Basic Diesel Engine Course

Introduction/ Piston/ Ring/ Liner

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 Basic Diesel Engine

Crankshaft/ Balancer/ Damper/

Bearing

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 Basic Diesel Engine

Air intake and Exhaust System

PositionedPositioned
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Unit 2 2-1-2 Engine Fundamentals
Lesson 1

Air Inlet
and
Exhaust System
Fig. 2.1.1 Introduction

Introduction
This first system we will discuss is the Air Inlet and Exhaust system.

Fig. 2.1.2 Air System Components.

Air System Components

The Air Inlet and Exhaust System contains the following components:

• Air cleaner
• Turbocharger
• Aftercooler
• Cylinder head, valves, and pistons
• Exhaust manifold
Unit 2 2-1-3 Engine Fundamentals
Lesson 1

Fig. 2.1.3 Air Cleaner

Air Cleaner
Air is drawn into the engine through the air cleaner. The air cleaner
houses a filter element which removes foreign material from the air
before it enters the engine. There are several different types of air
cleaners currently available on Caterpillar engines. Always refer to
the operation and maintenance manual of the engine for the most
accurate maintenance procedures.

Fig. 2.1.4 Typical Service Indicator

Engine air cleaners should be serviced on a regular basis. Many air

cleaners are equipped with a service indicator. The indicator
monitors the amount of restriction through the air cleaners. The
service indicator is the most accurate method to use to determine
when the air cleaners are in need of service. Engine air cleaner
elements should be serviced, cleaned or replaced, when either the
yellow diaphragm enters the red zone or the red piston locks into the
visible position.
Unit 2 2-1-4 Engine Fundamentals
Lesson 1

Fig. 2.1.5 Dry Element Air Cleaner

Dry element air cleaners are by far the most common type of air
cleaners used on Caterpillar engines. Dry element air cleaners are
typically composed of a pleated paper filter media that is used to
remove the dirt from the incoming air.

This type of air filter requires replacement or cleaning when the

service indicator is tripped.

Fig. 2.1.6 Dry Element Cleaning

Dry element air cleaners can usually be cleaned with filtered, dry air
with a maximum pressure of 207 kPa (30 psi). The element should
be cleaned from the clean side out, holding the tip of the air nozzle
parallel to the pleats of the air cleaner.
Unit 2 2-1-5 Engine Fundamentals
Lesson 1

Fig. 2.1.7 AIRSEP Filters

Another type of air cleaner that is found on Caterpillar engines, most
commonly in high performance marine applications, is the AIRSEP.
The AIRSEP elements are a pleated fiber filter media that is
impregnated with a special petroleum based fluid. This allows the
AIRSEP elements to flow a high volume of air with little restriction,
but still clean the air before it enters the engine. These elements are
reusable, but the elements require a special maintenance procedure.
The AIRSEP filters must be cleaned using the 102-9720 Cleaning Kit.
Follow the guidelines in the operation and maintenance manual.
Unit 2 2-1-6 Engine Fundamentals
Lesson 1

Fig. 2.1.8 Simple Cap Precleaner

Precleaner
Many engines are also equipped with a precleaner. The precleaner is
located before the inlet to the main air cleaner. The purpose of the
precleaner is to collect much of the dirt before the air cleaner. This
increases the service life of the air cleaner.

The simplest type of precleaner is a simple mesh cap at the top of the
air filter housing inlet.

Fig. 2.1.9 Dust collection bowl

Another type of precleaner that is used on Caterpillar equipment is a

spirally vaned drum. The vanes cause the incoming air to spin.
Because the dirt that is drawn in is heavier than the air, the dirt is
forced to the outside due to the spinning action. The dirt then falls
into a collection bowl.

Precleaners should be inspected and emptied on a daily basis.

Unit 2 2-1-7 Engine Fundamentals
Lesson 1

Fig. 2.1.10 Turbocharger

Turbocharger
Many diesel engines are equipped with a turbocharger in order to
improve the performance and the efficiency of the engine. The
turbocharger receives clean air flow from the air cleaner. The
rotation of the turbocharger compressor wheel draws air in,
compresses it and delivers it under pressure to the cylinders.

Advantages of Turbochargers
• Power
• Efficiency

Fig. 2.1.11 Advantages of Turbochargers

Advantages of Turbochargers
Turbocharging has several important advantages:

1. Power - Compressed air has more oxygen per volume. With more
oxygen in the cylinder, more fuel can be injected for a higher
energy output.

2. Efficiency - Turbocharging allows a more efficient combustion for

improved emissions and fuel consumption.
Unit 2 2-1-8 Engine Fundamentals
Lesson 1

Fig. 2.1.12 Turbocharger Operation

Turbocharger Operation

When the turbocharger compresses the intake air, the temperature of

the air is increased. Hot air has less density, thus less oxygen. If the
hot compressed air is delivered to the engine, some of the efficiency
gained by compression will be lost. This is where the aftercooler
comes into play. The aftercooler lowers the temperature of the air
before its enters the cylinders.
Unit 2 2-1-9 Engine Fundamentals
Lesson 1

Aftercooler
• Air to Air Aftercooler
• Jacket Water Aftercooler

Fig. 2.1.13 Aftercooler

Aftercoolers
Aftercoolers are used in conjunction with turbochargers in order to
lower the temperature of the air coming from the turbocharger before
the air enters the cylinders. This causes the air to be more dense,
therefore contain more oxygen in a given volume. This increase in
oxygen in the cylinders translates into greater power and efficiency
from the engine.

There are different types of aftercoolers used on Caterpillar engines.

All aftercoolers serve the same purpose. Aftercoolers remove heat
from inlet air providing cooler and more dense air to the cylinder.
Unit 2 2-1-10 Engine Fundamentals
Lesson 1

Fig. 2.1.14 Air to Air Aftercooler (ATAAC)

Air to Air Aftercooler (ATAAC)

With the air to air aftercooled system, a separate cooler core is
installed in front of the vehicle engine radiator. Ambient temperature
air is moved across the aftercooler core by the engine fan.
Pressurized air from the turbocharger is cooled by the air to air
aftercooler before entering the intake manifold. This is an extremely
effective method for cooling the turbocharged air when a large
volume of fresh cool air can be pushed through the aftercooler. For
this reason this is the configuration found most often in on-highway
truck applications.

Fig. 2.1.15 Jacket Water Aftercooler (JWAC)

Jacket Water Aftercooler (JWAC)

The jacket water aftercooler system has a coolant charged core
assembly. It uses the engine coolant in order to cool the air charge
entering the cylinders. Coolant from the water pump flows through
the aftercooler core. Pressurized air from the turbocharger is cooled
by the aftercooler before entering the intake manifold.
Unit 2 2-1-11 Engine Fundamentals
Lesson 1

SEPARATE CIRCUIT AFTERCOOLER

TURBOCHARGER

AFTERCOOLER

AUXILIARY
WATER PUMP

JACKET
AFTERCOOLER WATER JACKET WATER WATER
COOLING CIRCUIT COOLING CIRCUIT PUMP

Fig. 2.1.16 Separate Circuit Aftercooler

Separate Circuit Aftercooler (SCAC)

A separate circuit aftercooler system is similar to the jacket water
aftercooler system with minor differences. A separate cooling circuit
from the jacket water of the engine is used to cool the engine. The
jacket water acts as normal, cooling the engine head, block,
transmission oil, etc. The separate circuit aftercooler system has a
dedicated water pump, lines, and heat exchanger for the aftercooler.
This system is typically used in applications where maximum
aftercooling is required. Many marine applications utilize separate
circuit aftercoolers in conjunction with a heat exchanger that is
designed to use the keel water for cooling the circuit. Many of
Caterpillar’s large mining trucks also use this type of aftercooler.
Unit 2 2-1-12 Engine Fundamentals
Lesson 1

Inlet Manifold
From the air cleaner (turbocharger/aftercooler, if equipped) the
incoming air enters the inlet manifold. The inlet manifold directs the
air into the cylinder head.

Fig. 2.1.17 Intake Stroke

Intake Stroke
Air fills the inlet ports in the cylinder head. On the INTAKE stroke
as the piston travels down in the cylinder the intake valves open, and
air fills the volume of the cylinder.
Unit 2 2-1-13 Engine Fundamentals
Lesson 1

Fig. 2.1.18 Compression Stroke

Compression Stroke
On the COMPRESSION stroke, as the piston begins to travel up, the
intake valves close. The air that is trapped in the cylinder is
compressed. Compressing the air raises the air temperature to a point
where it will cause fuel to ignite when it is injected into the cylinder.

Fig. 2.1.19 Power Stroke

Power Stroke
When the piston nears the top of its travel, fuel is injected into the
cylinder. The fuel mixes with the hot air and combustion begins.
The energy released by the combustion forces the piston down
producing the POWER stroke.
Unit 2 2-1-14 Engine Fundamentals
Lesson 1

Fig. 2.1.20 Exhaust Stroke

Exhaust Stroke
Near the end of the POWER stroke the exhaust valves open. Any
residual pressure from combustion will rush into the exhaust
manifold. On the upward or EXHAUST stroke the gases are pushed
out of the cylinder by the piston. At the top of the stroke the exhaust
valves close and the cycle starts over.

Fig. 2.1.21 Exhaust Flow

Exhaust Flow
Exhaust gases leaving the cylinder enter the exhaust manifold and are
then routed to the turbocharger, if equipped.

The hot exhaust gases flowing out of the cylinders contain substantial
unused heat energy. The turbocharger exhaust turbine captures some
of this heat energy.
Unit 2 2-1-15 Engine Fundamentals
Lesson 1

Fig. 2.1.22 Turbocharger Operation

Turbocharger Operation
The exhaust gases flow past the blades of the turbine wheel and cause
the turbine wheel to rotate. The turbine wheel is connected by a shaft
to the compressor wheel. The exhaust gases push the turbine and
subsequently the compressor wheel to a high RPM, about 30,000 -
130,000 RPM. This causes the intake air to be compressed.

