Testing and Adjusting

Caterpillar Engine G3500

Conteúdo extraído da publicação Caterpillar SENR6412 (5JD)

1
General Information (Electronic Control System)
SMCS - 1901

Certain programmable parameters must be entered in order for the electronic

control system to operate properly. Other programmable parameters are
adjusted according to the customer preferences for the installation.

Refer to the Troubleshooting manual for instructions on connecting

Caterpillar Electronic Technician (ET) to the engine Electronic Control
Module (ECM).

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 installed. Perform this programming
before the initial engine start-up.

Data from a gas analysis and data on engine performance are required in order
to determine the correct setting for the fuel quality. The data is also required
for the specific gravity of the gas. Incorrect programming of parameters may
lead to complaints about performance and/or to engine damage.

If an ECM is replaced, the appropriate parameters must be copied from the

original ECM. The parameters can be copied with the "Copy Configuration"
feature of Cat ET. Alternatively, the settings can be recorded on paper and
then programmed into the new module.

NOTICE

Changing the parameters during engine operation can cause the engine
to operate erratically. Erratic operation can cause engine damage.

Only change the settings of the parameters when the engine is

STOPPED.

2
Changing the Settings of the Monitoring System
For descriptions of the monitoring system parameters, refer to the
Troubleshooting manual.

To change the settings of the parameters, use Cat ET and select the
"Service/Monitoring System" screen.

Use care when you program the trip points and the delay times. Ensure that
the response of the ECM is correct for the application. The monitoring system
will accept any settings within the ranges.

NOTICE

Changing the parameters during engine operation can cause the engine
to operate erratically. Erratic operation can cause engine damage.

Only change the settings of the parameters when the engine is

STOPPED.

3
Engine Governing - Adjust
SMCS - 1901-025

The response of the throttle actuator can be adjusted with Cat ET. Use Cat ET
to change these parameters:

• "Governor Gain Factor"

• "Governor Stability Factor"
• "Governor Compensation Factor"

Gain - Gain determines the speed of the control's response in adjusting for the
difference between the desired condition and the actual condition. Increasing
the gain provides a faster response to the difference between the desired
condition and the actual condition.

Stability - Stability controls the speed for elimination of the error in the
difference between the desired condition and the actual condition. The
stability dampens the response to the error. Increasing the stability provides
less damping.

Compensation - Compensation is used to adjust the time delay between the

control signal and the movement of the actuator. If the compensation is too
low, the engine speed will slowly hunt. If the compensation is too high, the
engine speed will rapidly fluctuate.

Note: The default value for these parameters is "0". The default values should
be sufficient for initial start-up. However, the values may not provide
optimum performance.

These adjustments are provided in order to obtain optimum responses to

changes in the engine's load and in the engine's speed. The adjustments also
provide stability during steady state operation.

If you have a problem with instability, always investigate other causes before
you adjust the governor. For example, diagnostic codes and unstable gas
pressure can cause instability.

When you adjust the governor, make sure that the "Grid Status" parameter is
"Off".

To change the "Governor Gain Factor" or the "Governor Stability Factor", use
the "Real Time Graphing" feature on the "Information" drop-down menu of

4
Cat ET. The graph provides the best method for observing the effects of your
adjustments.

After you make adjustments, always test the stability by interrupting the
engine speed and/or load. Operate the engine through the entire range of
speeds and of loads in order to ensure stability.

Note: Adjustment of the "Governor Gain Factor" directly affects the speed of
the throttle actuator when there is a difference between the actual engine
speed and the desired engine speed. An excessive increase of the "Governor
Gain Factor" may amplify instability.

To set the "Governor Gain Factor", increase the value until the actuator
becomes unstable. Slowly reduce the value in order to stabilize the actuator.
Observe that the engine operates properly with little overshoot or undershoot.

Adjustment of "Governor Stability Factor" dampens the actuator's response to

changes in load and in speed. Increasing the value provides less damping.
Decreasing the value provides more damping. To reduce overshoot, decrease
the value. To reduce undershoot, increase the value.

Note: An increase of the "Governor Stabillity Factor" may require a decrease

of the "Governor Gain Factor" in order to maintain engine stability.

Illustration 1 shows some typical curves for transient responses.

View Image

5
Illustration 1 g01017530

Typical curves for transient responses

(Y) Engine speed

(X) Time

(1) The "Governor Gain Factor" is too high and the "Governor Stabillity Factor" is too low. There is a
large overshoot on start-up and there are secondary overshoots on transient loads.

(2) The "Governor Gain Factor" is slightly high and the "Governor Stabillity Factor" is slightly low.
There is a slight overshoot on start-up but the response to transient loads is optimum.

(3) The "Governor Gain Factor" is slightly low and the "Governor Stabillity Factor" is slightly high.
There is optimum performance on start-up but slow response for transient loads.

(4) The "Governor Gain Factor" is too low and the "Governor Stabillity Factor" is too high. The
response for transient loads is too slow.

(5) The response to transient loads is adjusted for optimum performance.

6
The default value of the "Governor Compensation Factor" is acceptable for
most applications. Do not adjust the "Governor Compensation Factor" unless
the engine's response to changes in load is unacceptable.

Decrease the "Governor Compensation Factor" until a slow, periodic

instability is observed. Then, slightly increase the value. Repeat the
adjustments of the "Governor Gain Factor" and of the "Governor Stability
Factor". Continue to increase the "Governor Compensation Factor" and
readjust the "Governor Gain Factor" and the "Governor Stability Factor" until
stability is achieved and the engine's response to changes in load and in speed
is optimized.

Illustration 2 is a graphic representation of adjusting the "Governor

Compensation Factor".

View Image

Illustration 2 g01017541

The increased width of the line for the actuator voltage indicates that the throttle actuator is more active
as the value of the "Governor Compensation Factor" is increased.

(Y) Actuator voltage

(X) Time in seconds

7
Manifold Air Pressure Sensor
SMCS - 1917

Table 1

Tools Needed Quantity

1U-5470 Engine Pressure Group 1

Absolute pressure - Absolute pressure is the gauge pressure plus the local
barometric pressure.

Gauge pressure - Gauge pressure is the absolute pressure minus the local
barometric pressure.

The inlet manifold pressure sensor measures the absolute inlet manifold air
pressure.

To verify that the inlet manifold pressure sensor is accurate, use the
Caterpillar Electronic Technician (ET) to read the inlet manifold air pressure
when the engine is stopped. The correct pressure will be the ambient
barometric pressure.

Use the following procedure to verify that the inlet manifold pressure sensor is
correct.

View Image

Illustration 1 g00814388

Plugs in the air inlet manifold

8
Remove one of the plugs from the air inlet manifold. Connect a line from the
opening to a pressure gauge from the 1U-5470 Engine Pressure Group.
Operate the engine under a load. Use Cat ET to read the inlet manifold air
pressure. Read the pressure gauge from the 1U-5470 Engine Pressure Group
and add the local barometric pressure to the reading. Compare the calculation
to the reading from Cat ET.

9
Detonation Sensor
SMCS - 1559

Detonation is engine knock that occurs after the air/fuel mixture has been
ignited by the spark. The excessive mechanical stress and thermal stress can
reduce the service life of the engine. There are several possible causes of
detonation. Examples are a rich air/fuel mixture, overload, a high compression
ratio, and high inlet manifold air temperature.

Combustion of the air/fuel mixture prior to the spark is a premature ignition.

This is usually caused by a hot spot in the combustion chamber. Possible
sources of premature ignition are an incorrect spark plug, an incorrectly
installed spark plug, and deposits in the combustion chamber. Detonation can
be the result of premature ignition. The premature ignition has the effect of
advanced ignition timing.

Although a sensor may indicate the presence of detonation, the problem could
be a premature ignition. An indication of detonation can also be caused by
excessive mechanical engine noise.

View Image

Illustration 1 g01257154

10
Detonation sensor

(1) Accelerometer

The new detonation sensor consists of an accelerometer (1). Make sure that
the connectors and the wiring are in good condition.

The operation of the detonation sensor can be easily tested.

Use a screwdriver to tap the engine block next to the accelerometer. If the
detonation increases, the sensor is operating properly.

Monitor the level of detonation while you wiggle the wires for the detonation
sensors at the ends of the engine harness. When possible, wiggle the wires for
the detonation sensors throughout the engine harness. If the level of
detonation changes, there is a problem with the wiring.

If the detonation sensors generate a diagnostic code for a problem with the
electrical circuit, refer to the Electronic Troubleshooting manual.

11
Engine Speed/Timing Sensor
SMCS - 1912

If a diagnostic code is generated for the engine speed/timing sensor, refer to

the Troubleshooting manual.

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.

View Image

Illustration 1 g00760464

(1) Engine speed/timing sensor

1. Remove engine speed/timing sensor (1). Inspect the condition of the

end of the magnet. Look for wear and contaminants.

2. Clean any debris from the face of the magnet.

12
 View Image

Illustration 2 g00909543

(2) Sliphead

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.

When the sliphead has the correct tension, at least 22 N (5 lb) of force
is required to push in the sliphead from the extended position.

NOTICE
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.

Do not install the sensor between the teeth of the speed-timing wheel.
Damage to the sensor would result. Before installing the sensor, ensure
that a tooth of the wheel is visible in the mounting hole for the sensor.

4. Install the engine speed/timing sensor.

a. Ensure that a tooth on the speed-timing wheel is visible in the
mounting hole for the sensor.

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 .

13
 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).

Timing Calibration
Calibration of the timing is required only after the following circumstances:

• The master Electronic Control Module (ECM) has been replaced.

• The speed/timing sensor has been replaced.
• The speed-timing wheel and/or the rear gear train have been
adjusted.
• The speed-timing wheel and/or the rear gear train have been
replaced.

