is too early, detonation will mode, the Fuel Correction Factor (FCF) may no
occur. To avoid detonation, the engine timing must longer be 100 percent. The master Electronic
be retarded for low methane. The engine may also Control Module (ECM) may adjust the FCF in order
need a lower compression ratio. to compensate for the fuel quality and for the
ambient conditions.
An engine with a low compression ratio is able
to utilize fuels with low methane. An engine with 6. Verify that the reading on Cat ET for the
a high compression ratio can use a more limited generator’s power output agrees with the
range of fuels. However, a higher power output and switchgear’s reading.
greater fuel economy can be obtained. Operation
without combustion problems and production of the If the readings do not agree, adjust the
required power from the available fuel depends on “Generator Output Power Sensor Scale Factor”
the correct engine configuration. and/or the “Generator Output Power Sensor
Offset” parameters.
For a detailed explanation of methane numbers,
see Application and Installation Guide, LEKQ7256, Also, make sure that the “Engine Full Load
“Fuels/Fuel Systems”. Rating” and the “Engine Driven Equipment Load”
parameters are accurately programmed.
Follow the guide for fuel usage that is in the engine’s
Engine Performance publication. These publications 7. Slowly ramp up to 100 percent load.
are available from your Caterpillar dealer.
8. Verify that the reading on Cat ET for the
For detailed information on gaseous fuels, refer generator’s power output agrees with the
to Engine Data Sheet, LEKQ3105, “Internal switchgear’s reading.
Combustion Engine Fuel Gases”.
50
Testing and Adjusting Section

9. Select “Configuration” from the “Service” 1. Remove cover (1) and plug (3) from the right
drop-down menu. Adjust the “NOx Emission Gain front side of the flywheel housing.
Adjustment” parameter in order to obtain the
values of emissions that are required at the site.

• To lean the air/fuel mixture, decrease the gain

adjustment.

• To richen the air/fuel mixture, increase the gain

adjustment.

A small change in the “NOx Emission Gain

Adjustment” causes a large change in the actual
exhaust emissions. For example, an adjustment
of one percent in the parameter’s value will result
in a change of 20 to 40 ppm in the actual level
of NOx.
g00284800
Illustration 54
When you adjust the exhaust emissions, make Timing bolt installation (typical example)
a small change in the value of the gain. Wait (2) Timing bolt
until the system stabilizes. Check the emissions (4) 9S-9082 Engine Turning Tool
again. Repeat the process until the desired
emissions level is achieved. 2. Put timing bolt (2) through the timing hole in
the flywheel housing. Use the 9S-9082 Engine
Use the emissions analyzer in order to verify that Turning Tool (4) and a ratchet wrench with a
the values of emissions meet the requirements 1/2 inch drive in order to turn the flywheel in
of the site. the direction of normal engine rotation. Turn the
flywheel until the timing bolt engages with the
hole in the flywheel.
i01818876

Finding the Top Center Note: If the flywheel is turned beyond the point of
engagement, the flywheel must be turned in the
Position for the No. 1 Piston direction that is opposite of normal engine rotation.
Turn the flywheel by approximately 30 degrees.
SMCS Code: 1105-531 Then turn the flywheel in the direction of normal
engine rotation until the timing bolt engages with
Table 7
the threaded hole. This procedure will remove the
Tools Needed Quantity play from the gears when the No. 1 piston is on the
top center.
9S-9082 Engine Turning Tool 1
3. Remove the valve cover for the No. 1 cylinder
head.

4. The inlet and exhaust valves for the No. 1

cylinder are fully closed if the No. 1 piston is on
the compression stroke and the rocker arms can
be moved by hand. If the rocker arms cannot
be moved and the valves are slightly open, the
No. 1 piston is on the exhaust stroke. Find the
cylinders that need to be checked or adjusted
for the stroke position of the crankshaft after the
timing bolt has been installed in the flywheel.
Refer to Testing And Adjusting, “Crankshaft
Position for Valve Lash Setting”.
g00284799
Illustration 53 Note: When the actual stroke position is identified
Timing bolt location (typical example) and the other stroke position is needed, remove
(1) Cover the timing bolt from the flywheel. Turn the flywheel
(2) Timing bolt by 360 degrees in the direction of normal engine
(3) Plug rotation.
 51
Testing and Adjusting Section

i01821606

Camshaft Timing
SMCS Code: 1210

Timing Check
Table 8
Tools Needed Quantity
9S-9082 Engine Turning Tool 1

g00284802
Illustration 56
Installation of timing pins (typical example)
(2) Timing pin
(3) RH Camshaft

4. When the timing bolt is installed in the flywheel

and the No. 1 piston is on the compression
stroke, remove timing pins (2) from the storage
positions.

5. Install timing pins (2) through timing holes (1)

in the engine block. Install timing pins (2) into
Illustration 55 g00284801 the groove in camshaft (3) on each side of the
Location of timing pins (typical example)
engine. In order to time the engine correctly,
the timing pins must fit into the groove of each
(1) Timing hole camshaft.
(2) Timing pin

1. Remove rear camshaft covers from both sides If the timing pins do not engage in the grooves
of the engine. of both camshafts, the engine is not in time, and
one or both camshafts must be adjusted.
2. Refer to Testing and Adjusting, “Finding the Top
Center Position for the No. 1 Piston”. 6. Proceed to the “Timing Adjustment” procedure.

Note: When the timing bolt is installed in the NOTICE

flywheel, it is not necessary to remove the No. 1 If a camshaft is out of time more than 18 degrees
valve cover in order to find the compression stroke. (approximately 1/2 the diameter of timing pin out of
Both rear camshaft covers must be removed in groove), the valves can make contact with the pistons.
order to check the timing. This will cause damage that will make engine repair
necessary.
3. When the timing bolt is installed in the flywheel,
look at the rear end of the camshaft. If the
timing ring is visible, then the No. 1 piston is Timing Adjustment
on the compression stroke. If the timing ring is
not visible, feel the back of the camshaft for Table 9
the groove. If the groove is at the back of the Tools Needed Quantity
camshaft, the flywheel must be turned by 360
degrees in order to put the No. 1 piston on the 9S-9082 Engine Turning Tool 1
compression stroke. 1P-0820 Hydraulic Puller 1
8B-7548 Push-Puller Tool Group 1
8B-7559 Adapter 2
5H-1504 Hard Washer 3
9U-6600 Hand Hydraulic Pump 1
52
Testing and Adjusting Section

Note: Before any timing adjustments are made,

make sure that adjustments are necessary. Refer
to “Timing Check”.

After the timing check procedure is completed, the

timing bolt will be engaged in the flywheel with No.
1 piston at the top center (TC) position.

1. Disconnect the ignition harness from all of

the ignition transformers on the side of the
engine with the camshaft that needs adjustment.
Remove the ignition transformers.

g00662269
Illustration 58
Left rear
(3) Cover
(4) Speed/Timing sensor

3. Remove camshaft gear cover (3) from the rear of

the engine. If the left rear camshaft gear must be
removed, remove speed/timing sensor (4) first.

g00930076
Illustration 57
(1) Bolt
(2) Rocker Shaft

2. Remove all valve covers on the side of the Illustration 59

g00662337
engine with the camshaft that needs adjustment.
Rear gear group
Loosen bolts (1) that hold rocker shaft (2) to the
valve cover bases until all rocker arms are free (5) Gear (left camshaft drive)
(6) Idler gear
from the valves. (7) Speed/Timing ring
(8) Gear (right camshaft drive)
Note: The above procedure must be done before (9) Washer
the camshaft drive gear is pulled off the camshaft (10) Bolt
(11) Bolt
taper. (12) Plate

4. To remove the left camshaft drive gear, remove

bolt (10) and washer (9). Remove speed/timing
ring (7) from the left camshaft.

5. To remove right camshaft drive gear, remove bolt

(11) and plate (12) from the right camshaft.
 53
Testing and Adjusting Section

9. Remove timing pins (13) from the storage

positions which are located under the rear
camshaft covers on each side of the engine.