When the load on the engine increases, more fuel is injected into the
cylinders. The increased combustion generates more exhaust gases
causing the turbine and compressor wheel to turn faster. As the
compressor wheel turns faster, more air is forced into the [Link]
maximum rpm of the turbocharger is controlled by the fuel setting,
the high idle speed setting and the height above sea level.

Fig. 2.1.23 Exhaust Flow

Exhaust Flow
From the turbocharger (if equipped), the exhaust gases pass through
the exhaust pipe, the muffler, and the exhaust stack.
Schwitzer Turbo

1
We should be familiar with the structure of turbochargers, the
names of key internal parts, and how they fit together before doing
failure analysis. Let's take a few minutes and review some basic
facts about a typical turbo.
When assembled, the cold wheel, the center shaft, and the hot wheel
become one solid piece that turns in free-floating journal
bearings. A stationary thrust bearing located near the cold wheel
controls endplay. Larger turbos have two separate journal bearings
while some small turbos have a single cartridge style bearing.
Thrust washers are positioned on each side of the thrust bearing
with a spacer between them.. When the compressor wheel is
installed, the retaining nut forces the wheel, the thrust washers
and the spacer against the shoulder on the center shaft, making
them a part of the rotating assembly. All bearings ride on a
cushion of oil during turbocharger operation.
The turbine back plate, or heat shield, and the air space behind it
serve as insulators to keep high exhaust temperatures from
penetrating the center housing. Heat that is conducted into the
center shaft from the hot wheel is removed at the bearing near the
hot wheel by lubricating oil. Thus, even though temperatures can be
a high as 750°C at the turbine wheel, they are normally under 150°
C at the journal bearing because of the cooling effect of the
lubricating oil.

2
The thrust bearing is often considered the most easily damaged part
in a turbo because it withstands full shaft RPM and is therefore
more quickly damaged by hostile conditions. The next most easily
damaged parts are the free floating journal bearings. When either
the thrust or free floating bearings are damaged, the hot and cold
wheels are allowed to move excessively and can make contact with
their housings. High-speed wheel contact immediately causes major
impact damage to wheel blades and can bend or break center
shafts.
Rotating parts must be very carefully balanced. This means that
both component balance and component stack-up must be correct.
Component balance is the balance of each individual part about its
centerlines. Component stack-up relates to the perpendicularity and
parallelism of assembled components. Perpendicularity defines the
squareness of surfaces relative to the bore, while parallelism
defines the alignment of component end surfaces. If these two
things are incorrect, when the compressor wheel nut is tightened
the tensile load on the center shaft will not be axial, bending of
the shaft can occur, and serious unbalance can result. Thus, both
individual component balance and component stack-up must be very
carefully controlled. During field reconditioning and repair these
facts should be kept in mind and much care used when handling and
assembling the rotating parts.

3
 Lubricating Cooling Cleaning

The lubrication system is also vital to trouble free turbocharger

operation because it performs three important functions:
lubricating, cooling and cleaning. Interruptions of oil supply for
only a few seconds can cause disastrous results. It is essential
that sufficient quantity of oil continually flows through the
turbocharger to provide suspension and stabilization of the full
floating bearing system and to remove heat. There are many ways
that lubricant can be restricted or lost before it reaches the
turbocharger. And the lubricant can contain large abrasive
particles that can bridge the lubricant film and cause physical
damage to rotating parts. Thus, not only must adequate lubricant
quantity be present, but the lubricant quality must also be good.
Thus, before inspecting the failed turbo, we should always gather
basic quantity and quality facts about the lubrication system such
as:
1. Type and viscosity of oil used
2. Oil level on the dipstick
3. Oil filter evaluation, including cutting it open and inspecting
the paper
4. SOS oil sample
5. Operators’ comments about lube pressures or other problems prior
to the failure

4
Turbochargers receive pressure oil from a central port on top of
the center housing. Drilled passageways distribute the oil to the
bearings and rotating shaft. Some drilled passageways are small
(especially those to thrust bearings) and can be blocked or
obstructed by foreign material. Therefore, special care should be
used to insure that no debris is allowed to enter during handling
or installation. Oil drains from the turbo by gravity force through
a port on the bottom of the center housing to the engine crankcase.
Hot exhaust gasses enter the hot wheel (at the red area on the
right) at its outer circumference at high speed. The gasses are
forced by the blades to change direction 900 and exit through the
center of the hot wheel, causing the hot wheel to rotate. Since the
hot wheel is directly connected to the cold wheel, as it turns, the
cold wheel also turns. This allows the turbocharger to beneficially
use wasted energy in the exhaust gasses to compress inlet air for
the engine. Any foreign material entering the exhaust side of the
turbocharger will damage the edges of the blades at their outer
circumference.
Incoming air is pulled into the center of the compressor wheel
(blue area on the left) and is accelerated and thrown outward into
the volute or collector surrounding the cold wheel. This creates
the higher pressure in the collector which we call "boost" .The
collector gives the higher pressure air to the air inlet piping to
the engine. Any foreign material that may enter with incoming air
will impact on the leading edges of the cold wheel surrounding the
retaining nut.

5
This is a Switzer design turbo. Other designs have slightly
different structures, but the ideas we'll discuss are generally
true of all designs.
Parts that spin with the shaft and wheels are shown in blue color.
Parts that are stationary are shown in red color. The free floating
bearings are spun by frictional drag and rotate at about one-third
the speed of the rotating shaft. Lubrication passageways are shown
in green. Notice that the smallest drilled lube passageway {which
is most vulnerable to blockage by foreign material) is the one to
the stationary thrust bearing in this particular turbocharger.
Seal rings are located just behind both the hot and cold wheels to
prevent leakage of oil out of, or foreign material into, the turbo.
The seal rings fit tightly in their outer housings and should not
rotate -- the center shaft should turn within the seal rings. At
low idle these seals restrict oil leakage into hot and cold
housings, and at full load these seals keep exhaust and abrasive
carbon from entering the bearing areas. Since gravity is the only
force draining oil from the turbo, high crankcase pressures can
cause elevated pressures at the seals and force oil to leak past
them.
Because the journal bearings are rapidly spinning, any debris in
the oil has a tendency to centrifuge outward causing heavier
abrasive damage to the outer diameter than to the inner diameter of
the bearings. Foreign material larger than bearing oil holes will
be trapped at the outer diameter, will do heavy abrasive cutting,
and will eventually become small enough to pass through the bearing
and exit with oil drain.

6
Basic Diesel Engine

Cooling system

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Unit 4 4-1-2 Engine Fundamentals
Lesson 1

Fig. 4.1.1 Cooling System and Energy Distribution

The cooling of an engine depends on the principles of conduction,

convection, and radiation of heat energy in order to keep the engine
running at the proper operating temperature. The coolant receives the
heat that is conducted to it from the metal components of the engine;
the engine block, the cylinder head, etc. The coolant is then forced
by the water pump from the engine to the radiator. At the radiator the
heat energy is transferred by convection to the air moving across the
fins of the radiator. In addition the engine also radiates a certain
amount of energy to the atmosphere directly in the form of heat that
is given off from the engine to the surrounding air.

The components of a cooling system for an engine are extremely

simplistic. The basic components of every cooling system include:
The water jacket
The water temperature regulator(s) (thermostat(s))
The radiator (or heat exchanger)
The pressure cap
The water pump
Hoses

The engine may also have some type of coolant cooled aftercooler,
oil cooler, hydraulic cooler, or transmission cooler.

Some marine or stationary systems may have a heat exchanger in

place of the radiator.

The pump is what causes the coolant to flow in the cooling system.
Inside the engine are coolant passages that the water flows in. These
passages include what is sometimes called a "water jacket." The
water jacket is the large cavity in the block and the head that
surrounds the cylinders of the engine. This cavity is normally full of
coolant and is what keeps the engine at a uniform temperature.
Unit 4 4-1-3 Engine Fundamentals
Lesson 1

Fig. 4.1.2 Water Temperature Regulator

The water temperature regulator(s) (thermostat(s)) regulate the flow

of coolant to the radiator. When the engine is cold, the water
temperature regulator is closed and the water coming from the engine
is closed off from the radiator. The water is then recirculated through
the water pump, back into the engine. This helps the engine achieve
operating temperature more quickly. When the engine is warm, the
water temperature regulator allows the coolant to flow to the radiator
to be cooled before reentering the engine. The water temperature
regulator is not strictly fully open or fully closed. The water
temperature regulator modulates between open and closed in order to
keep a constant temperature in the engine. Proper engine temperature
is very important. An engine that runs too cold will not operate at a
high enough temperature to have efficient combustion and will lead
to sludge buildup in the lubrication system of the engine. An engine
that runs too hot will overheat and may lead to serious damage of the
engine.
Unit 4 4-1-4 Engine Fundamentals
Lesson 1

Engine Fundamentals
Fig. 4.1.3 Radiator

The radiator is the component of the cooling system that rejects the
heat from the coolant to the air. A radiator has tubes that the coolant
flows through most generally from the top of the radiator to the
bottom. At the bottom of the radiator there is a hose leading to the
pump to start the circulation over again. The tubes have fins attached
to them that help to reject the heat to the air moving across the
radiator.