The Caterpillar Electronic Technician (ET) uses the engine speed/timing

sensor to help calibrate the engine timing. For instructions on the timing
calibration, refer to Troubleshooting, "Engine Speed/Timing Sensor -
Calibrate".

14
Ignition Transformer
SMCS - 1561

If an ignition transformer is suspect, use the following procedure to check the

transformer:

Ignition systems can cause electrical shocks. Avoid contacting the

ignition system components and wiring.

Do not attempt to remove the valve covers when the engine is operating.
The transformers are grounded to the valve covers. Personal injury or
death may result and the ignition system will be damaged if the valve
covers are removed during engine operation. The engine will not
operate without the valve covers.

1. Turn the engine control switch to the OFF/RESET position. Switch the
circuit breaker for the engine OFF.

2. Remove the valve cover of the suspect cylinder.

NOTICE

Pulling on the wiring harness may break the wires. Do not pull on the
wiring harness.

3. Disconnect the ignition harness from the transformer. Remove the

transformer from the engine.

View Image

15
 Illustration 1 g01257165

(1) Screw

(2) Ground spring

(3) Seal

(4) Spacer

(5) Terminal for the spark plug

(6) Extension

(7) O-ring seal

4. Inspect the body of the transformer and ground spring (2) for
corrosion and/or damage. Verify that screws (1) for the ground spring
are secure.

Note: Punch through causes misfire in the engine that does not generate
a diagnostic code.

5. Check the extension near spacer (4) for signs of punch through (pin
holes) and/or arcing.

16
6. Inspect seal (3) and also inspect O-ring seal (7) inside the extension for
damage.

7. Remove O-ring seal (7). Inspect terminal (5) inside the extension for
looseness, corrosion, and/or damage. Insert a spark plug into the
transformer and check for spring pressure of terminal (5) .

NOTICE
The extension can be scratched and damaged with a wire brush. Do not
use a wire brush on the extension.

8. Clean any deposits from the inside of the extension. Use a 6V-
7093 Brush with isopropyl alcohol.

View Image

Illustration 2 g01257170

(1) Screw

(5) Terminal for the spark plug

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 (8) + pin

(9) - pin

9. Measure the voltage of the diode for the primary circuit.

View Image

Illustration 3 g00754013

Symbol for a diode

a. Set the multimeter to the diode scale. Measure the voltage

between positive pin (8) and negative pin (9) .

b. Reverse the polarity of the probe and measure the voltage

between the pins again.

For the diode of the primary circuit, the correct voltage between
the positive pin and the negative pin is approximately 0.450
VDC. When the polarity is reversed, there is no reading.

10. Measure the resistance of the secondary circuit.

a. Set the multimeter to the 40,000 Ohm scale. Measure the
resistance between screw (1) for the ground spring and terminal
(5) for the spark plug.

Note: The resistance of the secondary coil will vary with the
temperature. Illustrations 4 and 4 demonstrate the relationship
between the secondary coil's resistance and the temperature. A
reading that is within ± 1000 ohms is acceptable.

Illustration 4 is a graph for the resistance of the transformers.

18
 View Image

Illustration 4 g01170387

11. Switch the suspect transformer with a transformer from a different

cylinder that is known to be good. Install the transformers. Install the
valve covers.

12. Reset the control system. Clear any logged diagnostic codes.

13. 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 the electrical circuit for the transformer.

For troubleshooting of the electrical circuit, refer to Electronic

Troubleshooting.

For instructions on inspection and replacement of the spark plug, refer

to the engine's Operation and Maintenance Manual.

19
Ignition Timing - Adjust
SMCS - 1550-025

Use the following procedure to adjust the base timing of the engine:

Note: Data from a fuel analysis is required for this procedure.

1. Connect the Caterpillar Electronic Technician (ET) to the engine.

2. Verify that the values of the "First Desired Timing" and "Second
Desired timing" parameters are correct according to the recommended
timing in the Engine Performance, "Fuel Usage Guide". Enter the
correct values if the existing values are incorrect.

Refer to Systems Operation, "Electronic Control System Parameters"

for additional information on the "Desired Timing" parameters.

3. Verify that the input for the selection of the base timing is appropriate
for the type of gas that is used.
o If terminal J1-20 is not connected to ground, the Electronic
Control Module (ECM) will use the value of the "First Desired
Timing" parameter as the base timing.
o If terminal J1-20 is connected to ground, the ECM will use the
value of the "Second Desired Timing" parameter as the base
timing.

If the input is not correct, troubleshoot the circuit for the input. Refer to
the electrical schematic for the engine.

4. Start the engine. Run the engine at rated speed and load.
5. Use Cat ET to view the "Actual Engine Ignition Timing" status
parameter. This parameter is in "General System Parameters". Verify
that the actual timing is approximately equal to the desired timing.

Note: The actual timing may vary according to the engine load, speed,
and the detonation level.

20
General Information (Fuel System)
SMCS - 1250

The High Heat Value (HHV) is a measurement of the total heat that is
generated by combustion of a fuel. When any hydrocarbon is used as a fuel in
an internal combustion engine, water is one of the products of combustion.
The water is converted into steam before leaving the engine. The conversion
requires heat. The steam removes the heat and the energy is not used by the
engine. The HHV minus the heat that is used to vaporize the water equals the
Low Heat Value (LHV) of the fuel. The LHV is used for estimating fuel
consumption.

The fuel must be mixed with air in order to produce combustion. The amount
of air that is required for efficient combustion will vary for different types of
fuels because of the fuels' different compositions. For optimum engine
operation, the air/fuel ratio must be adjusted properly.

The fuel's methane number indicates the tendency of the fuel to detonate. Fuel
with a low methane number burns more quickly than fuel with a high methane
number. Additionally, the heat that is produced by compression can ignite fuel
with a low methane number sooner than fuel with a high methane number. If
an engine is using low methane fuel and the timing is too early, detonation
will occur. To avoid detonation, the engine timing must be retarded for low
methane fuel. The engine may also need a lower compression ratio.

An engine with a low compression ratio is able to utilize fuels with a low
methane number. An engine with a high compression ratio can use a more
limited range of fuels. However, a higher power output and greater fuel
economy can be obtained. Operation without combustion problems and
production of the required power from the available fuel depends on the
correct engine configuration.

The methane number of any gas (fuel) can be determined with the following
method:

1. Obtain a fuel analysis of the gas.

2. Enter the data from the fuel analysis into the Caterpillar Software
Program, LEKQ6378, "Methane Number Program".

This software program calculates the fuel's methane number.

21
For a detailed explanation of methane numbers, see Application and
Installation Guide, LEKQ7256, "Fuels/Fuel Systems".

Follow the guide for fuel usage that is in the engine's Engine Performance
publication. These publications are available from your Caterpillar dealer.

For detailed information on gaseous fuels, refer to Engine Data Sheet,

LEKQ3105, "Internal Combustion Engine Fuel Gases".

For information on acceptable fuels for the engine, see the engine's Operation
and Maintenance Manual.

The air/fuel ratio is adjusted by changing the gas flow. A greater

concentration of gas makes a rich mixture and less gas makes a lean mixture.

For engines with the air/fuel ratio control, the air/fuel ratio at full load and the
emissions level of the exhaust gas are controlled by the ECM. For engines
without the air/fuel ratio control, the air/fuel ratio at full load and the
emissions level of the exhaust gas are manually controlled by the load
adjusting valve.

22
Air/Fuel Ratio Control - Adjust - Oxygen Feedback
SMCS - 1266-025

The air/fuel ratio must be adjusted properly in order to comply with the
emissions requirements of the site. The correct air/fuel ratio also helps ensure
stable operation. To adjust the air/fuel ratio, perform the following procedure.

Table 1
Tools Needed Qty
391-8170 EMISSIONS ANALYZER TOOL GP - (Bluetooth Module) (1)
1
393-0673 EMISSIONS ANALYZER TOOL GP (1)
1
(1)
Either emissions analyzer may be used.

1. Connect a properly calibrated emissions analyzer to the exhaust stack.

2. Connect the Caterpillar Electronic Technician (ET) to the service tool

connector. Refer to Systems Operation/Testing and Adjusting, "General
Information (Electronic Control System)".

3. Use the data from the gas analysis in order to determine the correct
settings for the "Fuel Quality" and for the "Gas Specific Gravity"
parameters.

4. Calibrate the oxygen sensor. Refer to the engines Troubleshooting

manual for the procedure.

5. Start the engine.

6. Engage the driven equipment.

7. Select "Service Procedures" from the "Service" drop-down menu.

Select "Air Fuel Ratio Tuning" from the selection menu. Set the
"Oxygen Feedback Enabled Status" to "Disabled". The fuel valve
should be 70 percent open.

Note: The engine will now operate in open loop mode throughout the
entire range of engine loads.

8. Slowly ramp up to 100 percent load.

9. Verify that the value for "Actual Oxygen" on Cat ET is within one
percent of the measured value of oxygen from the emission analyzer
23
 tool. If the value is not correct, troubleshoot the oxygen sensor or the
emission analyzer tool in order to determine the problem.

Use NOx to determine the correct air/fuel ratio. This will provide the
desired value of oxygen.

Continue with this procedure when the "Actual Oxygen" and the
measured value of oxygen from the emission analyzer tool are within
one percent.

10. Compare the "Actual Oxygen" and "Desired Oxygen" values. The
engine must still be in the open loop mode.

If the "Actual Oxygen" is higher than the "Desired Oxygen", use the
following equation. This equation is used in order to adjust the set point
of the "Desired Oxygen at Full Load" parameter:

Table 2
Equation for the Calculation of a New Set Point for "Desired Oxygen at
Full Load"
N=(A-D)+C
N is the new "Desired Oxygen at Full Load" value.
A is the "Actual Oxygen" value.
D is the "Desired Oxygen" value.
C is the current "Desired Oxygen at Full Load" value.