10. Turn the camshafts until timing pins (13) can

be installed through timing holes and into the
grooves (slots) in the camshaft.

11. Use the following procedure to install camshaft

gears (5) and (8):

a. For correct timing, the timing bolt must be

installed in the flywheel and all gear clearance
(backlash) must be removed. Turn the
g00662446
camshaft drive gears in the same direction as
Illustration 60 crankshaft rotation and hold in this position.
Removing the camshaft drive gear
(A) 1P-0820 Hydraulic Puller b. Pin both camshafts and put the camshaft
(12) Plate drive gears in position in line with idler gears
(6) on each camshaft taper.
6. Use tooling (A) to remove camshaft drive gears
(5) and (8). Note: Make sure that the gear tapers and the shaft
tapers are clean, dry, and free of lubricants.
7. Install the three 5H-1504 Hard Washers behind
plate (12). This plate holds the camshaft drive c. Install speed/timing ring (7), bolt (10) and
gear on the camshaft. Install plate (12) and bolt washer (9) on the left side. Install bolt (11) and
(11) on the camshaft. plate (12) on the right side in order to hold the
camshaft drive gears to each camshaft.
NOTICE
Do not apply more than 41,340 kPa (6,000 psi) of pres- d. Remove camshaft timing pins (13). Tighten
sure to 1P-0820 Hydraulic Puller. 8B-7559 Adapters bolts (10) and (11) to a torque of 360 ± 40 N·m
are rated at 5 ton each and 1P-0820 Hydraulic Puller (26 ± 30 lb ft).
is rated at 17 ton at 68,900 kPa (10,000 psi). If too
much pressure is applied, the gear may be damaged. e. Strike plate (12) or the center of speed/timing
ring (7). This will seat the gear on the
taper. Then tighten the bolt to a torque of
8. Use the 8B-7559 Adapter and needed parts 360 ± 40 N·m (266 ± 30 lb ft).
from the 8B-7548 Push-Puller Tool Group
to install the 1P-0820 Hydraulic Puller on Note: If necessary, repeat Step 11.e until the torque
the camshaft drive gear. Apply 41,340 kPa does not change. Make sure that the drive gears
(6,000 psi) to the puller and tap the screw until are in full contact with the taper on the camshafts.
the camshaft drive gear is free of the camshaft
taper. Remove the tooling and the camshaft drive f. Verify the crankshaft in relation to the camshaft
gear from the camshaft. by installing camshaft timing pins (13). Loosen
bolt (11) and the camshaft drive gear if the
timing pins cannot be installed. Repeat the
installation procedure of the camshaft drive
gear.

12. Install the gasket and the camshaft gear cover

on the rear housing. Use two 3/8 inch by 6 inch
long guide bolts.

13. Remove timing pins (13) from the camshafts.

Install timing pins (13) in the storage positions.
Install the covers over the camshafts and timing
pins.

g00662447
14. Remove the timing bolt from the flywheel
Illustration 61 housing.
Camshaft timing
(13) Timing pin
54
Testing and Adjusting Section

15. Install the 5M-6213 Pipe Plug in the flywheel

housing timing hole. Remove the engine turning
pinion, and install the cover and the gasket.

16. Correctly engage the rocker arms with the

pushrods. Tighten the bolts for the rocker shafts
to a torque of 120 ± 20 N·m (89 ± 15 lb ft).

17. Adjust the valve lash. Refer to Testing And

Adjusting, “Valve Lash and Valve Bridge
Adjustment”.
 55
Testing and Adjusting Section

Air Inlet and Exhaust Exhaust Restriction

System Exhaust restriction (back pressure) is the difference
in the pressure between the exhaust at the outlet
elbow and the atmospheric air pressure.
i01599445
In addition to the loss of efficiency and power,
Restriction of Air Inlet and excessive exhaust restriction will lead to these
Exhaust results: high engine temperatures, reduced service
life of the turbocharger, and early problems with
SMCS Code: 1050-040 inlet and exhaust valves.

The efficiency of the engine and the engine power Use the differential pressure gauge of the 1U-5470
are reduced if there is restriction in the air inlet Engine Pressure Group in order to measure the
and/or the exhaust system. exhaust back pressure.

Inspect the air inlet and exhaust system. Make sure

that there are no obstructions or leaks in the system.
Table 10
Hot engine components can cause injury from
burns. Before performing maintenance on the
Tools Needed Qty engine, allow the engine and the components to
1U-5470 Engine Pressure Group 1 cool.

Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.

When working on an engine that is running, avoid

contact with hot parts and rotating parts.

Connect the pressure port of the differential pressure

gauge to the test location on the exhaust manifold.
The test location may be located anywhere along
the exhaust piping after the turbocharger but before
g00295554
Illustration 62 the muffler. Choose a location that is as close to the
1U-5470 Engine Pressure Group engine as possible. Install the probe into a straight
pipe that is three to five diameters of the pipe away
The 1U-5470 Engine Pressure Group is used to from the last transition.
measure the inlet air restriction and the exhaust
back pressure. The maximum exhaust back pressure is 6.7 kPa
(27 inches of H2O). If the exhaust restriction reaches
this limit, determine the cause of the restriction and
Air Inlet Restriction correct the condition.
Air inlet restriction is the difference in pressure
between the air lines after the air cleaner and the i01821658
atmospheric air pressure.
Measuring Inlet Manifold
Use the differential pressure gauge of the 1U-5470 Temperature
Engine Pressure Group in order to measure the air
inlet restriction. Connect the pressure port of the SMCS Code: 1921-082
differential pressure gauge to the opening for the air
filter service indicator on the air cleaner. Table 11
Tools Needed Qty
For optimum operation, replace the air filter
when the air filter restriction reaches 3 kPa 4C-6500 Digital Thermometer 1
(12 inches of H2O). The maximum air filter restriction
is 3.7 kPa (15 inches of H2O).
56
Testing and Adjusting Section

The Electronic Control Module (ECM) uses the i01599542

inlet manifold air temperature to help calculate the
density of the air/fuel mixture. Compression
Use the Caterpillar Electronic Technician (ET) to SMCS Code: 1215-081
monitor the inlet manifold air temperature. The
Table 12
temperature can be verified with the 4C-6500
Digital Thermometer. Tools Needed Quantity
193-5859 Cylinder Pressure Gauge 1
Gp (Gas Engine)

Cylinder pressure can be measured during

inspection of the spark plugs. The condition of
the following items can be tested by checking the
cylinder pressure: valves, valve seats, pistons,
piston rings, and cylinder liners.

A loss of cylinder pressure or a change of pressure

in one or more cylinders may indicate the following
conditions. These conditions may indicate a
problem with lubrication:
g00929850
Illustration 63 • Excessive deposits
Right view at the rear of the engine
Plugs in the air inlet manifold • Guttering of valves

To measure the inlet manifold air temperature, use • A broken valve

the 4C-6500 Digital Thermometer. Remove one
of the plugs from the air inlet manifold. Insert a • A piston ring that sticks
temperature probe in place of the plug. Measure
the temperature when the engine is operating at • A broken piston ring
full load.
• Worn piston rings
If the inlet manifold air temperature is too high,
inspect the thermostatic valve and the separate • Worn cylinder liners
circuit’s cooling system.
Measure the cylinder pressure of an engine after
approximately 250 hours of operation. Record the
i01744420 data. Continue to periodically measure the cylinder
pressure. Comparing the recorded data to the new
Measuring Exhaust data provides information about the condition of
Temperature the engine.