Fig. 4.1.4 Pressure Cap

Perhaps the most overlooked component of the cooling system is the

pressure cap. The pressure cap has a relief valve that will not allow
the pressure of the cooling system to exceed a predetermined level.
The pressure cap maintains a certain amount of pressure in the
cooling system. This is very important because, by increasing the
pressure of the cooling system by 1 psi, the boiling point of the
coolant is raised 3.25 degrees F. This allows coolant to run hotter
without boiling. A typical cooling system will vary between 7 psi
and 15 psi pressure, so this will have a significant effect on the
cooling of the engine.
 Caterpillar Coolant

“Committed
ainable Growth”

Cooling System Functions

Remove heat generated from fuel combustion
Burn temperatures can reach 3500 F(1927 C)
Transfer heat from
Transmission oil coolers
Hydraulic oil coolers
Water cooled exhaust manifolds
Water cooled turbocharger shields/housings
Marine gear oil coolers
Torque converter/retarder coolers
Jacket water after coolers

1
 Cooling System Components
Radiator
Fan
Coolant
Water pump
Engine oil cooler
Water temperature

regulator

Coolant
Function
Transfer heat from hot engine components to a radiator or heat exchanger
Characteristics
High boiling temperature
Freeze protection
Corrosion resistance
Scale and deposit prevention
Non foaming
Minimum Sediment

2
Heat Transfer
Water is the most efficient heat transfer agent
Drawbacks
Contains chlorides, sulfates, suspended solids
Causes scales, deposits and leads to clogged radiators and failed water pumps, builds sediment.
Improper pH level
Attacks copper aluminum and steel engine components, causes corrosion, damages seals
Lower boiling point
Lower performance

Cooling System Protection

Coolant combined with water and corrosion inhibitors can prevent:

Scale Deposits Cavitation Erosion

Caterpillar Grease

3
 Cat ELCTM (Extended Life Coolant)

Longer Lasting
Premix
One-time Extender
Organic Base Chemistry
No Silicates
Lower Cost 40-50% less than conventional
SOSSM Testing
Caterpillar Grease

Cat ELC™– Features & Benefits

Longer Lasting
The name says it all-- Extended Life Coolant
Lasts 3 times as long as conventional coolants

Caterpillar Grease

4
 Cat ELCTM Features and Benefits
Coolant Type Service Life
Caterpillar ELC 966,000km
(600,000 miles),
12,000 Hours or 6 Years
Caterpillar DEAC 322,000 km
(200,000 miles),
3,000 Hours or 3 Years
Commercial Heavy-Duty 322,000 km
Coolant/Antifreeze that meets “ASTM (200,000 miles),
D5345” or “TMC RP329”
3,000 Hours or 2 Years
Commercial Heavy-Duty 241,000 km
Coolant/Antifreeze that meets “ASTM (150,000 miles),
D4985”
3,000 Hours or 1 Year

Please see SEBU6250 for the latest CAT Machine Lubricant Recommendations.

Caterpillar Grease

Cat ELC – Features & Benefits

TM

50/50 Premix
Contains the proper 50/50 mixture of ELC and Reverse Osmosis Water
Saves time spent mixing
Reduces the chances of incorrect mix or the use of hard water
Caterpillar Grease

5
 Why Use Extended Life Technology?
Win-Win both Technically and Financially
Extended Maintenance Interval – No Chemical/SCA’s Additions Required for 300,000 miles- Due to Ve
Eliminates Concerns With Over-Treatment or Under- Treatment With Inhibitors
Improved Heat Transfer Due to a Unique Corrosion Inhibitor System That Does Not Form Deposits
Complete protection of all cooling system metals against pitting, corrosion and erosion
Cost/Maintenance time savings over conventional coolant products

Caterpillar Grease

Cat ELC – Features & Benefits

TM

One Time Extender

Only needs to be added one time in the life of the ELC, at half-life
Added at 6,000 hours

Caterpillar Grease

6
Cat ELC – Features & Benefits
TM

Organic Base Chemistry

Carboxylate Technology
No Silicon Gel Fallout

Caterpillar Grease

Silicated Coolant Protection vs Carboxylate Technology

Traditional Carboxylate
Coolant Coolant
Protective Layer: InhH+
Insoluble Metal-Inhibitor Salts Inh
Inh H2
H+

e-
Q Q Q e- Q
Anodic
e-
Anodic e- e-
e-
Site CaCathodi Site Cathodic Area
METAL dic Area METAL

Caterpillar Grease

7
Cat ELC – Features & Benefits
TM

No Silicates
No depletion of silicates so no need to add SCA’s
No chance of over-concentration of silicates or GREEN (or PURPLE)
GOO
Reduced Film
Better Cooling

Caterpillar Grease

Cat ELC – Features & Benefits

TM

• SCA Treatments
Lower Cost in 12,000 Hours
– Less Coolant to SCAs Cat ELC
buy 44* 1
– Additive only
required once SCA Treatments
at half-life in 600,000 Miles (1,000,000
km) SCAs Cat ELC
– Less downtime 36* 1
for changes
– Less used With ELC, total coolant
coolant to savings over 12,000 hours
dispose of can be over 350%

“Committed Caterpillar Grease

To Sustainable

8
 % Cost Difference of ELC vs DEAC over 12000 Hrs
400
369%
350

300 DEAC 277%

ELC
250
% COST

185%
200

150

100
103%
62% 92%
50 77%

0
010002000300040005000600070008000900010000 11000 12000 13000

HOURS

Caterpillar Grease

ELC Features and Benefits

TM

Feature Benefit Customer Value

12,000 hour life Fewer changes Cost savings
More production time
Less coolant to buy
Less waste disposal
Metal Protection (Al, Cu) Reduced corrosion/erosion Longer engine life
Metal Protection (Iron) Less pitting of liners & block

6,000 hour extender Only one-time addition at half-life Cost saving in material
and time

Organic base chemistry No silicon gel fallout No radiator plugging

Fewer water pump failures

50/50 Pre-mix Always the correct mix No time wasted mixing

Correct reverse osmosis
water

Lower Cost As much as 350% cost savings Cost savings

over conventional coolant
No Silicates Reduced film Less oil oxidation
Better Cooling Longer engine
life Cost savings
Caterpillar Grease

9
 Extended Life Coolant Part Numbers

Part Number Package Size Description

101-2844 1 Gallon 50/50 Premix
129-2151 5 Gallon 50/50 Premix
101-2845 55 Gallon 50/50 Premix
222-1534 275 Gal. Tote 50/50 Premix
119-5150 1 Gallon Concentrate
119-5152 1 Quart Extender
210-0786 1 Gallon Extender

Caterpillar Grease

Features and Benefits

SOSSM Coolant Analysis
The goal of the two-level SOSSM Coolant Analysis Program is to spot problems before significant damage occurs
Problems, and related costs, caused by poor coolant or cooling system
performance can be avoided with the use of this two-level program

Caterpillar Grease

10
 SOSSM Coolant Analysis Level 1
•Level 1 Coolant Analysis tests the overall chemical condition of the coolant itself (how’s it holding up???) He
–pH
–Glycol level
–Freeze point
–Boil point
–Conductivity
–Color
–Odor
–Foam
Caterpillar Grease

Features and Benefits

SOSSM Coolant Analysis
Level 2 Coolant Analysis involves an extensive chemical evaluation of the coolant to determ
Identifies coolant degradation products and subtle cooling system problems
Determines probable causes
Helps identify needed repairs…. priority
Allows correction of coolant and cooling system problems before costly failures occur
Caterpillar Grease

11
 Features and Benefits Cat DEAC™
(Diesel Engine Antifreeze & Coolant)

A Conventional Coolant option for some Customers

Sold in concentrate form
Must be mixed with a deionized water
Mix to a 50/50 mix

Components of a healthy coolant

The chemistry of a good coolant
Coolant Component•Characteristics: pros & cons
– Water–

Provides the best heat transfer vehicle, but has

 … low boiling point
 … high freezing point
 … high corrosive power
 … when impure, scaling occurs
 Increases boiling point
– Glycol –Decreases freezing point
Decreases corrosive power, but
 … Can reduce heat transfer
 … Can oxidize and become acidic
– Decrease corrosion
– Additives (SCA) Decrease scaling

12
 Glycol protects in two ways

Freeze Protection Anti-Boil Protection

0C

-37C 50/50 Ethylene Glycol / Water mixture 106C

-51C 60/40 Ethylene Glycol / Water mixture 108C

0C

Ethylene Glycol Coolant at Sea Level (no pressure cap)

DEAC Concentration
Ethylene Glycol Antifreeze- Percent by Volume

40 10
Freezing Point - C
Freezing Point - F

20 Cat recommendation 50-50 0

0 -10
-20 -20
-40 -30
-60 -40
-80 -50
-100 -60
-70
0 20 40 60 80 100

13
 Pressurized cooling system

Pressure sealing radiator cap further raises boiling pointAt sea levelWith 15 PSI cap

50/50 mixture 106°C 129°C

60/40 mixture 108°C 132°C

15 PSI (1 Bar)
radiator cap

Conventional antifreeze / coolant (including Cat DEAC -

Diesel Engine Antifreeze/Coolant)
Conventional coolant
Uses nitrates, borates, phosphates and silicates as corrosion inhibitors
Requires Supplemental Coolant Additives (SCA’s) at regular service intervals

14
 Common cooling system worries with
conventional coolant

• Hard water scale • Frequent coolant testing

• Overheating / loss of heat • Adding SCA - when,
transfer
how, how much?
• Wet sleeve liner pitting
• Silica gel – “green goo”
• Radiator tube deposits
(sludge) / plugging
• Solder bloom • Water pump
seal leakage

 Water related  SCA related  Water and SCA related

The downside of conventional coolant technology

Rapid depletion of additives resulting in periodic addition of SCA
Possible damage (pitting, erosion, corrosion) if adequate SCA is not added
Possible problems if too much SCA is added
Cost of SCA at each maintenance interval
Machine downtime and maintenance personnel labor to test coolant / add SCA

15
 Conventional coolant potential problems
Block and liner pitting

Holes in cylinder liner caused by cavitation corrosion and pitting

Cavitation = tiny steam bubbles form, then implode
Corrosion results = scale formation

Brittle scale peels off Holes

– Oxygen reduction in cavity leads to formation
of soluble Fe++ ion => “worm hole effect”