If the "Actual Oxygen" is lower than the "Desired Oxygen", use the
following equation in order to adjust the set point of the Desired
Oxygen at Full Load parameter:

Table 3
Equation for the Calculation of a New Set Point for "Desired Oxygen at
Full Load"
N=C-(D-A)
N is the new "Desired Oxygen at Full Load" value.
C is the current "Desired Oxygen at Full Load" value.
D is the "Desired Oxygen" value.
A is the "Actual Oxygen"value.

24
 11. Use Cat ET to enter the new value of "Desired Oxygen at Full Load".

12. Ensure that the "Desired Oxygen" and the "Actual Oxygen" parameters
are the same value.

13. Select "Service Procedures" from the "Service" drop-down menu.

Select "Air Fuel Ratio Tuning" from the selection menu. Set the
"Oxygen Feedback Enabled Status" to "Enabled".

Note: The engine is now operating in closed loop mode. The fuel valve
should be 70 percent open.

The engines operation should not change in closed loop mode. If the
engine operation changes, change the "Oxygen Feedback Enabled
Status" to "Disabled" and perform the necessary troubleshooting steps.

14. Change the engine load to the load that is required at the site. Check the
emissions level. Verify that the emissions meet the requirements of the
site.

15. Refer to Testing and Adjusting , "Exhaust Bypass Valve (Adjust)" after
the adjustments have been made to the air/fuel ratio control.

16. Record the data from all of the status groups on Cat ET. Save the data
for future reference.

Actuator Linkage
For information about the actuator linkage, refer to Specifications, "Actuator
Linkage".

25
Air/Fuel Ratio Control - Adjust - NOX Feedback
SMCS - 1266-025

The air/fuel ratio must be adjusted properly in order to comply with the
emissions requirements of the site. The correct air/fuel ratio also helps ensure
stable operation. To adjust the air/fuel ratio, perform the following procedure.

Note: An emissions analyzer that measures NO and NO2 separately must be

used in order to check and to adjust the air/fuel ratio control. The accuracy of
the emissions analyzer must be within 10 percent of a standard at the desired
engine NO X emissions level. Calibrate the emissions analyzer for both NO
and NO2 as needed in order to maintain this accuracy level.

1. Connect an accurate emissions analyzer to the exhaust.

2. Start the engine. Allow the engine to warm to normal operating

temperature. Increase the engine speed to a minimum of high idle. Set
the engine load to a minimum of 50 percent.

3. Turn on the power to the emissions analyzer. Allow the NO X reading

on the analyzer to stabilize.

4. Establish communication between Caterpillar Electronic Technician

(ET) and the engine Electronic Control Module (ECM).

5. Disable the emissions feedback.

6. Use the emissions analyzer to measure the exhaust emissions. Adjust

the power screw in order to achieve the desired level of emissions for
the site.

7. Enable the emissions feedback. Verify that the emissions meet the
desired setting. If the emissions are not within ± 10 ppm of the desired
NOx, proceed to the next step.

8. Access the "Service/Calibrations/Engine Exhaust NOx Level Sensor"

calibration screen on Cat ET. Follow the prompts that guide you
through the calibration procedure.

9. Compare the NOx value on Cat ET to the value on the exhaust analyzer.

10. Use the buttons at the bottom of the screen to adjust the NOx slope to
match the NOx value on the emissions analyzer. Adjust the slope to a
value that is within ± 10 ppm.
26
 Make small adjustments to the slope during the calibration procedure.
Allow the engine operation to stabilize after each adjustment. If large
changes are made, engine operation may become unstable.

Once the NOx on Cat ET is within ± 10 ppm of the NOx value on the
emissions analyzer, the calibration is complete.

11. Operate the engine at the rated load. Adjust the exhaust bypass valve
until the desired turbocharger compressor outlet pressure and inlet
manifold pressure are achieved. Refer to the Technical Marketing
Information (TMI) for the engine serial number.

12. Record the data from Cat ET for all of the status groups. Save the data
for future reference.

Note: Do not allow the engine to operate the air/fuel ratio control in the
"Feedback Disabled" (open loop) mode unattended. If any changes are
made to the engine timing or to the exhaust bypass setting, check the
air/fuel ratio with an emissions analyzer. Adjust the air/fuel ratio again,
fi necessary.

Actuator Linkage
For information about the actuator linkage, refer to Specifications, "Actuator
Linkage".

27
Testing and Adjusting
G3500 Engines
Media Number -SENR6412-10

SN:4EK02994
Ignition System
SMCS - 1550

Programming the Electronic Ignition System

The electronic ignition system must be programmed for the particular
installation.

For information on using Cat ET, refer to the information that is provided with
the software.

For information on using the DDT, refer to Special Instruction, SEHS9122,

"Using the 7X-1400 Digital Diagnostic Tool (DDT) Group".

For information on the programmable parameters, refer to Systems Operation,

"Electronic Control System Parameters".

The parameters are listed in Table 1. Record the values for the parameters in
Table 1.

Table 1

Customer Information
Programmable Parameters for the Electronic Ignition System

Parameter Value

"SPEED TIMING MAP"

"DET SENSORS"

"ENGINE TYPE"

"LOAD TIMING MAP"

"COMPRESSION"

28
 "DES ENG TIMING"

Recommendations for Programming Some of the Parameters

"DET SENSORS"

This parameter must be programmed in order for the electronic ignition

system to provide protection from detonation. The engine has two detonation
sensors. Make sure that the value for this parameter is programmed to "2".

"LOAD TIMING MAP"

For normal operation, the recommended value for this parameter is "00".

"COMPRESSION"

Program this parameter to the compression ratio that is printed on the engine
Information Plate.

"DES ENG TIMING"

For the desired engine timing, obtain an analysis of the fuel. Enter the data
from the fuel analysis into the Caterpillar Software Program, LEKQ6378,
"Methane Number Program". Program the value for the desired timing
according to the recommendations in Engine Performance, "Fuel Usage
Guide".

Timing Calibration
The EIS control module can calibrate the mechanical differences between the
top center position of the flywheel and the position of the timing wheel. The
timing calibration must be performed if the EIS control module is replaced or
if the timing gear is serviced.

For instructions on performing the timing calibration, refer to Electronic

Troubleshooting, SENR6413, "G3500 Engines".

Testing the EIS Control Module

The EIS control module can perform a self-test. If you suspect that there is a
problem with the EIS control module, perform the test. Follow the instructions
in Electronic Troubleshooting, SENR6413, "G3500 Engines".

29
Finding the Top Center Position for the No. 1 Piston
SMCS - 1105-531

Table 1

Tools Needed Quantity

9S-9082 Engine Turning Tool 1

View Image

Illustration 1 g00284799

Timing bolt location (typical example)

(1) Cover
(2) Timing bolt
(3) Plug

1. Remove cover (1) and plug (3) from the right front side of the flywheel
housing.

30
 View Image

Illustration 2 g00284800

Timing bolt installation (typical example)

(2) Timing bolt
(4) 9S-9082 Engine Turning Tool

2. Put timing bolt (2) through the timing hole in the flywheel housing.
Use the 9S-9082 Engine Turning Tool (4) and a ratchet wrench with a
1/2 inch drive in order to turn the flywheel in the direction of normal
engine rotation. Turn the flywheel until the timing bolt engages with
the hole in the flywheel.

Note: If the flywheel is turned beyond the point of engagement, the

flywheel must be turned in the direction that is opposite of normal
engine rotation. Turn the flywheel by approximately 30 degrees. Then
turn the flywheel in the direction of normal engine rotation until the
timing bolt engages with the threaded hole. This procedure will remove
the play from the gears when the No. 1 piston is on the top center.

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".

31
Note: When the actual stroke position is identified and the other stroke
position is needed, remove the timing bolt from the flywheel. Turn the
flywheel by 360 degrees in the direction of normal engine rotation.

32
Camshaft Timing
SMCS - 1210

Timing Check
Table 1

Tools Needed Quantity

9S-9082 Engine Turning Tool 1

View Image

Illustration 1 g00284801

Location of timing pins (typical example)

(1) Timing hole

(2) Timing pin

1. Remove rear camshaft covers from both sides of the engine.

2. Refer to Testing and Adjusting, "Finding the Top Center Position for
the No. 1 Piston".

33
 Note: When the timing bolt is installed in the flywheel, it is not
necessary to remove the No. 1 valve cover in order to find the
compression stroke. Both rear camshaft covers must be removed in
order to check the timing.

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 on
the compression stroke. If the timing ring is not visible, feel the back of
the camshaft for the groove. If the groove is at the back of the
camshaft, the flywheel must be turned by 360 degrees in order to put
the No. 1 piston on the compression stroke.

View Image

Illustration 2 g00284802

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 the groove in camshaft (3) on each side of
the engine. In order to time the engine correctly, the timing pins must
fit into the groove of each camshaft.

34
 If the timing pins do not engage in the grooves of both camshafts, the
engine is not in time, and one or both camshafts must be adjusted.

6. Proceed to the "Timing Adjustment" procedure.

NOTICE

If a camshaft is out of time more than 18 degrees (approximately 1/2

the diameter of timing pin out of groove), the valves can make contact
with the pistons. This will cause damage that will make engine repair
necessary.

Timing Adjustment
Table 2

Tools Needed Quantity

9S-9082 Engine Turning Tool 1

1P-0820 Hydraulic Puller 1

8B-7548 Push-Puller Tool Group 1

8B-7559 Adapter 2

5H-1504 Hard Washer 3

9U-6600 Hand Hydraulic Pump 1

Note: Before any timing adjustments are made, make sure that adjustments
are necessary. Refer to "Timing Check".