SMCS Code: 1088-082 Note: Cylinder pressure is one of the three factors
that help to determine the in-frame overhaul interval.
Use the Caterpillar Electronic Technician (ET) to Refer to Operation and Maintenance Manual,
monitor individual cylinder exhaust temperatures, “Overhaul (In-Frame)”.
the exhaust temperature to the turbocharger, and
the exhaust temperature after the turbocharger. If the cylinder pressure has risen by one or more
compression ratios, the engine needs a top end
The temperatures can be verified with the 4C-6090 overhaul in order to remove deposits. Failure to
Temperature Selector Group, with the 6V-9130 remove the deposits will increase the chance for
Temperature Adapter, and with the 6V-7070 Digital detonation. Severe guttering of the valves will occur.
Multimeter. Refer to Operating Manual, NEHS0537
for the complete operating instructions for the To measure the cylinder pressure, use the
4C-6090 Temperature Selector Group. 193-5859 Cylinder Pressure Gauge Gp (Gas
Engine). Use the Special Instruction, NEHS0798
that is included with the gauge. Use the following
guidelines:
 57
Testing and Adjusting Section

• Remove all of the spark plugs. An adjustment is NOT NECESSARY if the valve lash
is within the tolerance that is listed in Table 13.
• Fully open the throttle plate.
Table 13
• Minimize the cranking time. This will enable a Valve Lash Check: Engine Stopped
maximum consistent cranking speed for the
check. Also, the battery power will be conserved. Valves Acceptable Valve Lash Range
Inlet 0.43 to 0.58 mm (0.017 to 0.023 inch)
Illustration 64 is a graph of typical cylinder pressures
for engines with different compression ratios. Exhaust 1.19 to 1.35 mm (0.047 to 0.053 inch)

If the measurement is not within tolerance, adjust

the valve bridge and then adjust the valve lash.

Valve Bridge Adjustment

The valve bridge must be adjusted before the valve
lash is adjusted. The valve bridge can be adjusted
without removing the rocker arms and shafts. The
valves must be fully closed. To determine whether
the valves are fully closed, refer to Testing And
Adjusting, “Finding the Top Center Position for
the No. 1 Piston” and Testing And Adjusting,
“Crankshaft Position for Valve Lash Setting”.

Note: If the cylinder head is disassembled, keep the

bridges with the respective valves. Check that the
bridge dowels are installed to the correct height.
Lubricate the bridge dowel, the bore for the bridge
dowel, and the top contact surface of the bridge.
Install the bridge on the dowel.

Use the following procedure to adjust the valve

bridges:

g00828960
Illustration 64
(Y) Cylinder pressure in kPa
(X) Compression ratio
(1) Normal range for cylinder pressure

i01821673

Valve Lash and Valve Bridge

Adjustment
SMCS Code: 1102-036

Valve Lash Check

Measure the valve lash between the rocker arm and
the valve bridge. Perform checks and adjustments
with the engine stopped. The valves must be fully
closed. To determine whether the valves are fully
closed, refer to Testing And Adjusting, “Finding the
Top Center Position for the No. 1 Piston” and Testing
And Adjusting, “Crankshaft Position for Valve Lash
Setting”.
58
Testing and Adjusting Section

3. Remove transformer (3) and extension (4) as a

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 new O-ring seal for assembly.

4. Remove valve cover (6). Inspect seal (7). If the

seal is damaged or deteriorated, obtain a new
seal for assembly.

g00930186
Illustration 66
(8) Locknut
(9) Adjusting screw
(10) Rocker arm
(11) Valve bridge

5. Loosen locknut (8) and adjusting screw (9).

6. Press straight down on rocker arm (10) at the

contact point for valve bridge (11). Turn adjusting
screw (9) clockwise until the screw just contacts
the valve stem.

7. Tighten adjusting screw (9) for an additional

25 ± 5 degrees in order to straighten the valve
bridge onto the dowel.

Illustration 65 g00930185 8. Hold adjusting screw (9) in position and tighten

locknut (8) to 30 ± 4 N·m (22 ± 3 lb ft).
(1) Cover
(2) Ignition harness
(3) Transformer 9. Make sure that the valve lash is correct. Refer
(4) Extension to “Valve Lash Check”.
(5) O-ring seal
(6) Valve cover 10. Make sure that seal (7) is in good condition.
(7) Seal
Install valve cover (6).
1. Remove cover (1).
11. Make sure that O-ring seal (5) is in good
condition. Install extension (4) and transformer
2. Disconnect ignition harness (2).
(3) as a unit.

12. Connect ignition harness (2).

 59
Testing and Adjusting Section

13. Install cover (1). Table 14

Valve Lash Setting: Engine Stopped
Valve Lash Adjustment Valves Gauge Dimension
The valve bridge must be adjusted before the valve Inlet 0.51 mm (0.020 inch)
lash is adjusted.
Exhaust 1.27 mm (0.050 inch)
Note: You can use the 147-5482 Valve Lash Gauge
Group to measure the valve lash. You will also need 6. Hold adjusting screw (2) in place and tighten
the 147-2056 Dial Indicator or the 147-5537 Dial locknut (1) to a torque of 70 ± 15 N·m
Indicator. (52 ± 11 lb ft).

1. Ensure that the No. 1 piston is at the top center 7. Verify that the setting is correct.
(TC) position. Refer to Testing And Adjusting,
“Finding the Top Center Position for the No. 1 8. Remove the timing bolt from the flywheel
Piston”. housing. Rotate the crankshaft for 360 degrees.
Install the timing bolt in the flywheel housing.
2. Work on the appropriate cylinders that are listed
in Testing and Adjusting, “Crankshaft Positions 9. With the No. 1 piston in the top center of the
for Valve Lash Setting”. opposite stroke, perform Steps 2 through 7 for
the remaining cylinders.
3. Before you perform any adjustments, use a soft
hammer to lightly tap each rocker arm at top of 10. Remove the timing bolt from the flywheel
the adjustment screw. This will ensure that the housing.
lifter roller is seated against the camshaft.
i01821980

Crankshaft Position for Valve

Lash Setting
SMCS Code: 1105; 1202

The SAE standard engine crankshaft rotation is

counterclockwise when the crankshaft is viewed
from the flywheel end.

g00930187
Illustration 67
(1) Locknut
(2) Adjusting screw
(3) Rocker arm
(4) Valve bridge

4. Loosen locknut (1) and adjusting screw (2).

5. Insert the appropriate feeler gauge between

rocker arm (3) and the contact surface of valve
bridge (4). Refer to Table 14.
60
Testing and Adjusting Section

Table 15
Crankshaft Positions for Valve Lash Setting
Standard Counterclockwise Rotation
Engine Stroke for the Number 1 Inlet Valves Exhaust Valves
Piston At the Top Center
Position (1)
G3520C Compression Stroke 1-2-5-6-9-10-11-13-14-17-18 1-2-3-4-11-12-13-14-15-16
Exhaust Stroke 3-4-7-8-12-15-16-19-20 5-6-7-8-9-10-17-18-19-20
Firing Order 1-2-11-12-3-4-15-16-7-8-19-20-9-10-17-18-5-6-13-14
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Refer to Testing And Adjusting, “Finding the Top Center
Position For the No. 1 Piston”. Find the top center (TC) position for a particular stroke and make the adjustment for the correct cylinders.
Remove the timing bolt. Turn the flywheel by 360 degrees in the direction of normal engine rotation. This will put the No. 1 piston at the top
center (TC) position on the opposite stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.
 61
Testing and Adjusting Section

Lubrication System i01794028

Excessive Engine Oil

i01574160 Consumption - Inspect
General Information SMCS Code: 1348-040
(Lubrication System)
Engine Oil Leaks on the Outside of
SMCS Code: 1300
the Engine
The following problems generally indicate a problem
in the engine’s lubrication system. Check for leakage at the seals at each end of
the crankshaft. Look for leakage at the gasket
• Excessive consumption of engine oil for the engine oil pan and all lubrication system
connections. Look for any engine oil that may be
• Low engine oil pressure leaking from the crankcase breather. This can
be caused by combustion gas leakage around
• High engine oil pressure the pistons. A dirty crankcase breather will cause
high pressure in the crankcase. A dirty crankcase
• Excessive bearing wear breather will cause the gaskets and the seals to
leak.
• Increased engine oil temperature
Engine Oil Leaks into the
i01563191 Combustion Area of the Cylinders
Excessive Bearing Wear - Engine oil that is leaking into the combustion area
Inspect of the cylinders can be the cause of blue smoke.
There are several possible ways for engine oil to
SMCS Code: 1203-040; 1211-040; 1219-040 leak into the combustion area of the cylinders:

When some components of the engine show • Leaks between worn valve guides and valve
bearing wear in a short time, the cause can be a stems
restriction in a passage for engine oil.
• Worn components or damaged components
An indicator for the engine oil pressure may show (pistons, piston rings, or dirty return holes for the
that there is enough engine oil pressure, but a engine oil)
component is worn due to a lack of lubrication. In
such a case, look at the passage for the engine oil • Incorrect installation of the compression ring
supply to the component. A restriction in an engine and/or the intermediate ring
oil supply passage will not allow enough lubrication
to reach a component. This will result in early wear. • Leaks past the seal rings in the turbocharger shaft
• Overfilling of the crankcase
• Wrong dipstick or guide tube
• Sustained operation at light loads
Excessive consumption of engine oil can also result
if engine oil with the wrong viscosity is used. Engine
oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.
62
Testing and Adjusting Section

i01727302

Increased Engine Oil

Temperature - Inspect
SMCS Code: 1348-040

If the engine oil temperature is higher than normal,

the engine oil cooler may have a restriction. Look
for a restriction in the passages for engine oil in
the engine oil cooler. The engine oil pressure will
not necessarily decrease due to a restriction in the
engine oil cooler.