Conventional coolant potential problems

Radiator and engine block scaling

Example of scaling inside the radiator

Results from impure water added to conventional coolant
Deposits form a layer of insulation against adequate heat transfer
Like a “concrete wall” or “ceramic heat shield”
Result
Overheating
Reduced engine & transmission life

16
 Conventional coolant potential problems
Transmission reduced life

Scaling reduces transmissions life, as well as engine life

Transmission oil is cooled by engine coolant
Inadequate oil cooling causes hotter transmission oil
Result: shorter transmission Life
Thinner oil = disc slippage
Oil oxidation = loss of lubricating ability

Conventional coolant potential problems

Water pump seal leakage
Water Pump
Silicone additive combines with oxygen to form silicon dioxide (silica = “sand”)
Silica is abrasive
Water pump seal gets eroded = leakage

17
 Conventional coolant potential problems
SCA additions
When to add SCA?
Every 250 hr we check the concentration and add
How much SCA to add?
Use the following formula to add during maintenance:
– V x 0.023 = M
V is the total volume of cooling capacity.
M is the amount of SCA for maintenance.
Conventional coolant should be tested at each oil change interval to determine nitrite level
SCA should be added based on nitrite level

Conventional coolant potential problems

SCA overdose!
Adding SCA without testing can lead to an over concentration of silicate resulting in:
Precipitation of silica gel or sludge (“green goo”)
Water pump seal leakage
Solder “bloom”
Plug radiator and engine block water passages
Result
Overheating

18
 For None ATAAC Systems
It is accepted to use Water with Supplemented Coolant Additives only.
In this case raise the SCA concentration to be between 6% and 8%.
Use the following formula to calculate the amount of SCA in the initial fill:
– V x 0.07 = X
V is the total volume of cooling system.
X is the amount of CAT SCA required.

Features and Benefits Cat DEAC

Using Cat DEAC
Requires SCA additions every 250 hours
The “Blue Can” is NOT a Filter
Do NOT use the blue can with ELC
Should NOT be mixed with ELC
Though no damage will occur to your engine or cooling system, you will negate the extended
Caterpillar Grease

19
 Coolant/Cooling System Tips
Tips:
Don’t add coolant if the radiator tubes are covered
When converting to ELC – use a system cleaner and flush 3 times with water
The “Blue Can” is NOT a Filter
It is DEAC Additive

Not with ELC

Caterpillar Grease

CAT Supplemental Coolant Additive (SCA)

Add 6% SCA by concentration
CAT diesel engine antifreeze and coolant (DEAC)
Never
No need use
to add water
SCA alonefill
at initial as coolant
SCA required every 250 hours
Check SCA concentration using the SCA test kit
8T5296

20
 Cooling System Problems

Overheating

Overcooling

Overheating
Low coolant level
Reduced airflow through radiator
Insufficient cooling system pressure
Coolant overflow
Insufficient coolant flow
High inlet air temperature or restriction
Low heat transfer
Exhaust restriction

21
 Overcooling
Low ambient air temperatures and light loading
Water temperature regulators stuck open
If temperature less than 80 C (175 F) , High sulfur fuel increases wear on engine compone

Periodic Maintenance
Initial fill
Select proper water, SCA, and antifreeze
Always premix before adding to cooling system
Do not fill faster than 19 litres(5gal)/min
After filling run engine for several minutes with radiator cap off
Install radiator cap and run engine at low idle until engine becomes warm
Inspect level in top tank. Add coolant if necessary

22
 Periodic Maintenance
10 hour/daily check
Inspect coolant level
Clean radiator core
250 hour/monthly check
All 10 hour checks
Inspect condition & tension of fan belts
Add SCA
Test coolant for freeze protection
Inspect radiator cap gasket
Inspect hoses, engine electrical grounds

Periodic Maintenance
3000 hours/24 months
Perform all 10, 250 hour checks
Drain, clean and refill cooling system
Inspect condition of fan blades, guards, hoses and clamps
Tighten all clamps
Obtain a coolant analysis

23
 Cooling System Cleaners
Mild solvents which dissolve and depress mineral scale, corrosion products, light oil contamination and sludge.

Two formulations available from Caterpillar

Standard: P/N 6V-4511 (6x0.5 US gal)
Fast Acting: P/N 4C-4611 (4x1 US gal), more Part Numbers available

For heavy scale build-up stronger commercial solvents should be used

Test Equipment
Glycol Testing
Accurate reading of freeze/boil temperatures and percentage glycol
Refractometer - 1U7298
Used for checking coolant freezing point and battery charge condition (specific gravity)
Temperature compensating

1
 Test Equipment
pH Test - 4C8503
Should be between 8.0 to 9.5 (ELC)
Conductivity
Should be less than 6000 µS/cm

Physical Tests
Odour - No abnormal
Appearance - Clear and bright
Precipitate - None

2
Basic Diesel Engine

Lubrication System

PositionedPositioned
ForFor GrGrowthowth
Unit 3 3-1-2 Engine Fundamentals
Lesson 1

This presentation will review components and operation of a

Caterpillar 3406 lubrication system. This system is typical of a
Caterpillar engine, but some engines will differ. Engines that use the
HEUI fuel system will differ significantly.

Fig. 3.1.1 Caterpillar 3406 Engine

Introduction

This presentation covers the lubrication system of a Caterpillar 3406B

or 3406C engine for illustrative purposes. Refer to the systems
operation manual for a particular engine of interest.

Fig. 3.1.2 Lubrication System Components

Lubrication System Components

The lubrication system contains the following components:

1. Oil pick-up tube and suction bell

2. Oil pump
3. Oil pressure relief valve
4. Oil cooler bypass valve
5. Oil cooler
6. Oil filter bypass valve
7. Oil filter
8. Oil supply to turbocharger
9. Oil supply to engine
Unit 3 3-1-3 Engine Fundamentals
Lesson 1

Fig. 3.1.3 Oil Passages

Oil Passages
The lubrication system inside the engine includes the following
components:
1. Oil manifold (gallery) in block
2. Piston cooling jet
3. Oil passage to main and cam bearings
4. Camshaft and main bearing oil passage
5. Front oil supply for lifters
6. Rear oil supply for lifters
7. Front oil supply to rocker shaft
8. Rear oil supply to rocker shaft
9. Oil supply to fuel pump

Fig. 3.1.4 Front Gear Train Lubrication

Front Gear Train Lubrication

The lubrication for the front gear train includes the:

1. Oil supply to idler gear shaft

2. Oil supply to accessory drive

Let’s trace the flow of oil through each component.

Unit 3 3-1-4 Engine Fundamentals
Lesson 1

Fig. 3.1.5 Oil Pump Flow

Oil Pump Flow

Lubricating system flow begins as the pump draws oil from the oil
pan sump. The oil pump pick up tube has a suction bell at the open
end which is located low in the pan sump. The suction bell contains
a screen to prevent foreign material from entering the oil pump.

Many Caterpillar engines are designed to work in applications that

may require the engine be at a steep angle. A track type tractor for
example, typically is used in applications that require the machine
and engine be at a relatively steep angle from the horizontal. In order
to ensure that all of the engine oil does not collect in one end of the
oil pan, away from the suction bell, many engines also have a
scavenge oil pump. A scavenge oil pump is nothing more than an oil
pump that ensures that there is always oil in the main sump. This
keeps the lubrication system from being starved of oil at steep slopes.

Fig. 3.1.6 Oil Pump Description

Oil Pump Description

The oil pump is a positive displacement gear type pump, driven by
the crankshaft gear.
Unit 3 3-1-5 Engine Fundamentals
Lesson 1

HOUSING

DRIVE GEAR

OUTLET OIL
INLET OIL
FORCE

MESHING GEAR TEETH

IDLER GEAR

Fig. 3.1.7 Gear Pump

The basic gear pump is the type most commonly found on Caterpillar
engines. This pump has two gears in mesh. One gear is driven by
the engine and the other is an idler gear. The two gears rotate in
opposite directions capturing the engine oil, and drawing it around
the inside of the housing. When the teeth come together in mesh the
oil is forced out of the teeth and flows through the pump outlet to the
rest of the lubrication system.

INNER
OUTER
GEAR
GEAR

OUTLET
PORT INLET
PORT

Fig. 3.1.8 Rotor Pump

Some Perkins engines use a rotor type pump. This pump has an inner
gear and a outer gear that are in mesh with one another. The inner
gear is driven by the engine. The centerline of the outer gear is offset
from the inner gear and is free to turn. As the inner gear is turned it
causes the outer gear to rotate. Engine oil is drawn into the pump
through the inlet and carried in the space between the two rotating
parts to the outlet. On the outlet side the inner gear and the outer
gear come into mesh with one another and force the oil to be pushed
out the outlet port of the pump.
Unit 3 3-1-6 Engine Fundamentals
Lesson 1

Fig. 3.1.9 Oil Pump Relief Valve

Oil Pump Relief Valve

The oil pump has an integral pressure relief valve which controls the
maximum system operating pressure. Limiting the pressure helps to
reduce leaks and prolong seal life.

Fig. 3.1.10 Oil Pump Relief Valve

Oil Pump Relief Valve

The valve will remain on its seat (closed) until the oil pressure at the
pump rises above the pressure that is exerted by the spring in the
valve.

As pressure in the system nears the maximum, it will force the valve
off its seat and allow some oil to bypass to the low pressure side of
the pump. If the pressure in the system continues to rise, the valve
plunger will move farther down allowing more flow to bypass.

When the engine oil is cold it will be thick or have a high viscosity,
and will resist flowing. During cold engine starting, the oil will resist
flowing through the engine. Pressure will build quickly, causing the
valve to open.
Unit 3 3-1-7 Engine Fundamentals
Lesson 1

Fig. 3.1.11 Oil Cooler

Oil Cooler
Many engines are equipped with an oil cooler assembly. The cooler
utilizes an engine oil to coolant heat exchanger. Hot engine oil
passing through the cooler element transfers heat to the engine
coolant. This cooling of the oil helps to maintain the lubricating
properties of the oil under heavy engine load.