After the Timing Check procedure is complete, the timing bolt will be
engaged in the flywheel. The No. 1 piston will be at the top center (TC)
position.

35
 View Image

Illustration 3 g00662258

Rocker arm shaft assembly

(1) Bolt

(2) Rocker Shaft

1. Remove all valve covers on the side of the engine with the camshaft
that needs adjustment. Disconnect the ignition wiring from the
ignition transformer and remove the ignition transformer. Loosen
bolts (1) that hold rocker shaft (2) to the valve cover bases until all
rocker arms are free from the valves.

Note: The above procedure must be done before the camshaft drive
gear is pulled off the camshaft taper.

View Image

36
 Illustration 4 g00662269

Left rear

(3) Cover

(4) Speed/Timing sensor

2. 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)
.

View Image

Illustration 5 g00662337

Rear gear group

(5) Gear (left camshaft drive)

(6) Idler gear

(7) Speed/Timing ring

(8) Gear (right camshaft drive)

(9) Washer

(10) Bolt

37
 (11) Bolt

(12) Plate

3. To remove the left camshaft drive gear, remove bolt (10) and washer
(9). Remove speed/timing ring (7) from the left camshaft.

4. To remove right camshaft drive gear, remove bolt (11) and plate (12)
from the right camshaft.

View Image

Illustration 6 g00662446

Removing the camshaft drive gear

(A) 1P-0820 Hydraulic Puller

(12) 4W-4586 Plate

5. Use tooling (A) to remove camshaft drive gears (5) and (8) .

6. Install the three 5H-1504 Hard Washers behind plate (12). This plate
holds the camshaft drive gear on the camshaft. Install plate (12) and
bolt (11) on the camshaft.

38
 NOTICE
Do not apply more than 41,340 kPa (6,000 psi) of pressure to 1P-
0820Hydraulic Puller. 8B-7559 Adapters are rated at 5 ton each
and 1P-0820 Hydraulic Puller is rated at 17 ton at 68,900 kPa (10,000
psi). If too much pressure is applied, the gear may be damaged.

7. Use the 8B-7559 Adapter and needed parts from the 8B-7548 Push-
Puller Tool Group to install the 1P-0820 Hydraulic Puller on the
camshaft drive gear. Apply 41,340 kPa (6,000 psi) to the puller and tap
the screw until the camshaft drive gear is free of the camshaft taper.
Remove the tooling and the camshaft drive gear from the camshaft.

View Image

Illustration 7 g00662447

Camshaft timing

(13) Timing pin

8. Remove timing pins (13) from the storage positions which are located
under the rear camshaft covers on each side of the engine.

9. Turn the camshafts until timing pins (13) can be installed through
timing holes and into the grooves (slots) in the camshaft.

39
10. Clean the taper of the camshaft and clean the tapered bore of the
camshaft gear. Use a lint free cloth that is saturated with a solvent in
order to remove any excess oil. Clean the parts again with a lint free
alcohol wipe in order to remove any residue. If the alcohol wipe is
dirty after cleaning the parts, clean the parts again with a clean lint
free alcohol wipe. Repeat the cleaning until no residue is left on the
alcohol wipe.

Note: The taper of the camshaft and the tapered bore of the camshaft
gear must be clean, dry, and free of residue.

a. Ensure that both camshafts have the pins in place.

b. Ensure that the flywheel has the pin in place.

c. Install the camshaft gears onto the camshafts and remove any
backlash by rotating the gears in the opposite direction of
engine rotation. Use hand pressure to turn and hold the
camshaft drive gears in the opposite direction of the rotation.
The procedure removes all gear clearance (backlash) between
the camshaft drive gears (3) and the idler gears.

Note: Ensure that the hole in the speed/timing ring is properly

seated on the locating pin.

d. Install speed/timing ring (7), bolt (10) and washer (9) on the left
side. Install bolt (11) and plate (12) on the right side in order to
hold the camshaft drive gears to each camshaft.

e. Tighten the retaining bolts for the camshaft gears.

Torque ... 360 N·m (265 lb ft)

View Image

40
 Illustration 8 g01226674

Vertical line

f. Mark a vertical line on the head of the bolt for the camshaft
gear. Refer to Illustration 8.

g. Place a driver against the retaining plate of the camshaft gear.

Strike the driver solidly with a hammer 3 to 4 times.

h. Tighten the retaining bolts for the camshaft gears again.

Torque ... 360 N·m (265 lb ft)

View Image

Illustration 9 g01226685

41
 i. Repeat steps 10.g and 10.h until the mark on the bolt turns a
minimum of 90 degrees. Refer to Illustration 9.

11. Install the gaskets and the covers on the flywheel housing.

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

13. Remove the timing bolt from the flywheel housing.

14. Install the 5M-6213 Pipe Plug in the flywheel housing timing hole.
Remove the engine turning pinion, and install the cover and the
gasket.

15. Correctly engage the rocker arms with the pushrods. Tighten the bolts
to a torque of 120 ± 20 N·m (89 ± 15 lb ft) in order to hold all of the
rocker shafts in position.

16. Adjust the valve lash. Refer to Testing and Adjusting, "Valve Lash and
Valve Bridge Adjustment".

42
Restriction of Air Inlet and Exhaust
SMCS - 1050-040

The efficiency of the engine and the engine power are reduced if there is
restriction in the air inlet and/or the exhaust system.

Inspect the air inlet and exhaust system. Make sure that there are no
obstructions or leaks in the system.

Table 1

Tools Needed Qty

1U-5470 Engine Pressure Group 1

8T-0452 Manometer Gauge

View Image

43
Illustration 1 g00295554

1U-5470 Engine Pressure Group

The 1U-5470 Engine Pressure Group is used to measure the inlet air
restriction and the exhaust back pressure.

Air Inlet Restriction

Air inlet restriction is the difference in pressure between the air lines after the
air cleaner and the atmospheric air pressure.

Use the differential pressure gauge of the 1U-5470 Engine Pressure Group in
order to measure the air inlet restriction. Connect the pressure port of the
differential pressure gauge to the opening for the air filter service indicator on
the air cleaner.

For optimum operation, replace the air filter when the air filter restriction
reaches the restriction value for your particular engine application. Refer to
the applicable Gas Engine Technical Data Sheet for additional information.
The maximum air filter restriction is 3.7 kPa (15 inches of H2O).

Aftercooler Differential Pressure

Aftercooler differential pressure is the difference in air pressure between the
inlet and the outlet of the aftercooler.

44
View Image

Illustration 2 g01052146

(1) Plug

The maximum differential pressure for the aftercooler is 10 kPa (40 inch of
H2O).

The 8T-0452 Manometer Gauge is used to measure the differential pressure

across the aftercooler. Remove plugs (1) from the aftercooler. Connect the
manometer in the location of the plugs. Measure the differential pressure
when the engine is operating at full load.

Exhaust Restriction
Exhaust restriction (back pressure) is the difference in the pressure between
the exhaust at the outlet elbow and the atmospheric air pressure.

45
In addition to the loss of efficiency and power, excessive exhaust restriction
will lead to these results: high engine temperatures, reduced service life of the
turbocharger and early problems with inlet and exhaust valves.

Use the differential pressure gauge of the 1U-5470 Engine Pressure Group in
order to measure the exhaust back pressure.

Hot engine components can cause injury from burns. Before performing
maintenance on the engine, allow the engine and the components to 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 the muffler. Choose a location
that is as close to the engine as possible. Install the probe into a straight pipe
that is three to five diameters of the pipe away from the last transition.

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
correct the condition.

46
Measuring Inlet Manifold Temperature
SMCS - 1921-082

Table 1

Tools Needed Qty

4C-6500 Digital Thermometer 1

High inlet manifold air temperature will reduce the power output of the
engine. If the temperature is greater than the trip point, the ECM will generate
a warning or a shutdown.

Use the Caterpillar Electronic Technician (ET) to monitor the inlet manifold
air temperature. The temperature can be verified with the 4C-6500 Digital
Thermometer.

View Image

47
Illustration 1 g00808566

Top view and right side view of the plug on top of the aftercooler

To measure the inlet manifold air temperature, use the 4C-6500 Digital
Thermometer. Remove the plug from the top of the aftercooler. Insert a
temperature probe in place of the plug. Measure the temperature when the
engine is operating at full load.

If the inlet manifold air temperature is too high, inspect the thermostatic valve
and the separate circuit's cooling system.

48
Exhaust Bypass Valve - Adjust
SMCS - 1057

The exhaust bypass valve is preset at the factory. However, adjustments may
be necessary due to the following circumstances:

• Replacement of the exhaust bypass valve

• Altitude
• Changes in the ambient temperature

Use the following procedure to adjust the exhaust bypass valve for local
conditions.

View Image

Illustration 1 g00814530

(1) Plug

(2) Locknut

(3) Adjustment screw

1. Remove plug (1) and the seal. Loosen locknut (2) .

49
2. Turn adjustment screw (3) clockwise for approximately four turns in
order to remove the function of the exhaust bypass valve. Be careful
not to tighten the screw too far.

3. Adjust the engine's exhaust emissions according to Systems

Operation/Testing and Adjusting, "Air/Fuel Ratio Control - Adjust
(Oxygen Feedback)" or Systems Operation/Testing and Adjusting,
"Air/Fuel Ratio Control - Adjust (NOX Feedback)".

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

4. After the desired exhaust emissions are obtained, turn adjusting screw
(3) counterclockwise in order to obtain full load operation with a
throttle angle of approximately 70 degrees.

5. When the operation is satisfactory, tighten locknut (2) to the torque

that is listed in the engine's Specifications.