Determine if the engine oil cooler bypass valve is Illustration 68 g00285344

held in the open position. This condition will allow
the engine oil to flow through the valve rather Measure the engine oil pressure to the camshaft
than through the engine oil cooler. The engine oil and main bearings on each side of the cylinder
temperature will increase. block at oil gallery plug (1). With the engine at
operating temperature, the correct minimum engine
Make sure that the cooling system is operating oil pressure at full load rpm is approximately
properly. A high coolant temperature in the engine 280 kPa (40 psi). The correct minimum engine oil
oil cooler will cause high engine oil temperature. pressure at low idle rpm is approximately 140 kPa
(20 psi).
i01554314
Compare the results to the engine oil pressure
Measuring Engine Oil Pressure that is indicated on the engine oil pressure gauge
and on the electronic service tool. If there is a
SMCS Code: 1304-081 notable difference between the engine oil pressure
readings, determine the cause.
Table 16
Tools Needed Qty If the engine oil pressure is too low or too high,
determine the cause and correct the condition. If the
1U-5470 Engine Pressure Group 1 engine oil pressure gauge or the engine oil pressure
sensor is incorrect, replace the suspect component.
An incorrect engine oil pressure gauge and an
incorrect engine oil pressure sensor will provide
false indications of low engine oil pressure or high
engine oil pressure. Use the 1U-5470 Engine
Pressure Group to measure the engine oil pressure.
Follow the instructions in Special Instruction,
SEHS8907, “Using the 1U-5470 Engine Pressure
Group” that is included with the tool.

Work carefully around an engine that is running.

Engine parts that are hot, or parts that are moving,
can cause personal injury.
 63
Testing and Adjusting Section

Cooling System • Coolant loss

• Overcooling
i01411133
If the cooling system is not properly maintained,
General Information (Cooling solids such as scale and deposits reduce the ability
System) of the cooling system to transfer heat. The engine
operating temperature will increase.
SMCS Code: 1350
Coolant can be lost by leaks. Overheated coolant
This engine has a pressure type cooling system. A can be lost through the cooling system’s pressure
pressure type cooling system has two advantages. relief valve. Lower coolant levels contribute to
additional overheating. Overheating can result in
conditions such as cracking of the cylinder head
• The pressure helps prevent cavitation. and piston seizure.
• The risk of boiling is reduced. Overcooling is the result of coolant that bypasses
Cavitation occurs when mechanical forces cause the water temperature regulators and flows
the formation of air bubbles in the coolant. The directly to the radiator or heat exchanger. Low
bubbles can form on the cylinder liners. Collapsing load operation in low ambient temperatures can
bubbles can remove the oxide film from the cause overcooling. Overcooling is caused by
cylinder liner. This allows corrosion and pitting water temperature regulators that remain open.
to occur. If the pressure of the cooling system is Overcooling enables the formation of sludge in the
low, the concentration of bubbles increases. The crankcase and carbon deposits on the valves.
concentration of bubbles is reduced in a pressure
type cooling system. If a problem with the cooling system is suspected,
perform a visual inspection before you perform any
The boiling point is affected by three factors: tests on the system.
pressure, altitude, and concentration of glycol in the
coolant. The boiling point of a liquid is increased by i01822049
pressure. The boiling point of a liquid is decreased
by a higher altitude. Illustration 69 shows the effects Visual Inspection
of pressure and altitude on the boiling point of water.
SMCS Code: 1350-535

If a problem with the cooling system is suspected,

inspect the cooling system before you perform any
tests on the cooling system.

1. Check the coolant level in the cooling system.

Refer to Operation and Maintenance Manual,
“Cooling System Coolant Level - Check”.

2. Make sure that the coolant meets the

recommendations of the Operation and
Maintenance Manual. Also, make sure that the
coolant has the following properties:
g00286266
Illustration 69 • Color that is similar to new coolant
The boiling point of the coolant also depends on the • Odor that is similar to new coolant
type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling • Free of dirt and debris
temperature. However, glycol transfers heat less
effectively than water. Because of the boiling point 3. Look for leaks in the cooling system. After the
and the efficiency of heat transfer, the concentration engine is stopped, look for coolant or steam from
of glycol is important. the radiator’s overflow. Inspect the hoses and
clamps for good condition.
Three basic problems can be associated with the
cooling system: If engine oil or coolant is leaking from the joint
between the cylinder head and the engine block,
• Overheating there is a problem with the cylinder head gasket.
64
Testing and Adjusting Section

Note: The water pump has a weep hole between i01279097

the seal for the coolant and the seal for the bearing.
The weep hole prevents coolant from entering the Test Tools for the Cooling
lubrication system if there is a problem with a seal System
in the water pump. A small amount of coolant at
the weep hole is normal. SMCS Code: 0781; 1350
4. Make sure that air flows through the radiator and Table 17
that there is not a restriction. Look for radiator
Tools Needed Quantity
fins that are bent, damaged, or leaking. Look
for dirt and debris that can restrict the flow of 4C-6500 Digital Thermometer 1
air through the fins.
8T-2700 Blowby/Air Flow Indicator 1
5. Inspect the fan drive belts and pulley grooves. 9U-7400 Multitach 1
9S-8140 Pressurizing Pump 1
A loose fan drive belt wears at a faster rate
than a belt with the proper tension. A loose belt
can damage the pulleys. A loose belt can slip.
Substances such as oil and grease will cause
the belts to slip. Making contact with a running engine can cause
burns from hot parts and can cause injury from
6. Check for damage to the fan blades. Look for
rotating parts.
damaged baffles on the radiator and for baffles
that are missing. Inspect the shroud of the fan When working on an engine that is running, avoid
for good condition.
contact with hot parts and rotating parts.
7. Inspect the air inlet system. Make sure that the
air cleaner, the air inlet, and the exhaust are not
restricted.

8. Look for signs of air or combustion gas in the

coolant.

Air and/or gas in the coolant results in foaming

of the coolant.

Pressurized System: Hot coolant can cause seri-

ous burns. To open the cooling system filler cap,
stop the engine and wait until the cooling system Illustration 70 g00286267
components are cool. Loosen the cooling system
4C-6500 Digital Thermometer
pressure cap slowly in order to relieve the pres-
sure.
The 4C-6500 Digital Thermometer is used in the
diagnosis of overheating conditions or overcooling
9. After the engine is cool, remove the cooling problems. This group can be used to check
system filler cap slowly in order to release temperatures in several different parts of the cooling
pressure. Inspect the filler cap. Check the system. Refer to the testing procedure in the
condition of the gasket. Check the sealing Operating Manual, NEHS0554.
surface for the cap.

The gasket and the sealing surface must be

clean and free of gouges, nicks, and grooves.
 65
Testing and Adjusting Section

The 9S-8140 Pressurizing Pump is used to test

pressure caps. The 9S-8140 Pressurizing Pump
is used to pressure check the cooling system for
leaks.

Steam or hot coolant can cause severe burns.