Fig. 3.1.12 Oil Cooler Bypass Valve

Oil Cooler Bypass Valve

During cold start ups, the cold oil will also resist flowing through the
oil cooler. To prevent this resistance from causing oil starvation, an
oil cooler bypass valve is incorporated into the cooler assembly. This
bypass valve senses oil pressure between the inlet and outlet of the
cooler. It is designed to open and bypass oil flow around the cooler
when the oil is cold and thick.
Unit 3 3-1-8 Engine Fundamentals
Lesson 1

Fig. 3.1.13 Oil Filter

Oil Filter
The oil filter base mounts at least one filter element. Most Caterpillar
engines use spin-on style full flow filters in order to remove
damaging foreign materials from the engine oil.

Fig. 3.1.14 Oil Filter Bypass Valve

Oil Filter Bypass Valve

The engine oil flows in the outside of the filter, through the filter
media, and out the hole in the center of the filter under normal
operating conditions. However, the filter element resists cold oil
flow. It also resists oil flow when it becomes dirty. To prevent
damage to the element and possible oil starvation to the system, the
filter base is equipped with a filter bypass valve. The bypass valve
senses the pressure differential across the element and will open,
bypassing oil flow around the element if the pressure becomes
excessive. This is one reason why proper maintenance procedures are
so important. Dirty filters can lead to serious problems.
Unit 3 3-1-9 Engine Fundamentals
Lesson 1

Fig. 3.1.15 Turbocharger Lubrication

Turbocharger Lubrication
The turbocharger oil supply line is connected to the outlet of the filter
base. An adequate supply of cooled, clean oil is essential to
turbocharger life. Thus, the turbocharger receives oil flow before
other engine components. Oil cools, and lubricates the bearings of
the turbocharger. Oil flow from the turbocharger is returned to the oil
pan. This is also why hot shutdowns or high rpm shutdowns of the
engine are bad. Insufficient oil flow under these conditions could
lead to premature failure of the turbocharger. The turbocharger needs
the oil to cool and to lubricate its bearings.

Fig. 3.1.16 Piston Cooling Jets

Piston Cooling Jets

Clean, cooled oil is directed from the filter base to the oil manifold in
the engine block. The piston cooling jets are connected to the oil
manifold and direct a small stream of oil to the underneath side of the
pistons for cooling. This helps to cool the pistons to a uniform
temperature and provide a longer service life of the pistons.
Unit 3 3-1-10 Engine Fundamentals
Lesson 1

Fig. 3.1.17 Oil Supply to Bearings

Oil Supply to Bearings

Each pair of main and camshaft bearings is connected by an oil
passage that is drilled in the block. The drilled passage receives oil
through an intersecting drilled passage that is connected to the oil
manifold.

Fig. 3.1.18 Oil Supply to Crankshaft Bearings

Oil Supply to Crankshaft Bearings

A groove around the inside of the upper main bearing shells supplies
oil flow to internal drilled passages in the crankshaft. The internal
crankshaft passages supply oil to the connecting rod bearings.
Unit 3 3-1-11 Engine Fundamentals
Lesson 1

Fig. 3.1.19 Valve Lifter Lubrication

Valve Lifter Lubrication

A groove around the outside of the front and rear camshaft bearings
supply oil flow to the front and the rear valve lifter passages. Each
lifter body, roller and lower push rod socket receive lubrication from
these passages.

Fig. 3.1.20 Rocker Shaft Lubrication

Rocker Shaft Lubrication

The rear rocker shaft receives oil flow from the rear valve lifter oil
passage. The front rocker shaft receives oil flow from a drilled
passage connected to the front camshaft supply passage.

Drilled passages in the rocker shafts supply the upper valve train with
oil flow. This is also used to supply oil to the compression release
brake (Jake Brake), if equipped.
Unit 3 3-1-12 Engine Fundamentals
Lesson 1

Fig. 3.1.21 Front Gear Train Lubrication

Front Gear Train Lubrication

The front gear train idler gear and the accessory drive receive oil flow
from an internal drilled passage that is connected to the front
camshaft oil passage.

Fig. 3.1.22 Air Compressor Lubrication

Air Compressor Lubrication

The air compressor receives oil from the oil passage to the accessory
drive, through passages in the timing gear housing and the accessory
drive gear.
Unit 3 3-1-13 Engine Fundamentals
Lesson 1

Fig. 3.1.23 Fuel System Lubrication

Fuel System Lubrication

In a typical Caterpillar pump and line fuel system the fuel pump,
governor and hydraulic timing advance unit receive oil flow from a
port on the side of the block. This port is connected to the number
three main and camshaft passage.

Fig. 3.1.24 Caterpillar BrakeSaver

BrakeSaver Option
Since the BrakeSaver retarder option becomes an integral part of the
lubrication system, we will review the operation of the BrakeSaver
along with the changes to the lubrication system the option requires.

As we learned earlier, the BrakeSaver retarder is a hydraulic retarder

that provides smooth, efficient vehicle breaking on long downhill
grades.
Unit 3 3-1-14 Engine Fundamentals
Lesson 1

Fig. 3.1.25 BrakeSaver Oil Pump

Brake Saver Oil Pump

Engines equipped with a BrakeSaver retarder have a two section oil
pump. The front section of the pump supplies oil for the lubrication
of the engine. The path of the oil from the front section is the same
as the standard oil pump, except the oil does not go to the oil cooler.
The oil from the front section of the pump flows directly to the oil
filter.

The rear section of the oil pump supplies oil for BrakeSaver operation
and oil cooling.

Fig. 3.1.26 Oil Pump Bypass Valve

Oil Pump Bypass Valve

When the oil is cold, the high viscosity causes the bypass valve to
open and drain the oil from the rear section of the pump back into the
oil pan.
Unit 3 3-1-15 Engine Fundamentals
Lesson 1

Br&keS&ver Control

Fig. 3.1.27 BrakeSaver Control

BrakeSaver Control
When the BrakeSaver retarder is in operation, the braking force
available is in direct relation to the amount of oil in the compartment.
The BrakeSaver control valve determines the amount of oil delivered
to the unit.
Unit 3 3-1-16 Engine Fundamentals
Lesson 1

Fig. 3.1.28 BrakeSaver Operation

BrakeSaver Operation
When the oil is warm, the oil is sent to the BrakeSaver control valve.
If the BrakeSaver control lever is in the OFF position, spring force
holds the valve spool against the cover at the air inlet end of the
control valve. With the valve spool in this position, the valve directs
the warm oil to the oil cooler. From the oil cooler the oil goes back
through the BrakeSaver control valve and returns to the oil pan.

Fig. 3.1.29 BrakeSaver Operation

BrakeSaver Operation
If the BrakeSaver control lever is in the ON position, air pressure
moves the valve spool to the right against the spring force. Engine
oil from the oil pump is sent through the control valve to the
BrakeSaver. After the oil goes through the BrakeSaver, it returns to
the BrakeSaver control valve. The valve then directs the oil to the oil
cooler. From the cooler, the oil again returns to the control valve and
is sent back to the oil pan.
Unit 3 3-1-17 Engine Fundamentals
Lesson 1

Fig. 3.1.30 BrakeSaver Lubrication

BrakeSaver Lubrication
Lubrication for the BrakeSaver retarder is provided by an outside oil
line from the engine lubrication system. This oil lubricates the piston
ring seals and the lip-type seals under all conditions of BrakeSaver
retarder operation. The drain line returns the oil to the oil pan.

Fig. 3.1.31 BrakeSaver Components

BrakeSaver Components
The BrakeSaver housing is fastened directly to the rear face of the
flywheel housing. The BrakeSaver retarder consists of the housing,
stator and rotor. The rotor is attached to the crankshaft and rotates in
a space between the stator and the housing.
Unit 3 3-1-18 Engine Fundamentals
Lesson 1

Fig. 3.1.32 BrakeSaver Rotor

BrakeSaver Rotor
The rotor has pockets on the outer circumference of both sides and
four holes to permit equal oil flow to both sides.

Fig. 3.1.33 BrakeSaver Housing

BrakeSaver Housing
The BrakeSaver housing and the stator are fastened to the flywheel
housing and cannot turn. Both the housing and the stator have
pockets on their inside surfaces in alignment with the pockets in the
rotor.
Unit 3 3-1-19 Engine Fundamentals
Lesson 1

Fig. 3.1.34 BrakeSaver Operation

BrakeSaver Operation
When the BrakeSaver retarder is in operation, engine oil comes into
this compartment from a passage in the bottom of the housing. The
rotor, turning with the crankshaft, throws this oil outward into the
stator and the housing compartment. The pockets or vanes on the
turning rotor force the oil to flow in the BrakeSaver compartment.

Fig. 3.1.35 BrakeSaver Operation

BrakeSaver Operation
If the area in the stator and housing were smooth, the rotor and oil
would turn inside the compartment with little opposition. However,
both the stator and housing have vanes which are opposite the rotor.
These vanes oppose the flow of the oil in the compartment induced
by the rotor. It is this resistance of the oil flow that creates the
retarding action of the BrakeSaver retarder.

This resistance to the oil flow creates heat in the oil which is removed
by the oil cooler.
 Tribology

Lubrication is part of a big picture called Tribology. The science of interacting surfac

Bad Lubrication Friction

GOOD LUBRICATION
Energy loss

wear

Parts replacement SAVING

COST

1
 Lubricants
GASSES
Low load capacity (5psi), Thin film (.0001 inches), Low viscosity
Used in high speed application , light loads, high temperature ... Like space exploration, dental equipment turbines , com
SOLIDS
Used in low speed , short time (load) , long life They are Inorganic compounds like Graphite, Poly disulfide. Organic co
SEMI-SOLIDS
Greases Characteristics, No flow, High viscosity, Lube retention, High loads, Long life
LIQUIDS
The most widely used lubricants today are synthetic and petroleum liquid lubricants. They have High load capability, thic

Oil functions
PRIMARY function are
LUBRICATION
REMOVE HEAT
CLEAN
SECONDARY
SEAL
INSULATE
PROTECTION AGAINST CORROSION
TRANSMIT POWER
OXIDATION AND FOAM CONTROL
DISPERSE CONTAMINATION
DAMPING SHOCK

2
3
4
Engine Oil Classifications
SAE
Society of Automotive Engineers. Establishes viscosity ratings ( SAE 40).
API
American Petroleum Institute.
This organization designates service classifications for Oils ( S , C ).
ŒASTM
American Society of Testing Materials. Standardization of the testing methods.