6. Install the seal and plug (1) .

50
Compression
SMCS - 1215-081

Table 1

Tools Needed Quantity

193-5859 Cylinder Pressure Gauge Gp (Gas Engine) 1

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:

• Excessive deposits
• Guttering of valves
• A broken valve
• A piston ring that sticks
• A broken piston ring
• Worn piston rings
• Worn cylinder liners

Measure the cylinder pressure of an engine after approximately 250 hours of

operation. Record the data. Continue to periodically measure the cylinder
pressure. Comparing the recorded data to the new data provides information
about the condition of the engine.

Note: Cylinder pressure is one of the three factors that help to determine the
in-frame overhaul interval. Refer to Operation and Maintenance Manual,
"Overhaul (In-Frame)".

If the cylinder pressure has risen by one or more compression ratios, the
engine needs a top end overhaul in order to remove deposits. Failure to
remove the deposits will increase the chance for detonation. Severe guttering
of the valves will occur.

To measure the cylinder pressure, use the 193-5859 Cylinder Pressure Gauge
Gp (Gas Engine). Use the Special Instruction, NEHS0798 that is included
with the gauge. Use the following guidelines:

51
 • Remove all of the spark plugs.
• Fully open the throttle plate.
• Minimize the cranking time. This will enable a maximum consistent
cranking speed for the check. Also, the battery power will be
conserved.

Illustration 1 is a graph of typical cylinder pressures for engines with different

compression ratios.

View Image

Illustration 1 g00828960

(Y) Cylinder pressure in kPa

(X) Compression ratio
(1) Normal range for cylinder pressure

52
Crankshaft Position for Valve Lash Setting
SMCS - 1105; 1202

The SAE standard engine crankshaft rotation is counterclockwise when the

crankshaft is viewed from the flywheel end.

Table 1

Crankshaft Positions for Valve Lash Setting

Standard Counterclockwise Rotation

Stroke for the Number 1 Piston at Top

Engine Inlet Valves Exhaust Valves
Center Position (1)

Compression Stroke 1-2-5-7-8-12-13-14 1-2-3-4-5-6-8-9

13-14-6-9-10-11- 7-10-11-12-3-4-15-
G3516 Exhaust Stroke
15-16 16

Firing Order 1-2-5-6-13-14-9-10-15-16-11-12-3-4-7-8

1-2-5-6-9-10-11-13- 1-2-3-4-11-12-13-
Compression Stroke
14-17-18 14-15-16

3-4-7-8-12-15-16- 5-6-7-8-9-10-17-
G3520 Exhaust Stroke
19-20 18-19-20

1-2-11-12-3-4-15-16-7-8-19-20-9-10-17-
Firing Order
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 adjust for the correct cylinders. Remove the timing bolt. Turn the
flywheel by 360 degrees in the direction of normal engine rotation. This action will put the No. 1
piston at the top center (TC) position on the other stroke. Install the timing bolt in the flywheel and
complete the adjustments for the cylinders that remain.

53
Valve Lash and Valve Bridge Adjustment
SMCS - 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".

An adjustment is NOT NECESSARY if the valve lash is within the tolerance

that is listed in Table 1.

Table 1

Valve Lash Check: Engine Stopped

Valves Acceptable Valve Lash Range

Inlet
0.43 to 0.58 mm (0.017 to 0.023 inch)

Exhaust
1.19 to 1.35 mm (0.047 to 0.053 inch)

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

54
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:

View Image

Illustration 1 g00662524

(1) Valve cover

(2) Transformer

(3) Ignition harness

1. Remove valve cover (1) .

2. Disconnect ignition harness (3) .

3. Grasp transformer (2) and pull the transformer straight out of the
cylinder head.

View Image

55
 Illustration 2 g00808424

(4) Adjusting screw

(5) Locknut

(6) Valve bridge

(7) Rocker arm

4. Loosen locknut (5) and adjusting screw (4) .

5. Press straight down on rocker arm (7) at the contact point for valve
bridge (6). Turn adjusting screw (4) clockwise until the screw just
contacts the valve stem.

6. Tighten adjusting screw (4) for an additional 25 ± 5 degrees in order to

straighten the valve bridge onto the dowel.

7. Hold adjusting screw (4) in position and tighten locknut (5) to 30 ± 4

N·m (22 ± 3 lb ft).

8. Make sure that the valve lash is correct. Refer to "Valve Lash Check".

9. Install transformer (2) .

10. Connect ignition harness (3) .

11. Install valve cover (1) .

56
Valve Lash Adjustment
The valve bridge must be adjusted before the valve lash is adjusted.

Note: You can use the 147-5482 Valve Lash Gauge Group to measure the
valve lash. Refer to the Special Instruction, REHS0128 that is included with
the tool group. You will also need the 147-2056 Dial Indicator or the 147-
5537 Dial Indicator .

1. Ensure that the No. 1 piston is at the top center (TC) position. Refer to
Testing And Adjusting, "Finding the Top Center Position for the No. 1
Piston".

2. Work on the appropriate cylinders that are listed in Testing and

Adjusting, "Crankshaft Positions for Valve Lash Setting".

3. Before you perform any adjustments, use a soft hammer to lightly tap
each rocker arm at top of the adjustment screw. This will ensure that
the lifter roller is seated against the camshaft.

View Image

Illustration 3 g00808430

(1) Valve bridge

(2) Rocker arm

57
 (3) Adjusting screw

(4) Locknut

4. Loosen locknut (4) and adjusting screw (3) .

5. Insert the appropriate feeler gauge between rocker arm (2) and the
contact surface of valve bridge (1). Refer to Table 2.

Table 2

Valve Lash Setting: Engine Stopped

Valves Gauge Dimension

Inlet
0.51 mm (0.020 inch)

Exhaust
1.27 mm (0.050 inch)

6. Hold adjusting screw (3) in place and tighten locknut (4) to a torque of
70 ± 15 N·m (52 ± 11 lb ft).

7. Verify that the setting is correct.

8. Remove the timing bolt from the flywheel housing. Rotate the
crankshaft for 360 degrees. Install the timing bolt in the flywheel
housing.

9. With the No. 1 piston in the top center of the opposite stroke, perform
Steps 2 through 7 for the remaining cylinders.

10. Remove the timing bolt from the flywheel housing.

58
Accumulator Pressure - Test
SMCS - 1320-081

Table 1

Tools Needed Qty

175-5507 Nitrogen Charging Group 1

8T-0862 Pressure Gauge (-100 to 500 kPa (-15 to 72 psi)) (1) 1

8T-0863 Pressure Gauge (0 to 250 kPa (0 to 36 psi)) (1) 1

(1)
The procedure does not require two pressure gauges. Either pressure gauge may be used.

Note: Because the accumulator operates with a low pressure, a low pressure
gauge is needed for this procedure.

Periodic measuring of the accumulator's pressure can help detect wear of the
accumulator's seals.

If oil leaks past the piston's O-ring seal into the upper portion of the
accumulator, the pressure in the upper portion will increase.

If nitrogen gas leaks past the piston's O-ring seal into the lower portion of the
accumulator, the pressure in the lower portion will decrease. Low pressure can
also be caused by nitrogen gas that leaks from the seals for the gas valve
and/or for the end caps.

Checking the Pressure

Note: The Tool Operating Manual, NEHS0742 is provided with the
tool.

Illustration 1 g00995703

59
1. Assemble the following parts according to Tool Operating Manual,
NEHS0742: nipple (1), needle valve (2), pipe tee (3), coupling (4), low
pressure gauge (5), chuck (6) and hose (7). Make sure that needle
valve (2) is closed.

Illustration 2 g00995678

Gas valve

2. Remove the guard and the cap in order to access the gas valve.

3. Connect chuck (6) to the gas valve. Turn the chuck's handle in order to
open the gas valve.

4. Wait until the low pressure gauge stabilizes. Read the gauge.

For the correct pressure, refer to the engine's Specifications manual.

If the pressure is correct, proceed to Step 5.

If the pressure is too low, proceed to "Charging the Accumulator".

5. Turn the chuck's handle in order to close the gas valve. Open needle
valve (2) in order to purge the nitrogen gas from the tooling.

6. Remove the tooling from the gas valve. Install the cap and the guard
over the gas valve.

60
Charging the Accumulator
Note: Only use dry nitrogen gas to fill the accumulator.

Illustration 3 g00995724

1. Assemble the following parts according to Tool Operating Manual,

NEHS0742: hose (1), nipple (2), coupling (3), regulator (4) and coupling
(5). Connect coupling (5) to the nipple that is on the needle valve.

2. Crack the nitrogen bottle's valve in order to purge any debris from the
valve.

3. Make sure that regulator (4) is closed. Make sure that the nitrogen
bottle's valve is closed and connect the regulator to the nitrogen
bottle.

4. Open the needle valve. Open the nitrogen bottle's valve. Observe the
pressure gauge on regulator (4) and open the regulator's valve until
some pressure is indicated on the regulator's gauge. Then close the
regulator's valve.

5. Wait for 10 to 15 minutes in order to allow the temperature of the

nitrogen gas to stabilize. Read the low pressure gauge.

For the correct pressure, refer to the engine's Specifications manual.

If the pressure is too low, repeat Steps 4 and 5 until the correct pressure
is achieved.

61
 If the pressure is too high, perform Step 5.a through Step 5.c.

a. Close the needle valve and disconnect coupling (5) .

b. Open the needle valve and then close the needle valve in order
to purge some of the nitrogen gas from the accumulator.

c. Wait until the low pressure gauge stabilizes. Read the gauge.

Repeat Step 5.a through Step 5.c until the correct pressure is
achieved.

6. Turn the chuck's handle in order to close the gas valve. Open the
needle valve in order to purge the nitrogen gas from the tooling.