Do not loosen the filler cap or the pressure cap on

a hot engine.

Allow the engine to cool before removing the filler

cap or the pressure cap.
g00286269
Illustration 71
8T-2700 Blowby/Air Flow Indicator
i01597927
The 8T-2700 Blowby/Air Flow Indicator is used to
check the air flow through the radiator core. Refer
Testing the Cooling System
to the testing procedure in Special Instruction,
SMCS Code: 1350-081
SEHS8712.

Testing for Freeze Protection

Table 18
Tools Needed Qty
1U-7297 Coolant/Battery Tester (1) 1
1U-7298 Coolant/Battery Tester (1) 1
(1) Either tester may be used.

g00286276
Illustration 72
9U-7400 Multitach

The 9U-7400 Multitach is used to check the fan

speed. Refer to the testing procedure in Operator
Manual, NEHS0605.

g00439083
Illustration 74
1U-7297 Coolant/Battery Tester or 1U-7298 Coolant/Battery
Tester

Check the coolant frequently in cold weather

for the proper protection against freezing. Use
either the 1U-7297 Coolant/Battery Tester (Degree
Fahrenheit) or the 1U-7298 Coolant/Battery Tester
(Degree Celsius) in order to ensure adequate freeze
protection. The testers are identical except for the
temperature scale. The testers give immediate,
Illustration 73 g00286369 accurate readings. The testers can be used
for antifreeze/coolants that contain ethylene or
9S-8140 Pressurizing Pump
propylene glycol. Instructions are provided with the
testers.
66
Testing and Adjusting Section

Making the Correct Antifreeze The 8T-5296 Coolant Conditioner Test Kit is
used to measure the concentration of Caterpillar
Mixtures Supplemental Coolant Additive and the range
of ethylene glycol. Insufficient concentrations or
Adding pure antifreeze as a makeup solution for
excessive concentrations can lead to engine
the cooling system top-off is an unacceptable
damage. Instructions are provided with the kit.
practice. Adding pure antifreeze increases the
concentration of antifreeze in the cooling system.
Note: The 8T-5296 Coolant Conditioner Test Kit
This increases the concentration of the dissolved
tests the concentration of nitrites in the coolant.
solids and the undissolved chemical inhibitors in
Some types of coolant additives have phosphates
the cooling system. Add the antifreeze and water
rather than nitrites. If the additive in the cooling
mixture in the same concentration as your cooling
system has phosphates, test the coolant according
system. Table 19 lists protection from freezing and
to the instructions that are provided by the OEM
the corresponding concentrations of antifreeze and
of the additive.
water. For more information, refer to Operation and
Maintenance Manual, “Coolant Specifications”.
Testing the Filler Cap
Table 19
Table 21
Freeze Protection and Antifreeze Concentration
(Ethylene Glycol) Tools Needed Qty
Freeze Protection Concentration 9S-8140 Pressurizing Pump 1
30% antifreeze and
−15 C (5 F)
70% water
40% antifreeze and
−23 C (−10 F)
60% water
50% antifreeze and
−36 C (−33 F)
50% water
60% antifreeze and
−51 C (−60 F)
40% water

Testing the Supplemental Coolant

Additive and the Glycol
Table 20 Illustration 76 g00286369

Tools Needed Qty 9S-8140 Pressurizing Pump

8T-5296 Coolant Conditioner Test Kit 1
The 9S-8140 Pressurizing Pump is used to test the
cooling system for leaks. The pump can also be
used to test the filler cap, the pressure relief valve,
and the pressure gauge.

One cause for a pressure loss from the cooling

system can be a damaged seal on the radiator filler
cap.

g00768793
Illustration 75
8T-5296 Coolant Conditioner Test Kit
 67
Testing and Adjusting Section

If the filler cap’s pressure relief valve does not

open within approximately 7 kPa (1 psi) of the
pressure that is stamped on the filler cap, obtain
a new cap.

Testing for Air and/or Exhaust Gas

in the Coolant
Air and/or exhaust gas in the coolant causes
foaming and aeration. Bubbles in the cooling
system reduce the heat transfer and the pump flow.
Pockets of air or gas can prevent coolant from
contacting parts of the engine. The pockets allow
g00296067
hot spots to develop.
Illustration 77
Typical cross section of a filler cap If the cooling system is not filled to the proper
(1) Sealing surface of both filler cap and radiator level or 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 system. The inlet of the water pump is a
potential location for the entry of air.
Personal injury can result from hot coolant, steam
and alkali. To help prevent air from entering the cooling system,
fill the system slowly. Make sure that all of the hoses
At operating temperature, engine coolant is hot and pipe connections are secure.
and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or If the cylinder head is loose or cracked, exhaust
steam. Any contact can cause severe burns. gas can enter the cooling system. Exhaust gas
can also enter the cooling system through internal
Remove filler cap slowly to relieve pressure only cracks and/or defects in the cylinder head gasket.
when engine is stopped and radiator cap is cool
enough to touch with your bare hand. Air and/or exhaust gas in the cooling system can
cause overheating. Use the following test to check
Cooling System Conditioner contains alkali. Avoid for the presence of air and/or exhaust gas in the
contact with skin and eyes. coolant.

To check for the amount of pressure that opens the 1. Make sure that the cooling system is filled to the
filler cap, use the following procedure: proper level.

1. After the engine cools, carefully loosen the filler

cap in order to release the pressure from the
cooling system. Remove the filler cap.

2. Carefully inspect the filler cap. Look for any

damage to the seals and to the sealing surface.

Remove any deposits that are found.

If the filler cap is damaged, obtain a new cap.

3. Install the filler cap on the 9S-8140 Pressurizing

Pump.

The opening pressure for the filler cap’s pressure

relief valve is stamped on the filler cap.

4. Apply pressure to the filler cap. Compare the

gauge reading with the opening pressure that is
listed on the filler cap.
g00769076
Illustration 78
If the cap cannot sustain the correct pressure,
obtain a new cap.
68
Testing and Adjusting Section

2. Remove the plug from the radiator. Install a hose 5. Inspect the radiator, all connection points, and
into the hole for the plug. the hoses for leaks.

3. Fill a glass container with water and place the If no leaks are found and the gauge reading
other end of the hose into the container. remains steady for a minimum of five minutes, the
cooling system is not leaking.
4. Start the engine. Operate the engine until normal
operating temperature is reached. If leaking is observed and/or the gauge reading
decreases, make repairs, as needed.
5. Observe the end of the hose in the glass
container. Testing the Water Temperature
A bubble may rise occasionally from the hose. Gauge
This is normal.
Table 23
If a stream of bubbles rise from the hose, air Tools Needed Quantity
and/or exhaust gas in the coolant is indicated.
4C-6500 Digital Thermometer (1) 1

Testing The Radiator And Cooling 2F-7112 Thermometer (1) 1

(1)
System For Leaks Either thermometer may be used.

Table 22 The 4C-6500 Digital Thermometer is used in the

diagnosis of overheating conditions and overcooling
Tools Needed Qty conditions. This group can be used to check
9S-8140 Pressurizing Pump 1 temperatures in several different parts of the cooling
system. The Operating Manual, NEHS0554 is
provided with the thermometer.
Use the following procedure in order to check the
cooling system for leaks: Check the accuracy of the water temperature
indicator or water temperature sensor if you find
either of the following conditions:

Personal injury can result from hot coolant, steam • The engine runs at a temperature that is too hot,
and alkali. but a normal temperature is indicated. A loss of
coolant is found.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines • The engine runs at a normal temperature, but a
to heaters or the engine contain hot coolant or hot temperature is indicated. No loss of coolant
steam. Any contact can cause severe burns. is found.

Remove filler cap slowly to relieve pressure only

when engine is stopped and radiator cap is cool
enough to touch with your bare hand. Personal injury can result from escaping fluid un-
der pressure.
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes. If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
1. After the engine cools, carefully loosen the filler before removing any hose from the radiator.
cap in order to release the pressure from the
cooling system. Remove the filler cap.