5
 Viscosity
Viscosity
The measure of the internal friction or the resistance to flow of a liquid.
High viscosity means thicker Oil
– SAE 40 is thicker than SAE 30
Low Viscosity means thinner Oil

The rate at which Oil thins out with the temperature is called the Oil’s Viscosity Index or V.I.

Viscosity Index
Synthetic oil
Viscosity

Temperature

6
Viscosity-Grades
Single Grade Oil ( SAE 40 )

Is an engine Oil that meets the SAE viscosity grade classifications at a temp. of 100 ° C (212 °F

Multi Grade Oil( SAE 15 W 40 )

Is an engine Oil that meets the SAE viscosity grade classifications at a temp. Of -18°C (0°F)An

– SAE 15 at -18°C and 40 at 100°C.

Viscosity

-18ºC (0ºF) Temperature 100ºC (212ºF)

7
 The API
Donut
• Oil supplier may use the API
Service Categories.
• Only Licensed companies may SAE
use the API “DONUT” symbol
15W-40
• Licensees who use this
“DONUT” have certified that
each licensed Oil meets all
Prescribed Technical
Performance Standards.

Additives
• Strengthen, Modify Oil
• Common Additives:
– Detergents
– Alkalinity Agents
– Anti-wear Additives
– Oxidation Inhibitors % a a n n dd
– Dispersants
QQu u aan
nttiittyy C
– Pour-point Dispersants
C aan n
– Viscosity Index Improvers VVaarryy

8
 Lubricant Structure
0 BASE OIL
Mineral Base Stock
Refined from petroleum crude Oils.

Synthetic Base Stock

Formed by a chemical process.
4 Additives
Modify certain characteristics of the base Oil.
Enable the oil to meet requirements beyond the abilities of the base Oil.
Additives will eventually break down and necessitate an oil change.

Additives

Detergents.
Alkalinity Agents.
Oxidation Inhibitors
Dispersants.
Anti-Foaming Agents
Anti-Wear Agents
Pour-point dispersants
Viscosity index improvers.

9
 Additives

Detergents
Help to keep the engine clean by chemically reacting with oxidation products.
To stop the formation and deposit of insoluble compounds like lacquer, and varnish deposits which plug Oil filte
Change the combustion and oxidation acids into harmless salts.

Alkalinity agents
Alkalinity agents help neutralize sulfur by-products like sulfuric acids.
And retard corrosive damage to the engine in particular Cylinder liners.

Additives

Oxidation Inhibitors
Help prevent increases in viscosity.
Prevent development of organic acids and the formation of carbonaceous matter.
Zinc is used as a anti-oxidant.

Dispersants
Help prevent sludge formation by dispersing contaminants and keeping them in suspension.
If particles are allowed to bond together, they will eventually increase engine wear and plug the Oil filters.

10
 Additives

Anti-Foaming Agent
Prevents the Oil from Foaming which causes the loss of oil pressure,
Foaming reduces the Oil’s cooling ability,
Once Oil becomes aerated it will lose its lubricating capacity.
Silicon Additives

Anti-wear agents
Reduce friction by forming a film on metal surfaces and by protecting metal surfaces from corrosion.
Alkaline detergents and zinc are types of agents.

Additives

Viscosity index improvers

Help prevent the Oil from becoming too thin at high temperatures.
V.I. improvers are chemicals which improve (reduce) the rate of viscosity change with temperature change.

Pour-point dispersants
Keep the Oil fluid at low temperatures by preventing the growth of wax crystals.

11
 Total Base Number (TBN)
The alkalinity reserve in the oil is known as its TBN
The higher the TBN value the more acid (sulfur) neutralizing capacity the Oil contains.
TBN = 10 X Fuel Sulfur Content Direct Injection Engine Distillate Fuel
TBN = 20 X Fuel Sulfur Content
Pre-combustion Chamber Engine Distillate Fuel

New Oil
TBN

Change the oil

Percentage of fuel sulfur by weight

12
 Caterpillar Oil

Designed, developed for superior value

in Cat engines and equipment

Cat Fluids
Why CAT Has a Branded Fluids Program ?

• To Improve the Life & Performance of CAT

Machines

• To Provide a Consistent Source of High

Performance Fluids.

• To Develop Improved Industry Fluids and Standards

 Cat Fluids
Oils
• DEO, NGEO
• TDTO CAT Exclusive Formulation
• FDAO, GO Manufactured by ExxonMobil
• HYDO, HEES*
• MTO

Coolants
• ELC CAT Exclusive Formulation
• DEAC Manufactured by Chevron-Texaco

Greases
• Desert Gold
• Arctic Platinum
CAT Exclusive Formulation
• Ultra 5 Moly
• Advanced 3 Moly Manufactured by Chemtools
• High Speed Ball Bearing
• Multipurpose

Cat Oils
Typical Commercial Engine Oil Composition

AntiFoam
AntiOxid Pour Point
AntiWear
Detergent

VI Improver

Dispersant

Base Oil
 Global trends
Environmental Original Equipment Manufacturer End-user
Reduced Total Operating Costs Improved Vehicle Performance Increased Residual Value of
Legislated EmissionsImproved
Reduction Oil Disposal
Emissions Control Improved Fuel Economy Extended Drain Intervals Higher S
Improved Vehicle Durability Reduced Vehicle Maintenance
Reduced Consumption Reduced
of Oil &Oil Sump Volume Reduced Oil Consumption
Fuel

Correct Oil Disposal

Engine Design Impact Oil Design Impact

ce Versatile Oils Multi
NewGrade
Hardware
Viscosity
/ Design
Oils OEM
Features
Dedicated
Improved
Products
Combustion
Environmental
Control Alternate
Considerations
Fuels
New Oil Specifications

CAT Engine Oil

Performance History CJ-4 DEOULS (ECF-3)

ACERT vs. EGR Introduction API CI-4 Plus (ECF-2)

* Cat DEO (ECF-1) *
EGR: API CI-4

Cat DEO 15W40 Cat DEO (CH-4)

is API CI-4 Plus Cat DEO (CG-4)

Cat DEO (CF-4)

Cat Oil Program is introduced

API CE
Cat makes TBN
recommendations
API classification adopted
Cat Superior Lubricant Series 3
(API CD)
Cat Superior Lubricant Series 2
American Petroleum Institute
(API) classification
Caterpillar Superior Lubricant

1930 1940 1950 1960 1970 1980 1990 2000 2010 2020
 Cat Oils
CAT ECF-2 Engine Oil Specification
Why Request More than API CI-4?

◻ Some commercial API CI-4 oils were leaving too ®

many deposits in Cat engines, in particular ACERT

◻ Problem: “Ash Content” too high.

◻ As a result
oil has to: Caterpillar recommends that a commercial
◻ Meet API CH-4 or superior (latest API CI-4 or API CI-4 Plus)
◻ Have a maximum “Ash Content” of 1.5
◻ Pass a bench CAT 1P test Cat ECF-1 Specification

Different technologies to meet

emission regulations!
• Caterpillar • Other OEM’s
– ACERT – EGR
Advanced Combustion Exhaust Gas
Emissions Reduction Recirculation
Technology
– Burning a second
– Improving the quality of time residues from
the combustion of the air- the first combustion
fuel mixture at first pass by rerouting the
so well that exhaust gas exhaust gas back to
only needs to be filtered combustion chamber
once through a catalytic after cooling it down
converter
 2003 ACERT™ Heavy Duty Engine
Customer Value
Through Advanced
Technology
Fuel Systems

Enhanced
Aftertreatment
Electronic
Controls

Advanced Combustion
Emissions Reduction
Variable
Technology
Valve
Actuation
(needed only in
some applications) Series Turbo

Exhaust Gas Recirculation

EGR (Exhaust Gas Increase in acidity
Recirculation) Engine
and soot content Corrosion

EGR Cooler

IC

Charge air
ADMISSION Turbine
Cooler
NOx TC IC TC
Reduction
Compressor CONTROL VALVE EXHAUST

HOT GASES
FRESH AIR

TC TURBOCHARGER

IC INTERCOOLER

Expensive technology in terms of fuel yield

The Solution to Evolving Technology
• Caterpillar
has been forced to introduce a new
oil industry performance specification for Cat engines:

Cat ECF-1
• Good News! The Cat DEO 15W40 is above this
spec:
• Its ash content = 1.3

Summary of Cat ECF Specs

Cat ECF-1-a API CH-4 oils (+)

Cat ECF-2 API CI-4/CI-4 PLUS oils (+)

Cat ECF-3 API CJ-4 oils

New Engine Oil Recommendation
• Cat recommendation
Cat DEO-ULS
Exceed the requirements of the Cat ECF-1-a, Cat ECF-2 & Cat ECF-3
Suitable with low sulfur content fuel (0.0015% 15ppm)

Cat DEO
Exceed the requirements of the Cat ECF-1-a, Cat ECF-2
Suitable with sulfur content 1% or 10,000ppm
• Minimum Industry Spec

Cat ECF-1-a

Cat DEO-ULS
Exceed the performance requirements of the API CJ-4
The Cat DEO-ULS pass trough additional proprietary tests That Include:
• Sticking of the piston ring test
• Oil Control test
• Wear test
• Soot test