7. Remove the tooling from the gas valve.

8. Close the nitrogen bottle's valve. Remove the tooling from the
nitrogen bottle.

9. Install the cap and the guard over the gas valve.

62
Excessive Engine Oil Consumption - Inspect
SMCS - 1348-040

Engine Oil Leaks on the Outside of the Engine

Check for leakage at the seals at each end of the crankshaft. Look for leakage
at the gasket for the engine oil pan and all lubrication system connections.
Look for any engine oil that may be leaking from the crankcase breather. This
can be caused by combustion gas leakage around the pistons. A dirty
crankcase breather will cause high pressure in the crankcase. A dirty
crankcase breather will cause the gaskets and the seals to leak.

Engine Oil Leaks into the Combustion Area of the

Cylinders
Engine oil that is leaking into the combustion area of the cylinders can be the
cause of blue smoke. There are several possible ways for engine oil to leak
into the combustion area of the cylinders:

• Leaks between worn valve guides and valve stems

• Worn components or damaged components (pistons, piston rings, or
dirty return holes for the engine oil)
• Incorrect installation of the compression ring and/or the intermediate
ring
• Leaks past the seal rings in the turbocharger shaft
• Overfilling of the crankcase
• Wrong oil level gauge 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
increased engine temperature.

63
Measuring Engine Oil Pressure
SMCS - 1304-081

Table 1

Tools Needed Quantity

1U-5470 Engine Pressure Group 1

Caterpillar Electronic Technician (ET) 1

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

View Image

Illustration 1 g00284796

1U-5470 Engine Pressure Group

(1) Pressure indicators

(2) Zero adjustment screw

64
(3) Pressure indicator

(4) Pressure tap

(5) Pressure indicator

The 1U-5470 Engine Pressure Group can be used in order to measure the
pressure in the system. This tool group has a gauge in order to read pressure in
the oil manifold. For more information, refer to Special Instruction,
SEHS8524.

Cat ET can also be used to measure the oil pressure in the system.

View Image

Illustration 2 g01257305

Oil gallery plug

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

Oil pressure to the camshaft and main bearings should be checked on each
side of the cylinder block at the oil gallery plug (6). With the engine at
operating temperature, the minimum oil pressure at full load rpm should be
approximately 280 kPa (40 psi). Minimum oil pressure at low idle rpm should
be approximately 140 kPa (20 psi).

65
Indicators For Oil Pressure
An oil pressure indicator that has a defect or a sender that has a defect can
give an indication of a low oil pressure or a high oil pressure.

The 1U-5470 Engine Pressure Group or the Cat ET service tool can be used in
order to make a comparison with the engine oil pressure gauge on the
instrument panel.

Oil Pressure Is Low

Crankcase Oil Level

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

The Oil Pump Does Not Work Correctly

The inlet screen of the supply tube for the oil pump can have a restriction.
This restriction will cause cavitation and a loss of oil pressure. Air leakage in
the supply side of the oil pump will also cause cavitation and loss of oil
pressure. If the bypass valve for the oil pump is held in the open position, the
lubrication system can not reach the maximum pressure. Oil pump gears that
have too much wear will cause a reduction in oil pressure.

Oil Filter Bypass Valve

If the bypass valve for one or more of the oil filters is held in the open
position due to a restriction, a reduction in the oil pressure can be the result.
Remove each bypass valve and clean each bypass valve in order to correct this
problem. You must also clean each bypass valve bore. Install new Caterpillar
oil filters. New filters will prevent more debris from causing this problem.

Too Much Clearance At Engine Bearings Or Open Lubrication System

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

Piston Cooling Jets

When the engine is operating, piston cooling jets direct oil toward the bottom
of the piston in order to cool the piston. This also provides lubrication for the

66
piston pin. If a jet is broken, plugged, or installed incorrectly, a seizure of the
piston will occur quickly.

Oil Pressure Is High

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

67
General Information (Cooling System)
SMCS - 1350

This engine has a pressure type cooling system. A pressure type cooling
system has two advantages.

• The pressure helps prevent cavitation.

• The risk of boiling is reduced.

Cavitation occurs when mechanical forces cause the formation of air bubbles
in the coolant. The bubbles can form on the cylinder liners. Collapsing
bubbles can remove the oxide film from the cylinder liner. This allows
corrosion and pitting to occur. If the pressure of the cooling system is low, the
concentration of bubbles increases. The concentration of bubbles is reduced in
a pressure type cooling system.

The boiling point is affected by three factors: pressure, altitude and

concentration of glycol in the coolant. The boiling point of a liquid is
increased by pressure. The boiling point of a liquid is decreased by a higher
altitude. Illustration 1 shows the effects of pressure and altitude on the boiling
point of water.

View Image

68
Illustration 1 g00286266

The boiling point of the coolant also depends on the type of coolant and the
concentration of glycol. A greater concentration of glycol has a higher boiling
temperature. However, glycol transfers heat less effectively than water.
Because of the boiling point and the efficiency of heat transfer, the
concentration of glycol is important.

Three basic problems can be associated with the cooling system:

• Overheating
• Coolant loss
• Overcooling

If the cooling system is not properly maintained, solids such as scale and
deposits reduce the ability of the cooling system to transfer heat. The engine
operating temperature will increase.

When the engine is overloaded, the engine will run in the lug condition. When
the engine is running in the lug condition, the engine is operating at a lower
engine rpm that reduces the coolant flow. Decreased coolant flow during high
load will cause overheating.

Coolant can be lost by leaks. Overheated coolant can be lost through the
cooling system's pressure relief valve. Lower coolant levels contribute to
additional overheating. Overheating can result in conditions such as cracking
of the cylinder head and piston seizure.

A cracked cylinder head or cylinder liner will force exhaust gas into the
cooling system. The additional pressure causes coolant loss, cavitation of the
water pump, less circulation of coolant, and further overheating.

Overcooling is the result of coolant that bypasses the water temperature

regulators and flows directly to the radiator or to the heat exchanger. Low load
operation in low ambient temperatures can cause overcooling. Overcooling is
caused by water temperature regulators that remain open. Overcooling reduces
the efficiency of operation. Overcooling enables more rapid contamination of
the engine oil. This results in the formation of sludge in the crankcase and
carbon deposits on the valves.

Cycles of rapid heating and cooling can result in cracked cylinder heads,
gasket failure, accelerated wear, and excessive fuel consumption.

If a problem with the cooling system is suspected, perform a visual inspection

before you perform any tests on the system.
69
Visual Inspection
SMCS - 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:
o Color that is similar to new coolant
o Odor that is similar to new coolant
o Free of dirt and debris
3. Look for leaks in the cooling system. After the engine is stopped, look
for coolant or steam from the radiator's overflow. Inspect the hoses
and clamps for good condition.

If engine oil or coolant is leaking from the joint between the cylinder
head and the engine block, there is a problem with the cylinder head
gasket.

Note: The water pump has a weep hole between the seal for the coolant
and the seal for the bearing. The weep hole prevents coolant from
entering the lubrication system if there is a problem with a seal in the
water pump. A small amount of coolant at the weep hole is normal.

4. Make sure that air flows through the radiator and that there is not a
restriction. Look for radiator fins that are bent, damaged, or leaking.
Look for dirt and debris that can restrict the flow of air through the
fins.
5. Inspect the fan drive belts and pulley grooves.

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.

6. Check for damage to the fan blades. Look for damaged baffles on the
radiator and for baffles that are missing. Inspect the shroud of the fan
for good condition.
7. Inspect the air inlet system. Make sure that the air cleaner, the air
inlet, and the exhaust are not restricted.
70
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 serious burns. To open the
cooling system filler cap, stop the engine and wait until the cooling
system components are cool. Loosen the cooling system pressure cap
slowly in order to relieve the pressure.

9. After the engine is cool, remove the cooling system filler cap slowly in
order to release pressure. Inspect the filler cap. Check the condition of
the gasket. Check the sealing surface for the cap.

The gasket and the sealing surface must be clean and free of gouges,
nicks, and grooves.

71
Test Tools for the Cooling System
SMCS - 0781; 1350

Table 1

Tools Needed

Part Number Part Name Quantity

348-5430 Multi-Tool Gp 1

9S-8140 Pressurizing Pump 1

245-5829 Coolant/Battery Tester Gp 1

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.

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.

View Image

72
Illustration 1 g02167834

348-5430 Multi-Tool Gp

The 348-5430 Multi-Tool Gp is used in the diagnosis of overheating

conditions and in the diagnosis of overcooling conditions. This group can be
used to check temperatures in several different parts of the cooling system.
Refer to Tool Operating Manual, NEHS1087, " 348-5430 Multi-Tool Gp" for
the testing procedure.

The 348-5430 Multi-Tool Gp is used to check the air flow through the radiator
core. Refer to Tool Operating Manual, NEHS1087 for the test procedure for
checking the air flow through the radiator core.

The 348-5430 Multi-Tool Gp is used to check the fan speed. Refer to Tool
Operating Manual, NEHS1087 for the testing procedure.

The 348-5430 Multi-Tool Gp can measure engine rpm from a magnetic

pickup. The magnetic pickup is located in the flywheel housing. Refer to Tool
Operating Manual, NEHS1087 for the testing procedure.

The 348-5430 Multi-Tool Gp is also a photo-tachometer that is held by hand

for general use. The multi-tool can measure the engine speed by placing a
piece of reflective tape on the crankshaft pulley.

View Image

73
Illustration 2 g00286369

9S-8140 Pressurizing Pump

The 9S-8140 Pressurizing Pump is used to test the filler caps. This
pressurizing pump is also used to pressure test the cooling system for leaks.