2. Ensure that the radiator is filled to the correct

level. Making contact with a running engine can cause
burns from hot parts and can cause injury from
3. Install the 9S-8140 Pressurizing Pump onto the rotating parts.
radiator’s filler tube.
When working on an engine that is running, avoid
4. Increase the pressure reading on the gauge to contact with hot parts and rotating parts.
20 kPa (3 psi) more than the pressure on the
filler cap.
 69
Testing and Adjusting Section

2. Heat water in a pan until the temperature is

92 C (197 F).

3. Hang the water temperature regulator in the pan

of water. The water temperature regulator must
be below the surface of the water and away from
the sides and the bottom of the pan.

4. Keep the water at the correct temperature for

ten minutes.

5. After ten minutes, remove the water temperature

regulator. Immediately measure the opening in
the water temperature regulator.
g00743844
Illustration 79 If the opening agrees with the distance that is
Typical example specified in the engine’s Specifications manual,
(1) Water manifold assembly the water temperature regulator is operating
(2) Plugs properly.

1. Remove one plug (2) from water manifold If the distance is less than the distance specified
assembly (1). Install a probe for the thermometer in the engine’s Specifications manual, obtain a
into the opening. new water temperature regulator.

Note: A temperature indicator of known accuracy Refer to Specifications, “Water Temperature

can also be used for this test. Regulator”.

2. Start the engine. Run the engine until the

temperature reaches the desired range Testing the Radiator
according to the test thermometer. Table 24

If necessary, place a cover over part of the Tools Needed Quantity

radiator in order to cause a restriction of the 8T-2700 Blowby/Air Flow Indicator 1
airflow.
9U-7400 Multitach 1
3. Compare the reading on the water temperature
gauge with the reading on the test thermometer. The 8T-2700 Blowby/Airflow Indicator is used to
check the airflow through the radiator core. The
If the readings are within the tolerance for the indicator can also be used to check different areas
range of the water temperature gauge, the of the core in order to locate plugged areas.
gauge is OK.
It is normal for air flow to be five times greater at
If the readings are not within the tolerance for the the center and the edges.
range of the water temperature gauge, obtain
a new gauge. For instructions, see Special Instruction, SEHS8712,
“Using the 8T-2700 Blowby/Air Flow Indicator”.
Testing the Water Temperature
If the air flow is not restricted, check the fan speed.
Regulator
The 9U-7400 Multitach Tool Group is used to
check the fan speed. For instructions, see the
Operating Manual, NEHS0605 that is supplied with
Personal injury can result from escaping fluid un- the multitach.
der pressure.

If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure
before removing any hose from the radiator.

1. Remove the water temperature regulator from

the engine.
70
Testing and Adjusting Section

Basic Engine Main Bearings

Main bearings are available with a larger outside
i01251748 diameter than the original size bearings. These
bearings are available for the cylinder blocks with
Cylinder Block the main bearing bore that is made larger than the
bores’ original size. The size that is available has a
SMCS Code: 1201-040 0.63 mm (0.025 inch) outside diameter that is larger
than the original size bearings.
If the main bearing caps are installed without
bearings, the bore in the block for the main bearings
can be checked. Tighten the nuts that hold the caps i01673233
to the torque that is shown in the Specifications.
Alignment error in the bores must not be more Cylinder Liner Projection
than 0.08 mm (0.003 inch). Refer to the Special
Instruction, SMHS7606 for the correct procedure SMCS Code: 1216-082
for using the 1P-4000 Line Boring Tool Group Table 25
for the alignment of the main bearing bores. The
1P-3537 Dial Bore Gauge Group can be used to Tools Needed Quantity
check the size of the bores. The Special Instruction, 1U-9895 Crossblock 1
GMGO0981 is with the group.
3H-0465 Push-Puller Plate 2
8F-6123 Bolt 2
3B-1925 Copper Washer 4
0S-1575 Bolt 4
8T-0455 Liner Projection Tool Group 1

1. Make sure that the top surface of the cylinder

block, the cylinder liner bores, the cylinder liner
flanges, and the spacer plates are clean and dry.

g00285686
Illustration 80
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”.

Connecting Rod Bearings

The connecting rod bearings fit tightly in the bore
in the rod. If the bearing joints are fretted, check
the bore size. This can be an indication of wear
because of a loose fit.
g00285687
Connecting rod bearings are available with 0.63 mm Illustration 81
(0.025 inch) and 1.27 mm (0.050 inch) smaller Measuring the cylinder liner projection
inside diameter than the original size bearing. These (1) 3H-0465 Push-Puller Plate
bearings are for crankshafts that have been ground. (2) 1P-2403 Dial Indicator
(3) 1P-2402 Gauge Body
(4) 0S-1575 Bolt and 3B-1925 Copper Washer
(5) Spacer plate
(6) 1U-9895 Crossblock
 71
Testing and Adjusting Section

2. Install a new gasket and spacer plate (5) on the i01479093

cylinder block.
Flywheel - Inspect
3. Install the cylinder liner in the cylinder block
without seals or bands. SMCS Code: 1156-040
Table 26
4. Hold spacer plate (5) and the cylinder liner in
position according to the following procedure: Tools Needed
Part
a. Install four 3B-1925 Copper Washers and Part Name Quantity
Number
four 0S-1575 Bolts(4) around the spacer
plate (5). Tighten the bolts evenly to a torque 8T-5096 Dial Indicator Group 1
of 95 N·m (70 lb ft).

b. Install the following components: 1U-9895 Face Runout (Axial Eccentricity) Of

Crossblock (6), two 3H-0465 Push-Puller The Flywheel
Plates (1), and two 8F-6123 Bolts. Ensure
that 1U-9895 Crossblock (6) is in position
at the center of the cylinder liner. Ensure
that the surface of the cylinder liner is clean.
Tighten the bolts evenly to a torque of 70 N·m
(50 lb ft).

c. Check the distance from the bottom edge of

1U-9895 Crossblock (6) to the top edge of
spacer plate (5). The vertical distance from
both ends of the 1U-9895 Crossblock must
be equal.

5. Use 8T-0455 Liner Projection Tool Group (6) to

measure the cylinder liner projection.

6. Mount 1P-2403 Dial Indicator (2) in 1P-2402

Gauge Body (3). Use the back of the 1P-5507
Gauge Block to zero dial indicator (2).

7. The cylinder liner projection must be

0.059 to 0.199 mm (0.0023 to 0.0078 inch). Read
g00286049
the measurement on the outer flange of the Illustration 82
cylinder liner at four equally distant positions. Do Checking face runout of the flywheel
not read the measurement on the inner flange.
The maximum allowable difference between the 1. Refer to illustration 82 and install the dial
high measurements and the low measurements indicator. Always put a force on the crankshaft
at four positions around each cylinder liner is in the same direction before the dial indicator
0.05 mm (0.002 inch). The maximum allowable is read. This will remove any crankshaft end
difference between the four measurements must clearance.
not exceed 0.05 mm (0.002 inch) on the same
cylinder liner. 2. Set the dial indicator to read 0.0 mm (0.00 inch).

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
put a temporary mark on the cylinder liner and exceed 0.15 mm (0.006 inch).
the 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.
72
Testing and Adjusting Section

Bore Runout (Radial Eccentricity)

Of The Flywheel

g00286058
Illustration 84
Flywheel clutch pilot bearing bore

5. Take the measurements at all four points. Find

the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible pilot bore
runout of the flywheel must not exceed 0.13 mm
(0.005 inch).
g00286054
Illustration 83
Checking bore runout of the flywheel i01563287
(1) 7H-1945 Holding Rod
(2) 7H-1645 Holding Rod Flywheel Housing - Inspect
(3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment
SMCS Code: 1157-040
1. Install the 7H-1942 Dial Indicator (3). Make an Table 27
adjustment of the 7H-1940 Universal Attachment
(4) so that the dial indicator makes contact on Tools Needed Quantity
the flywheel. 8T-5096 Dial Indicator Group 1

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
read the dial indicator.
The Flywheel Housing
4. Take the measurements at all four points. Find
the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible bore runout
(radial eccentricity) of the flywheel must not
exceed 0.15 mm (0.006 inch).

g00285931
Illustration 85
Checking face runout of the flywheel housing
 73
Testing and Adjusting Section

If you use any other method except the method that 1. Fasten a dial indicator to the flywheel so the anvil
is given here, always remember that the bearing of the dial indicator will contact the bore of the
clearance must be removed in order to receive the flywheel housing.
correct measurements.