Cat DEO
Exceed the performance requirement of the API CI-4, API CI-4 PLUS, API CH-4
& API CG-4
Note: The Availability of Cat DEO will vary by region:
ECF 1a: Supplied only to Mantrac Egypt ( since its API CH-4)
ECF-2 : Supplied to all our territories ( Ghana, Nigeria, East Africa, Iraq &
Russia) oil meeting CI-4
ECF-3: Not available in AME . Available only in the US for low sulphur engines
with API CJ-4
 Cat Oils Development Process
Fail
Base Oils:
Proprietary Additive Tested to
Selection &
system development Industry
Quality Control
Limits
Pass

Fail
Specific Cat
Component specific Tests
lubrication need
Pass
Final Product:
optimized for
Cat machines
Feed back for
Improvement
Field monitoring

Engineered protection for every

application
• Optimized for all Cat engines
and machines
• Also an excellent choice for
all other original equipment
manufacturer heavy-duty
diesel engines and
automotive
gasoline engines
• Factory fill oil
• Exclusive engine oil of
Cat Dealer Service Shops
 Cat Oils
Tested Beyond Industry Standards

Cat Oils
The Essential Difference
Cat Oils Guarantees
the best performance
in Cat Machines
Cat Additional Testing
 Exclusive to Cat
 Done on Cat Machines
 Including Field Test

Industry Standards
o Meet Cat Minimum
Recommended
Specification.
o Pass Minimum Test
 Cat Oils
Caterpillar DEO™

Cat DEO 15W40

complies ECF-2
As Well

Cat DEO TM
Benefits
Enhanced customer value
Protection against
valve train wear

Reduction in exhaust Reduced oil consumption

valve deposits

Excellent protection against piston deposits

Reduction in ring sticking
Excellent protection
against bearing failure
Reduction in cylinder liner wear

Viscosity control Reduction in sludge formation

 Example for a Non-Suitable oil
Piston ring sticking
As temperature increases, oil oxidizes more easily
The results:

Deposits form on Piston skirts

Rings grooves clog up Rings get stuck
Rings act as planers Liner polishing or failure

What a substandard CF-4 oil may lead to...

773D Piston - 6,400 hours - Pakistan 15W40 oil

 DEO – Results - Botswana mine

• Cat 3516
• 8383 Hrs

Cylinder head

• Cat 3516
• 8383 Hrs

Liner
Basic Diesel Engine

Fuel system/ Governor

PositionedPositioned
ForFor GrGrowthowth
 Lesson 1: Fuel Selection
Lesson 1: Fuel Selection

FUEL SELECTION

Fig. 1.1.1 Fuel Selection

Lesson Introduction
This lesson discusses the proper fuel selection techniques and
practices necessary for maintaining Caterpillar Fuel Systems.

Reference Materials:
Diesel Fuel and Your Engine SEBD0717
Student Worktext
Engine Data Sheet 62.0 LEKQ3255
Unit 1 1-1-3 Fuel Systems
Lesson 1

Fuel Selection
Fig. 1.1.2 Fuel Selection

This Lesson will discuss the attributes of fuel and how it affects the
performance of a diesel engine. Many people think that all fuel is the
same, and that it does not change engine performance. The inverse is
probably more correct. We will explore some of the differences that
can be found in different fuels.

Cetane Number

Startability and Performance

Fig. 1.1.3 Stability and Performance

Caterpillar wants its customers to get the maximum service life from
their engines with a minimum of downtime. One method to assure
good continuous engine performance is to select the best available
fuel. Fuel quality is critical to engine life and good performance.
Although called diesel fuel, the exact mixture could be slightly
different every fill up. Therefore, with every fill up, the engine may
perform differently.
Unit 1 1-1-4 Fuel Systems
Lesson 1

PREFERRED FUELS
• Diesel Fuel
• Fuel Oil
• Furnace Oil
• Gas Oil
Fig. 1.1.4 Preferred Fuels

Caterpillar engines have the ability to burn a wide range of fuels.

Distillate fuels are the preferred fuels for use in Caterpillar engines.
Those fuels are commonly called diesel fuel (number 1 or 2), fuel oil,
furnace oil, gas oil or kerosene.
Experience has proven that the use of distillate fuels will result in
maximum engine service life, performance and durability. Distillate
fuels usually contain smaller amounts of water, sulfur and sediment
than the second type of fuels, permissible.
Unit 1 1-1-5 Fuel Systems
Lesson 1

PREFERRED FUELS
Requirement Number 2 Low Sulfur
Cetane No. (PC) 35 min. 35 min.
Cetane No. (DI) 40 min. 40 min.
Water and Sediment 0.05% max 0.05% max
API - min. 30 30
API - max. 45 45
Sulfur 0.5% 0.05%

Pour Point: 10F below ambient temperature

Cloud Point: Not higher than ambient temperature

Fig. 1.1.5 Preferred Fuel

Figure 1.1.5 shows the Caterpillar specifications for preferred fuels. It

is separated into two groups: standard fuel, number 2, and low sulfur
fuel. It should be noted that the only variation between the two
columns is the amount of sulfur contained in the fuel.
Each type (diesel fuel, fuel oil, furnace oil, kerosene) of preferred
fuels can be put into either category depending on sulfur content.
Standard fuel is available for off highway use in heavy equipment,
industrial engines and commercial marine applications in the United
States and Canada. For identity of this fuel, the governments require
a dye to be added.
Low sulfur fuel is required in on highway truck and pleasure craft
marine applications in the United States and Canada. No dye is
added to this fuel. It is almost clear with a slight yellow green tint.
Unit 1 1-1-8 Fuel Systems
Lesson 1

Fig. 1.1.9 Contaminants

Crude oil, blended fuel and even distilled fuels may contain excessive
amounts of water and/or sediment which require pre-treatment before
delivery to the fuel injection system. Some of these contaminants can
be removed by using a settling tank. Fuel storage tanks should be
constructed on an angle so water and sediment will settle in the low
end. Contaminants can then be drained off periodically. Care must
be taken when disposing of the material drained off, since it is
considered hazardous waste in some areas. Water in the fuel storage
tanks can also lead to the growth of bacteria. These bacteria can plug
fuel filters, causing low power in engines. Storage tanks should be
checked for bacterial growth. There are fuel and water soluble
additives which can be added to storage tanks to control bacteria.

Fig. 1.1.10 Water Separator

Water which remains in the fuel can be taken out by a water separator
in most cases. In severe applications, a large capacity water separator
can be used. A water separator is only as good as its maintenance.
The water must be drained off before the rated water capacity of the
unit is reached. Once the water holding capacity of the separator is
reached, all additional water will pass through the separator.
Unit 1 1-1-9 Fuel Systems
Lesson 1

Cetane Number

Startability and Performance

Fig. 1.1.11 Cetane Number

Cetane is a chemical found naturally in fuel. The Cetane number (the

amount of the cetane present in the fuel) is a measurement of the
ignition quality of a fuel. Engine startability and acceleration under
load are especially sensitive to the fuel cetane rating. A higher cetane
rating assures ease of starting in most conditions. Fuels must have a
minimum cetane number of 35 for precombustion chamber engines
and 40 for direct injection engines. Fuel with cetane levels lower
than minimum can cause hard starting, white smoke at start-up and
poor engine performance.
An increase in the cetane number will lower the temperature at which
the engine can be started.
Unit 1 1-1-10 Fuel Systems
Lesson 1

Fig. 1.1.12 Cloud Point

At low temperatures, any fuel may contain solid particles of wax

which could plug the filters rapidly. The cloud point of fuel is the
temperature at which some of the heavier paraffin components (wax)
start to form crystals. This is a natural process as the temperature is
causing the fuel to begin its change from liquid to solid. These wax
crystals give the fuel a cloudy appearance. This wax is not a
contaminant, but is an important element of diesel fuel and has a high
energy content and a very high cetane value. The cloud point of the
fuel is important because wax can plug the fuel filter.
If the cloud point of the fuel is lower than the lowest ambient
temperature at which the engine will be expected to start and operate,
filter plugging will not be a problem.
Unit 1 1-1-11 Fuel Systems
Lesson 1

Fig. 1.1.13 Pour Point

The pour point of a fuel is an indication of the minimum temperature

at which the fuel will flow. At the pour point temperature, the
amount of wax crystals increases to a point where they connect
together. This can restrict the flow of fuel from the tank to the engine
transfer pump, but if the fuel stays around the fuel pick up tube, the
transfer pump will move it. The pour point is approximately
6°C (10ºF) below the cloud point.
The pour point can be improved with flow improvers or the addition
of kerosene or a lighter diesel. Fuel heaters cannot normally solve
problems related to a high pour point temperature since they normally
use engine coolant as their heat source.
Unit 1 1-1-12 Fuel Systems
Lesson 1

Fig. 1.1.14 Fuel Heater

A fuel heater will keep the wax dissolved and permit it to flow
through the filters with the fuel. Several types of fuel heaters are
available on Caterpillar engines as factory installed options. They
can be installed between the fuel filter base and the spin-on filter or
between the fuel tank and fuel filter. Most of the heaters use engine
coolant to heat the fuel and prevent ice or wax crystal formation in
the filter. Fuel heaters should only be used as required, because as
fuel temperature rises, engine performance declines. There is
approximately a 1% horsepower loss for every 6ºC (10ºF) increase in
fuel temperature. Fuel heaters should not be used if the ambient
temperature is above 15ºC (60°F), and the fuel temperature at the
outlet of the fuel heater should not be higher than 74ºC (165ºF).
Some electronic engines will adjust fuel rate depending on fuel
temperature. Fuel heaters used on electronic engines should be
thermostatically controlled.
Unit 1 1-1-13 Fuel Systems
Lesson 1

Fig. 1.1.15 Safety Practices

To lower cloud point and pour point temperatures of their fuels, some
users blend diesel fuel with gasoline or naphtha. Because of the
safety hazard involved, Caterpillar does not recommend that users
mix diesel fuel with gasoline or naphtha. Safety practices which may
have worked well with pure diesel fuel will not be adequate when
dealing with these blends. In a fuel tank, the vapor in the air space
above pure diesel fuel is too lean to be a hazard at normal ambient
temperatures. Pure gasoline vapors are too rich. However, when
diesel fuel is mixed with gasoline or naphtha, the vapor-to-air ratios
can be explosive. Caterpillar recommends the other methods already
discussed to lower pour point or cloud point temperatures.