View Image

74
Illustration 3 g00439083

245-5829 Coolant/Battery Tester Gp

Check the coolant frequently in cold weather for the proper glycol
concentration. Use the 245-5829 Coolant/Battery Tester Gp in order to ensure
adequate freeze protection. The tester gives immediate, accurate readings. The
tester can be used for antifreeze and coolants that contain ethylene or
propylene glycol.

75
Testing the Cooling System
SMCS - 1350-081

Testing for Freeze Protection

Table 1

Required Tools Qty

245-5829 Coolant/Battery Tester Gp 1

View Image

Illustration 1 g00439083

245-5829 Coolant/Battery Tester Gp

Check the coolant frequently in cold weather for the proper protection against
freezing. Use the 245-5829 Coolant/Battery Tester Gp in order to ensure
adequate freeze protection. The tester gives immediate, accurate readings. The
tester can be used for antifreeze/coolants that contain ethylene or propylene
glycol. The tester is also used to check the condition of batteries (specific
gravity). Instructions are provided with the tester.

76
Making the Correct Antifreeze Mixtures
Adding pure antifreeze as a makeup solution for the cooling system top-off is
an unacceptable practice. Adding pure antifreeze increases the concentration
of antifreeze in the cooling system. Pure antifreeze increases the concentration
of the dissolved solids and the undissolved chemical inhibitors in the cooling
system. Add the antifreeze and water mixture in the same concentration as
your cooling system. Refer to the engine Operation and Maintenance Manual.

Testing the Supplemental Coolant Additive and the

Glycol
Refer to the engine Operation and Maintenance Manual for further
information about testing the cooling system.

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 hot spots to develop.

If the cooling system is not filled to the proper level, air can be trapped in the
system. Filling the cooling system too quickly can also trap air 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.

To help prevent air from entering the cooling system, fill the system slowly.
The radiator cap must be removed when filling the system from the bottom.
Make sure that all of the hoses and pipe connections are secure.

If the cylinder head is loose or cracked, exhaust gas can enter the cooling
system. Exhaust gas can also enter the cooling system through internal cracks
and/or defects in the cylinder head gasket.

Air and/or exhaust gas in the cooling system can cause overheating. Use the
following test to check for the presence of air and/or exhaust gas in the
coolant.

1. Make sure that the cooling system is filled to the proper level.

77
 View Image

Illustration 2 g00769076

2. Remove the plug from the radiator (if equipped). Install a hose into
the hole for the plug.
3. Fill a clear container with water and place the other end of the hose
into the container.
4. Start the engine. Operate the engine until normal operating
temperature is reached.
5. Observe the end of the hose in the clear container.

A bubble may rise occasionally from the hose. An occasional bubble is

normal.

Air and/or exhaust gas in the coolant is indicated by a stream of

bubbles.

Testing the Radiator Fan (If Equipped)

78
 Table 2

Required Tools Qty

348-5430 Multi-Tool Gp 1

308-7264 Multitach Tool Gp 1

The 348-5430 Multi-Tool Gp and the 308-7264 Multitach Tool Gp are used
together to check the fan speed. For instructions, refer to the Operating
Manual, NEHS1087 and Operating Manual, NEHS0605.

Testing the Cooling System for Leaks

Table 3

Required Tools Qty

9S-8140 Pressurizing Pump 1

Use the following procedure in order to check the cooling system for leaks:

Personal injury can result from hot coolant, steam and alkali.

At operating temperature, engine coolant is hot and under pressure.

The radiator and all lines to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.

Remove filler cap slowly to relieve pressure only when engine is stopped
and radiator cap is cool enough to touch with your bare hand.

Cooling System Conditioner contains alkali. Avoid contact with skin

and eyes.

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. Ensure that the cooling system is filled to the correct level.
3. Install the 9S-8140 Pressurizing Pump onto the radiator filler tube.

79
 4. Increase the pressure reading on the gauge to 20 kPa (3 psi) more than
the pressure on the filler cap.
5. Inspect the radiator, all connection points, and the hoses for leaks.

If no leaks are found and the gauge reading remains steady for a minimum of
5 minutes, the cooling system is not leaking.

If leaking is observed and/or the gauge reading decreases, make repairs, as

needed.

80
Cylinder Block
SMCS - 1201-040

Table 1

Tools Needed Quantity

1P-4000 Line Boring Tool Group 1

1P-3537 Dial Bore Gauge Group 1

4C-4519 Piston Ring Groove Gauge Gp 1

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 to
the torque that is shown in the Specifications. Alignment error in the bores
must not be more than 0.08 mm (0.003 inch). Refer to the Special Instruction,
SMHS7606 for the correct procedure for using the 1P-4000 Line Boring Tool
Group for the alignment of the main bearing bores. The 1P-3537 Dial Bore
Gauge Group can be used to check the size of the bores. The Special
Instruction, GMGO0981 is with the group.

View Image

81
Illustration 1 g00285686

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.

Connecting rod bearings are available with 0.63 mm (0.025 inch) and 1.27
mm (0.050 inch) smaller inside diameter than the original size bearing. These
bearings are for crankshafts that have been ground.

Main Bearings
Main bearings are available with a larger outside diameter than the original
size bearings. These bearings are available for the cylinder blocks with the
main bearing bore that is made larger than the bores' original size. The size
that is available has a 0.63 mm (0.025 inch) outside diameter that is larger
than the original size bearings.

82
Cylinder Liner Projection
SMCS - 1216-082

Specifications
Table 1

Dimensions for Acceptable Cylinder Liner Projection with the 362-8264 Cylinder Head
Gasket

Part Dimension Value

211-7826 Cylinder Block Liner flange 12.65 ± 0.02 mm (0.498 ± 0.0001 inch) Z

362-9677 Spacer Plate 12.33 ± 0.03 mm (0.4854 ± 0.0012 inch) X

110-6994 Spacer Plate 12.31 ± 0.03 mm (0.4846 ± 0.0012 inch) X

144-5692 Plate Gasket 0.21 ± 0.03 mm (0.008 ± 0.001 inch) Y

Allowable projection 0.08 mm (0.003 inch) to 0.15 mm (0.006 inch)

Table 2

Dimensions for Acceptable Cylinder Liner Projection with the 110-6991 Cylinder Head
Gasket

Part Dimension Value

211-7826 Cylinder Block Liner flange 12.65 ± 0.02 mm (0.498 ± 0.0001 inch) Z

110-6994 Spacer Plate 12.31 ± 0.03 mm (0.4846 ± 0.0012 inch) X

362-9677 Spacer Plate 12.33 ± 0.03 mm (0.4854 ± 0.0012 inch) X

144-5692 Plate Gasket 0.21 ± 0.03 mm (0.008 ± 0.001 inch) Y

Allowable projection 0.06 mm (0.002 inch) to 0.20 mm (0.008 inch)

83
Introduction
Use this procedure to check the cylinder liner projection out of the cylinder
block and installed in the cylinder block.

Reference: Refer to Reuse And Salvage Guidelines, "Procedure to Salvage

Top Decks of Cylinder Blocks of 3500 Engines" for additional information
about reuse and/or salvage of the cylinder block.

Required Tools
Table 3

Tools Needed Quantity

1U-9895 Crossblock 1

3H-0465 Push-Puller Plate 2

8F-6123 Bolt (3/4-16 thread, 139.7 mm (5.5.50 inch) long 2

3B-1925 Washer (COPPER) 4

1A-0075 Bolt (3/4-16 thread, 44.45 mm (1.750 inch) long 4

8T-0455 Liner Projection Tool Group 1

6V-7059 Micrometer 1

Preparation
For checking the cylinder liner projection with the liner out of the cylinder
block, ensure that the following surfaces are clean prior to measuring:

• Cylinder liner flanges

• Spacer plate
• Spacer plate gasket

For checking the installed cylinder liner projection, ensure that the following
surfaces are clean prior to measuring:

• Top surface of the cylinder block

84
 • Cylinder liner bores
• Cylinder liner flanges
• Spacer plates
• Spacer plate gasket

Cylinder Liner out of the Cylinder Block - Check

View Image

Illustration 1 g02247495

1. Use the 6V-7059 Micrometer to measure the thickness of the

following items:
o (X) Spacer Plate
o (Y) Spacer Plate Gasket
o (Z) Cylinder Liner Flange

The cylinder liner projection depends on which spacer plate is

used. Refer to Table 1 or to Table 2.

Note: To determine the cylinder liner projection, subtract the thickness

of the spacer plate and gasket from the thickness of the cylinder liner
flange.

85
 2. Refer to Table 1 or to Table 2 for the correct value of your cylinder
liner projection based on your spacer plate.

Cylinder Liner Installed in the Cylinder Block - Check

View Image

Illustration 2 g01192749

Measuring the cylinder liner projection

(1) 3H-0465 Push-Puller Plate
(2) 1P-2403 Dial Indicator
(3) 1P-2402 Gauge Body
(4) 1A-0075 Bolt and 3B-1925 Washer (COPPER)
(5) Spacer plate
(6) 1U-9895 Crossblock

1. Install a new gasket and spacer plate (5) on the cylinder block.
2. Install the cylinder liner in the cylinder block without seals or bands.

86
 3. Hold spacer plate (5) and the cylinder liner in position according to the
following procedure:
a. Install four 3B-1925 Washers (COPPER) and four 1A-0075 Bolts
(4) around spacer plate (5). Tighten the bolts evenly to a torque
of 95 N·m (70 lb ft).
b. Install the following components: 1U-9895 Crossblock (6),
two 3H-0465 Push-Puller 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-9895Crossblock must
be equal.
4. Use 8T-0455 Liner Projection Tool Group (6) to measure the cylinder
liner projection.
5. 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).
6. Refer to Table 1 or to Table 2 for the correct value of the cylinder liner
projection based on the part number of the spacer plate.
7. Read the measurement on the outer flange of the cylinder liner at four
equally distant positions. Do not read the measurement on the inner
flange. The maximum allowable difference between the high
measurements and the low measurements at four positions around
each cylinder liner is 0.05 mm (0.002 inch). The maximum allowable
difference between the four measurements must not exceed 0.05
mm (0.002 inch) on the same cylinder liner.