1. Fasten a dial indicator to the flywheel so the anvil

of the dial indicator will contact the face of the
flywheel housing.

2. Put a force on the crankshaft toward the rear

before the dial indicator is read at each point.

g00285936
Illustration 88

2. While the dial indicator is in the position at

location (C) adjust the dial indicator to 0.0 mm
(0.00 inch). Push the crankshaft upward against
the top of the bearing. Refer to the illustration
88. Write the measurement for bearing clearance
on line 1 in column (C).
g00285932
Illustration 86
Checking face runout of the flywheel housing Note: Write the measurements for the dial indicator
with the correct notations. This notation is necessary
3. Turn the flywheel while the dial indicator is set at for making the calculations in the chart correctly.
0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C) and (D). 3. Divide the measurement from Step 2 by two.
Write this number on line 1 in columns (B) and
4. The difference between the lower measurements (D).
and the higher measurements that are performed
at all four points must not be more than 0.38 mm 4. Turn the flywheel in order to put the dial indicator
(0.015 inch), which is the maximum permissible at position (A). Adjust the dial indicator to 0.0 mm
face runout (axial eccentricity) of the flywheel (0.00 inch).
housing.

Bore Runout (Radial Eccentricity)

Of The Flywheel Housing

g00285932
Illustration 89
Checking bore runout of the flywheel housing

5. Turn the flywheel counterclockwise in order to

put the dial indicator at position (B). Write the
g00285934
Illustration 87 measurements in the chart.
Checking bore runout of the flywheel housing
6. Turn the flywheel counterclockwise in order to
put the dial indicator at position (C). Write the
measurement in the chart.
74
Testing and Adjusting Section

7. Turn the flywheel counterclockwise in order to The damper is mounted to the crankshaft on the
put the dial indicator at position (D). Write the front of the engine. Damage to the failure or failure
measurement in the chart. of the damper will increase vibrations. The increase
in vibrations will result in damage to the crankshaft
8. Add the lines together in each column. and to other engine components. A deteriorating
damper will cause more gear train noise at variable
9. Subtract the smaller number from the larger points 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
eccentricity (out of round). Line III in column C is excessive friction. This could be due to excessive
the vertical eccentricity. torsional 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.

Inspect the damper for evidence of dents, cracks,

and leaks of the fluid.

If a fluid leak is found, determine the type of fluid.

The fluid in the damper is silicone. Silicone is
transparent, smooth, and viscous. It is difficult to
remove silicone from most surfaces.

If the fluid leak is engine oil, inspect the crankshaft

seals for leaks. If a leak is observed, replace the
crankshaft seals.

Inspect the damper. Repair the damper or replace

the damper for any of the following reasons:

• The damper is dented, cracked, or leaking.

Illustration 90 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 For instructions on repairing the damper, refer to
intersection is in the range that is marked Guide for Reusable Parts, SEBF8152, “Procedures
“Acceptable”. If the point of intersection is in to Rebuild Vibration Dampers 3600 Family of
the range that is marked “Not acceptable”, the Engines”. The tools and instructions in the guide for
flywheel housing must be changed. reusable parts are appropriate for G3500 Engines.

i01564729

Vibration Damper - Check

SMCS Code: 1205-535

The crankshaft vibration damper limits the torsional

vibration of the crankshaft. The visconic damper
has a weight that is located inside a fluid filled case.
 75
Testing and Adjusting Section

Air/Electric Starting System 2. Check the electrical system by disconnecting the

leads from the control valve (1) at connector (2).
Set the multimeter in the “DCV” range. Measure
i01433812 voltage across the disconnected leads that
connect to the starting switch.
General Information
(Air/Electric Starting System) a. A voltage reading shows that the problem is in
the control valve (2) or the air starting motor.
SMCS Code: 1450 Go to Step 2 of Air Side Of The Air System.

This starting system uses an electric solenoid b. A “ZERO” reading shows that the problem is
to position an air valve in order to activate the in the control switch or the problem is in the
air starting motor. If the starting motor does not wires for the control switch.
function, 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
3. If the reading is acceptable then open the the circuit breaker and wiring.
main tank drain valve for a moment. Verify the
pressure that is shown on the pressure indicator. b. The problem is in the control switch if either a
Listen for the sound of the high pressure from voltage reading is found at the control switch
the discharge. or if a voltage reading is found in the wires
from the control switch to the control valve.

Electrical Side Of The Air System Air Side Of The Air System
1. Move the start control switch in order to activate
the starting solenoids. Listen for the sound of the
engagement of the air starter motor pinion with
the flywheel gear.

a. If the sound of the engagement can be heard,

the problem is with the Air Side Of The Air
System. Proceed to the Air Side Of The Air
System.

b. If no sound of the engagement can be heard,

the problem could be with the Electrical Side
Of The Air System.

g00286937
Illustration 92
Air starting system (typical example)
(1) Control valve
(2) Connector
(3) Connection
(4) Air hose
(5) Relay valve

1. Activate the control switch. If the engagement

of the air starter motor pinion with the flywheel
ring gear can be heard then remove the small air
hose (4) from the top of the relay valve (5).

g00286936 a. Full air pressure comes from the end of the air
Illustration 91 hose (4) when the control switch is activated.
Control valve (typical example) The relay valve (5) is worn or the air starting
(1) Control valve motor is damaged.
(2) Connector
76
Testing and Adjusting Section

b. If no air pressure comes from the end of the

air hose (4), then the problem is in the pinion
nose housing for the air starting motor.

2. The sound of the air starter motor pinion is

not heard when the control switch is activated.
Voltage was measured at the control valve.
Remove the other small air hose from the
connection (3).

a. If no air comes from the end of the removed

air hose, the control valve (1) is worn.

b. If the air comes from the end of the removed

hose, then the problem is in the pinion nose
housing for the air starting motor.
 77
Testing and Adjusting Section

Electrical System The 4C-4911 Battery Load Tester is a portable unit

in a metal case. The 4C-4911 Battery Load Tester
can be used under field conditions and under high
i01252070 temperatures. The tester can be used to load test
all 6, 8, and 12 Volt batteries. This tester has two
Test Tools for the Electrical heavy-duty load cables that can easily be fastened
System to the battery terminals. A load adjustment knob is
located on the top of the tester. The load adjustment
SMCS Code: 0785 knob permits the current that is being drawn from
the battery to be adjusted to a maximum of 1000
Table 28 amperes. The tester is cooled by an internal fan that
is automatically activated when a load is applied.
Tools Needed Quantity
4C-4911 Battery Load Tester 1 The tester has a built-in LCD. The LCD is a digital
voltmeter. The LCD is a digital meter that will
8T-0900 Ammeter 1 also display the amperage. The digital voltmeter
9U-7330 Multimeter 1 accurately measures the battery voltage at the
battery. This measurement is taken through tracer
163-0096 Diagnostic and Calibration Tool 1 wires that are buried inside the load cables. The
digital meter, that displays the amperage, accurately
Most of the tests of the electrical system can be displays the current that is being drawn from the
done on the engine. The wiring insulation must be battery which is being tested.
in good condition. The wire and cable connections
must be clean and tight. The battery must be fully Note: Refer to Operating Manual, SEHS9249 for
charged. If the on-engine test shows a defect in a more complete information for the use of the
component, remove the component for more testing. 4C-4911 Battery Load Tester.