Note: If the cylinder liner projection is not within specifications, turn the
cylinder liner to a different position within the bore. Measure the projection
again. If the cylinder liner projection is not within specifications, move the
cylinder liner to a different bore. Inspect the top face of the cylinder block.

Note: When the cylinder liner projection is correct, put a temporary mark on
the cylinder liner and 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.

87
Flywheel - Inspect
SMCS - 1156-040

Table 1

Required Tools Qty

8T-5096 Dial Indicator Gp 1

Face Runout (Axial Eccentricity) of the Flywheel

View Image

Illustration 1 g00286049

Checking face runout of the flywheel

88
 1. Refer to illustration 1 and install the dial indicator. Always put a force
on the crankshaft in the same direction before the dial indicator is
read. This will remove any crankshaft end clearance.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial
indicator.
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 face runout (axial eccentricity)
of the flywheel must not exceed 0.15 mm (0.006 inch).

Bore Runout (Radial Eccentricity) of the Flywheel

View Image

Illustration 2 g01193057

Checking bore runout of the flywheel

(1) 7H-1945 Holding Rod

89
(2) 7H-1645 Holding Rod
(3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment

1. Install the 7H-1942 Dial Indicator (3). Make an adjustment of the 7H-
1940 Universal Attachment (4) so that the dial indicator makes contact
on the flywheel.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial
indicator.
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).

View Image

Illustration 3 g00286058

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)Parte inferior do
formulárioParte inferior do formulário

90
Vibration Damper - Check
SMCS - 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.

The damper is mounted to the crankshaft on the front of the engine. Damage
to the damper or failure of the damper will increase vibrations. The increase in
vibrations will result in damage to the crankshaft and to other engine
components. A deteriorating damper will cause more gear train noise at
variable points in the speed range.

A damper that is hot may be the result of excessive friction. This could be due
to excessive 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.

• The paint on the damper is discolored from heat.
• The engine has had a failure because of a broken crankshaft.
• Analysis of the engine oil has revealed that the front main bearing is
badly worn.
• There is a large amount of gear train wear that is not caused by a lack
of engine oil.

For instructions on repairing the damper, refer to Guide for Reusable Parts,
SEBF8152, "Procedures to Rebuild Vibration Dampers 3600 Family of
Engines". The tools and instructions in the guide for reusable parts are
appropriate for G3500 Engines.

91
Damper Fluid Sampling
At 15,000 hours take first oil sample. For sampling bottle and instructions use
part number 436-0477. Damper can be sampled a maximum of ten times over
the components life. Take oil sample every 4000 hours or by recommendation
from analysis. Oil reaches end of life when degraded by 30% or from
recommendation from analysis

The silicone oil fluid

The health of the damper fluid must be checked periodically.

Take the first sample at 15,000 hours.

Take the remaining samples at 4000 hour intervals or by recommendations

from the fluid analysis.

The fluid has reached end of life when the fluid has degraded by 30% or
determined otherwise by analysis.

Damper Fluid Sampling

At 15,000 hours take first oil sample. For sampling bottle and instructions use
part number 436-0477. Damper can be sampled a maximum of ten times over
the components life. Take oil sample every 4000 hours or by recommendation
from analysis. Oil reaches end of life when degraded by 30% or from
recommendation from analysis

The silicone oil fluid

The health of the damper fluid must be checked periodically.

Take the first sample at 15,000 hours.

Take the remaining samples at 4000 hour intervals or by recommendations

from the fluid analysis.

The fluid has reached end of life when the fluid has degraded by 30% or
determined otherwise by analysis.

92
General Information (Air/Electric Starting System)
SMCS - 1450

This starting system uses an electric solenoid to position an air valve in order
to activate the air starting motor. If the starting motor does not function, do the
procedure that follows:

1. Check the indicator reading for the air pressure.

2. If the reading is not acceptable then use a remote source to charge the
system.

3. If the reading is acceptable then open the main tank drain valve for a
moment. Verify the pressure that is shown on the pressure indicator.
Listen for the sound of the high pressure from the discharge.

Electrical 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.

View Image

93
 Illustration 1 g00286936

Control valve (typical example)

(1) Control valve

(2) Connector

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 voltage across the disconnected leads that connect to
the starting switch.
a. A voltage reading shows that the problem is in the control valve
(2) or the air starting motor. Go to Step 2 of Air Side Of The Air
System.

b. A "ZERO" reading shows that the problem is in the control

switch or the problem is in the wires for the control switch.

3. Fasten the multimeter lead to the start switch at the terminal for the
wire from the battery. Fasten the other lead to a good ground.
a. A "ZERO" reading indicates a broken circuit from the battery.
With this condition, check the circuit breaker and wiring.

b. The problem is in the control switch if either a voltage reading is

found at the control switch or if a voltage reading is found in the
wires from the control switch to the control valve.

Air Side Of The Air System

94
View Image

Illustration 2 g00286937

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) .
a. Full air pressure comes from the end of the air hose (4) when
the control switch is activated. The relay valve (5) is worn or the
air starting motor is damaged.

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.

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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.

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Test Tools for the Electrical System
SMCS - 0785

Table 1

Required Tools Qty

177-2330 Battery Analyzer 1

271-8590 Starting/Charging Analyzer Gp 1

225-8266 Ammeter Tool Gp 1

146-4080
or Digital Multimeter Gp 1
257-9140

Most of the tests for the electrical system can be done on the engine. First,
check that the insulation for the wiring is in good condition. Ensure that the
wire connections and cable connections are clean and tight. Check that the
battery is fully charged. If the on-engine test shows that a component is not
functioning properly, remove the component from the engine for more testing.

Refer to Testing and Adjusting Electrical Components, REG00636 for

complete specifications and test procedures for the components of the starting
circuit and the charging circuit.

177-2330 Battery Analyzer

View Image

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Illustration 1 g03717970

177-2330 Battery Analyzer

The 177-2330 Battery Analyzer will quickly test any 6 V or 12 V battery with
a 50 to 4000 Cold Cranking Amp (CCA), 65 to 5000 Cranking Amp (CA), or
6 to 500 Amp Hour (A-Hr) capacity.

The test can be completed in just 20 seconds and determines whether the
battery is good.

The 177-2330 Battery Analyzer features the following:

• Quickly and accurately test the condition of 6 V and 12 V batteries

(even discharged to as low as 1 V). Checks for full state charge,
condition of battery, and battery voltage.
• Batteries can be tested in the machine or vehicle. The battery does not
have to be fully charged at the time of testing.
• Saves time and money by allowing dealers to test the condition of a
battery while the customer is present (works great for warranty
claims).
• Eliminates the need to charge and discharge a battery to test its
condition.
• Compensates for cold temperatures when testing batteries in extreme
conditions.
• Power-down feature prolongs battery life in the analyzer.

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Note: Refer to Operating Manual, NEHS0764 for more complete information
for the use of the 177-2330 Battery Analyzer.

271-8590 Starting/Charging Analyzer Gp

View Image

Illustration 2 g01789234

271-8590 Starting/Charging Analyzer Gp

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The 271-8590 Starting/Charging Analyzer Gp is a portable, hand-held tool
that is used to test the condition of all 6, 8, and 12 V batteries, as well as 6, 8,
12, and 24 V battery packs. The tester can also be used to test the starting and
the charging system. The analyzer has a multifunction input for use with
multimeter probes that are an optional purchase. The analyzer also has a print
function that is used with a printer that is an optional purchase.

Note: Refer to Operating Manual, NEHS0973 for more complete information

for the use of the 271-8590 Starting/Charging Analyzer Gp.

225-8266 Ammeter Tool Gp

View Image

Illustration 3 g01012117

225-8266 Ammeter Tool Gp

The 225-8266 Ammeter Tool Gp is a portable, self-contained instrument that

allows electrical current measurements to be made without breaking the
circuit or without disturbing the insulation of a conductor. A digital display is
located on the ammeter for displaying current measurements in a range from 1
to 1200 amperes. A 6V-6014Cable can be connected between the ammeter
and a digital multimeter in order to measure a current of less than 1 ampere.

A lever is used to open a jaw on the meter that clamps on any conductor up
to 23 mm (0.90 inch) in diameter. The jaw of the meter closes around the
conductor for the current measurement. A dial is used to set the appropriate
range for the amperage reading. A "HOLD" button on the meter allows the
latest reading to be sustained on the display. If a measurement is taken in a

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limited access area, the meter will retain the measurement data that is on the
display until the user clears the data. Batteries are used to power the ammeter.

Note: Refer to the ammeter's User's Guide for complete information that is
related to the use of the ammeter. This guide is packaged with the unit.

146-4080 Digital Multimeter Gp

View Image

Illustration 4 g01015638

146-4080 Digital Multimeter Gp

The 146-4080 Digital Multimeter Gp is a portable instrument that has a digital

display. This multimeter is case hardened with a rubber protector cover that
provides extra protection against damage in field applications. The 146-
4080 Digital Multimeter Gp can be used to perform the following
measurements:

• Amperage
• Capacitance
• Frequency
• Pulse Width Modulation (PWM)
• Resistance
• Temperature

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 • Voltage

The multimeter has an instant ohms indicator that permits the checking of
continuity for fast circuit inspection. Temperature measurements can be taken
by using the adapter for type K thermocouples. An RS-232 interface adaptor
can be used to interface with other electronic tools and displays.

Note: Refer to multimeter's Operator's Manual for complete information that

is related to the use of the multimeter. This manual is packaged with the unit.

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