The service manual Testing And Adjusting

Electrical Components, REG00636 has complete
specifications and procedures for the components
of the starting circuit and the charging circuit.

g00293221
Illustration 94
8T-0900 Ammeter

The 8T-0900 Ammeter is a completely portable,

self-contained instrument that allows electrical
current measurements to be made without breaking
the circuit or without disturbing the insulation on
the conductors. A digital display is located on the
ammeter for reading current directly in a range
from 1 to 1200 amperes. If a 6V-6014 Cable is
connected between this ammeter and one of the
g00283565 digital multimeters, current reading of less than 1
Illustration 93
amperes can be read directly from the screen of
4C-4911 Battery Load Tester the multimeter.
78
Testing and Adjusting Section

A lever is used to open the jaws over the conductor i01305428

up to a diameter of 19 mm (0.75 inch). The spring
loaded jaws are then closed around the conductor Battery
for the measurement of current. A trigger switch that
can be locked on the ON or OFF position is used SMCS Code: 1401-081
to turn on the ammeter. When the turn-on trigger is
released, the last current is held on the display for
five seconds. This allows accurate measurements
to be taken in limited access areas. In these areas, Never disconnect any charging unit circuit or bat-
the digital display is not visible to the operator. tery circuit cable from the battery when the charg-
A zero control is provided for DC operation. The ing unit is operated. A spark can cause an explo-
power for the ammeter is supplied by the batteries sion from the flammable vapor mixture of hydro-
which are located inside the handle. gen and oxygen that is released from the elec-
trolyte through the battery outlets. Injury to per-
Note: Refer to Special Instruction, SEHS8420 for sonnel can be the result.
more complete information for the use of the
8T-0900 Ammeter.
The battery circuit is an electrical load on the
charging unit. The load is variable because of the
condition of the charge in the battery.

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.

Use the 4C-4911 Battery Load Tester in order to

g00293224
Illustration 95 test a battery that does not maintain a charge when
9U-7330 Multimeter the battery is active. Refer to Operating Manual,
SEHS9249 for detailed instruction on the use of
The 9U-7330 Multimeter is a portable instrument the 4C-4911 Battery Load Tester. See Special
with a digital display. This multimeter is built Instruction, SEHS7633 for the correct procedure
with extra protection against damage in field and for the specifications to use when you test the
applications. The multimeter can display Pulse batteries.
Width Modulation (PWM). The 9U-7330 Multimeter
has an instant ohms indicator that permits the
checking of continuity for fast circuit inspection. The
multimeter can also be used for troubleshooting
capacitors that have small values.

Note: Refer to Special Instruction for complete

information for the use of the 9U-7330 Multimeter.
The Special Instruction is packaged with the unit.
 79
Index Section

Index
A Electronic Control System Parameters.................... 9
Air/Fuel Ratio Control......................................... 11
Aftercooler ............................................................. 23 Configuration Parameters .................................... 9
Air Inlet and Exhaust System .......................... 23, 55 Governing of the Air/Fuel Ratio Control and of the
Air/Electric Starting System............................. 37, 75 Engine Speed................................................... 10
Air/Fuel Ratio Control - Adjust ............................... 49 Information for the ECM..................................... 16
Alternator............................................................... 38 “Monitoring and Protection” ............................... 15
Override Parameters.......................................... 16
Power Monitoring ............................................... 15
B Speed Control .................................................... 12
Start/Stop Control Parameters........................... 14
Basic Engine.................................................... 33, 70 Timing Control.................................................... 12
Battery ................................................................... 78 Engine Design ......................................................... 4
Engine Governing - Adjust..................................... 44
Governor Type ................................................... 44
C Engine Monitoring System .................................... 16
Monitoring Parameters....................................... 17
Camshaft ............................................................... 36 Engine Speed/Timing Sensor................................ 45
Camshaft Timing ................................................... 51 Timing Calibration .............................................. 46
Timing Adjustment ............................................. 51 Excessive Bearing Wear - Inspect......................... 61
Timing Check ..................................................... 51 Excessive Engine Oil Consumption - Inspect........ 61
Circuit Breaker....................................................... 40 Engine Oil Leaks into the Combustion Area of the
Compression ......................................................... 56 Cylinders .......................................................... 61
Compressor Bypass .............................................. 24 Engine Oil Leaks on the Outside of the Engine.. 61
Cooling System ............................................... 30, 63 Exhaust Manifold ................................................... 25
Jacket Water System ......................................... 31
Separate Circuit ................................................. 33
Crankshaft ............................................................. 35 F
Crankshaft Position for Valve Lash Setting............ 59
Cylinder Block........................................................ 70 Finding the Top Center Position for the No. 1
Connecting Rod Bearings .................................. 70 Piston................................................................... 50
Main Bearings.................................................... 70 Flywheel - Inspect.................................................. 71
Piston Rings....................................................... 70 Bore Runout (Radial Eccentricity) Of The
Cylinder Block, Liners and Heads ......................... 33 Flywheel ........................................................... 72
Cylinder Liner Projection ....................................... 70 Face Runout (Axial Eccentricity) Of The
Flywheel ........................................................... 71
Flywheel Housing - Inspect ................................... 72
D Bore Runout (Radial Eccentricity) Of The Flywheel
Housing ............................................................ 73
Detonation Sensor................................................. 45 Face Runout (Axial Eccentricity) Of The Flywheel
Housing ............................................................ 72
Fuel System..................................................... 20, 49
E Fuel System Operation.......................................... 20

Electrical System............................................. 37, 77

Electronic Control System ................................. 4, 42 G
Electronic Control System Operation ...................... 4
Air/Fuel Ratio Control........................................... 5 General Information (Air/Electric Starting
Control of Ignition................................................. 5 System)................................................................ 75
Engine Monitoring and Protection........................ 9 Air Side Of The Air System ................................ 75
Governing of the Engine RPM ............................. 5 Electrical Side Of The Air System...................... 75
Start/Stop Control ................................................ 9 General Information (Cooling System) .................. 63
General Information (Electronic Control System) .. 42
Changing the Settings of the Monitoring
System ............................................................. 44
Connecting the Caterpillar Electronic Technician
(Cat ET) to the Electronic Control Module
(ECM)............................................................... 42
Recommendations for Programming the System
Configuration Parameters ................................ 43
General Information (Fuel System) ....................... 49 Testing the Cooling System ................................... 65
General Information (Lubrication System)............. 61 Making the Correct Antifreeze Mixtures............. 66
Grounding Practices .............................................. 38 Testing for Air and/or Exhaust Gas in the
Coolant............................................................. 67
Testing for Freeze Protection ............................. 65
I Testing the Filler Cap ......................................... 66
Testing the Radiator ........................................... 69
Ignition System ...................................................... 18 Testing The Radiator And Cooling System For
Ignition Transformers and Spark Plugs .............. 19 Leaks................................................................ 68
Ignition Transformer............................................... 46 Testing the Supplemental Coolant Additive and the
Spark Plug ......................................................... 48 Glycol ............................................................... 66
Important Safety Information ................................... 2 Testing the Water Temperature Gauge .............. 68
Increased Engine Oil Temperature - Inspect ......... 62 Testing the Water Temperature Regulator ......... 69
Turbocharger ......................................................... 26

L
V
Lubrication System.......................................... 28, 61
Valve Lash and Valve Bridge Adjustment .............. 57
Valve Bridge Adjustment.................................... 57
M Valve Lash Adjustment ...................................... 59
Valve Lash Check .............................................. 57
Manifold Air Pressure Sensor................................ 45 Valve System Components ................................... 26
Measuring Engine Oil Pressure............................. 62 Vibration Damper - Check ..................................... 74
Measuring Exhaust Temperature........................... 56 Visual Inspection ................................................... 63
Measuring Inlet Manifold Temperature .................. 55

Pistons, Rings and Connecting Rods .................... 35

Power Supply......................................................... 37
Requirements for the Control System................ 37

Restriction of Air Inlet and Exhaust ....................... 55

Air Inlet Restriction............................................. 55
Exhaust Restriction............................................ 55

Starting Motor........................................................ 40
Starting Motor Protection ................................... 40
Starting Solenoid ................................................... 39
Systems Operation Section ..................................... 4

Table of Contents..................................................... 3
Test Tools for the Cooling System ......................... 64
Test Tools for the Electrical System....................... 77
Testing and Adjusting Section ............................... 42

©2002 Caterpillar
All Rights Reserved Printed in U.S.A.