Fig. 1.1.16 Pour and Cloud Point Adjustment

Some users also like to use alcohol to adjust pour and/or cloud point.
Alcohol, either methanol or ethanol, has a low cetane number and
poor lubricating characteristics. The cetane numbers of ethanol and
methanol are similar—in a range of 0 to 10. This means that pure
alcohol does not have good ignition characteristics when used in a
diesel engine and must be mixed with large quantities of cetane
improvement additives which are quite expensive. Also, in current
fuel injection systems, the diesel fuel lubricates some of the fuel
injection system components. Alcohol does not have good
lubrication characteristics.
Unit 1 1-1-14 Fuel Systems
Lesson 1

Fig. 1.1.17 Sulfur Content

Caterpillar Diesel engines have a “silent” enemy within diesel fuel -

sulfur. It is called the “silent” enemy because sulfur content does not
directly affect engine performance. It has no effect on engine
startability or power. Sulfur content doesn’t become a harmful factor
until after the fuel has been burned. During the combustion process,
sulfur dioxide (SO2) and sulfur trioxide (SO3) are formed. These
oxides of sulfur combine with the water vapor formed during
combustion to create sulfuric acid. This acid causes corrosive wear in
engines and increases the chance of early engine failure.

FUEL SULFUR
Test Specification Fuel Sulfur Content
ASTM D129 Standard Fuel 0.5%
ASTM D2622 Low Sulfur Fuel 0.05%

Fig. 1.1.18 Fuel Sulfur

In the United States, fuels which meet ASTM 1-D and 2-D
specifications must contain no more than 0.5% sulfur by weight.
Fuels that meet ASTM 1-D and 2-D for low sulfur must contain no
more than 0.05% sulfur by weight.
This does not mean that every fuel will meet this specification. In
fact, fuels with sulfur content in excess of 0.5% have regularly been
found in field surveys.
Caterpillar engines can burn these higher sulfur fuels. However, to
use fuels with sulfur content greater than 0.5%, extra precautions
must be taken to protect the engine from corrosive wear.
Unit 1 1-2-6 Fuel Systems
Lesson 2

Fuel Selection
Experience has proven that distillate fuels meeting basic
specifications will result in optimum engine performance and
durability. Depending on fuel costs and availability, proper
application of alternative fuels such as: crude oil, blended, or residual
fuel can also provide a cost competitive engine operation. Before
discussing these fuels we need to define fuel properties and their
effect on engine operation and fuel handling systems.

Fig. 1.2.5

Fuel Properties Listed by Their Functional Effects

Fuel quality can significantly affect the performance and maintenance
of any diesel engine. It is important to understand basic fuel
properties to be able to judge fuel quality. The following properties
have and impact on the operation of a diesel engine and its fuel
handling and fuel treatment systems.

For more specific information, refer to Engine Data Sheet 62.0, Form
LEKQ3255.

Specific Gravity
The specific gravity of diesel fuel is the weight of a fixed volume of
fuel compared to the weight of the same volume of water (at the same
temperature). The higher the specific gravity, the heavier the fuel.
Heavier fuels have more energy or power (per volume) for the engine
to use.
Unit 1 1-2-7 Fuel Systems
Lesson 2

Specific gravity can be measured with a special fuel hydrometer. The

reading on the hydrometer is an American Petroleum Institute (API)
scale. The scale is inverse to the specific gravity. That is, the higher
the API number, the lighter the fuel. For most Caterpillar diesel
engines and API reading of 35 would be optimum. Lighter fuels like
kerosene might have a measurement of 40-44 API.

THERMO-
HYDROMETER

Fig. 1.2.6

The hydrometer floats in the fuel. Note the point at which the liquid
level intersects the hydrometer scale and read the API fuel gravity.

The hydrometer reading is affected by the temperature of the fuel.

Always use the correction table included with the tool to compensate
for actual fuel temperature. Detailed instructions are described in
Tool Operating Manual, "9U7840 Fuel Injection Equipment
Calibration Fluid Test Kit," Form NEHS0607-01.

Specific gravity can be measured with a special fuel hydrometer. The

reading on the hydrometer is an American Petroleum Institute (API)
scale. The scale is inverse to the specific gravity. That is, the higher
the API number, the lighter the fuel. For most Caterpillar diesel
engines and API reading of 35 would be optimum. Lighter fuels like
kerosene might have a measurement of 40-44 API.
Unit 1 1-2-8 Fuel Systems
Lesson 2

SPECIFIC GRAVITIES AND DENSITIES OF FUEL

Gravity Density
Degrees API at 15C (60F) Specific Gravity at 15C (60F) Pounds per Gallon
25 .9042 7.529
26 .8984 7.481
27 .8927 7.434
28 .8871 7.387
29 .8816 7.341
30 .8762 7.296
31 .8708 7.251
32 .8654 7.206
33 .8602 7.163
34 .8550 7.119
35 .8498 7.076
36 .8448 7.034
37 .8398 6.993
38 .8348 6.951
39 .8299 6.910
40 .8251 6.870
41 .8203 6.830
42 .8155 6.790
43 .8109 6.752
44 .8063 6.713
45 .8017 6.675
46 .7972 6.637
47 .7927 6.600
48 .7883 6.563
49 .7839 6.526

Fig. 1.2.7

Engine Effects
Lighter fuels like kerosene will not produce rated power without a
fuel system adjustment. (Specification sheets usually show ratings
when using fuel have 35 API density, at 29°C (85°F), weighing 7.001
pounds per gallon, and have 18,390 BTU's per pound. The same fuel
of 35 API density weights 7.076 pounds per gallon at 15°C (60°F).
When comparing fuel consumption or engine performance, always
know the temperature of the fuel measurement for correct gravity and
density.

Engine fuel settings should not be adjusted to compensate for a power

loss with lighter fuels (with a density number higher than 35 API).
Fuel system component life can be decreased with very light fuels
because lubrication will be less effective (due to low viscosity).
Unit 2 2-3-9 Fuel Systems
Lesson 3

DI (7000 Series) Fuel Nozzle Operation

Fuel from the fuel injection pump flows through the fuel lines and
into the valve body around the valve. When the combination of fuel
pressure and the compression in the combustion chamber is greater
than the force of the pressure spring, the valve will move away from
its seat and injection will begin. As the fuel pressure continues to
increase, the valve will move farther away from its seat until makes
contact with the stop. Injection will continue until the compression
pressure and fuel pressure is not enough to overcome the force of the
spring. The spring will push the valve back into position against its
seat.
The sleeve and spacer directly affect the function of the nozzle. The
position of the spacer, sleeve and stop within the shell determines
how much fuel pressure is needed to move the valve away from its
seat. This pressure is the Valve Opening Pressure (VOP). The
pressure is preset at the factory and cannot be adjusted.
Testing has shown that nozzles within the range specified in Special
Instruction, Form SEHS7292-08 and Wall Chart, Form
SEHS9083-02, will provide acceptable engine performance.
The sleeve and its appropriate length controls how far the valve will
move away from its seat.
Two other components important to the nozzle function are the
compression seal and carbon dam. The compression seal prevents the
leakage of compression from the cylinder, controls depth of nozzle
projection into the cylinder and orifice spray pattern inside the
cylinder for combustion. The carbon dam prevents the development
of carbon in the cylinder head around the nozzle.
FUEL LINE ADAPTER
EDGE FILTER

ADAPTER O-RING SEAL

SHELL

NOZZLE BLEED SCREW AND WASHER STOP ASSEMBLY

OPENING PRESSURE ADJUSTING SPACER
SLEEVE ASSEMBLYBODY O-RING SEAL

VALVE OPENING PRESSURE SPRING COMPRESSION SEAL

VALVE BODY ASSEMBLY

CHECK VALVE ASSEMBLY

NOZZLE TIP TEFLON SEAL (CARBON DARN)

Fig. 2.3.9 DI (7000 series) Fuel Nozzle

Unit 2 2-3-11 Fuel Systems
Lesson 3

This troubleshooting chart is designed to help troubleshoot fuel system problems. It is not meant to be
comprehensive, but only a guide. It will assist in determining if fuel system problems are the result of
faulty nozzles.

Engine Symptom Cause Nozzle Malfunction

Smoking Additional fuel VOP at 70% to 90% of
Slight horsepower increase minimum specification
High fuel consumption
Excess white smoke on start-up
Misfiring Additional fuel or combustion VOP at 70% or less of
Smoke gases in fuel system minimum VOP
Smoking Excessive fuel Nozzle stuck open
Misfiring at all loads and speeds
Piston seizure at high loads
Crankcase dilution
Combustion gas in fuel system at
low speeds and loads

Misfiring Fuel after initial injection and loss of Tip leakage

Light smoke fuel line pressure after injection
DI nozzles may have combustion
gas in fuel system

No effect on power Excessive clearance between Excessive return leakage

No fuel dilution unless adapter seal internal nozzle parts
is damaged Leakage between nozzle parts

Erratic running Lack of clearance in internal parts Less than minimum leakage
Misfiring

Low power Improper fuel distribution Plugged orifices

High fuel consumption
Rough running
White smoke on start-up

Low Power Fuel ration control Nozzle tests OK

Governor linkage
Fuel pressure
Governor adjustment
Damaged orifice

Overheating
Engine damage Nozzle tests OK
Inadequate cylinder clearance
Piston seizure or damage
Debris in nozzle flushed out prior to
testing
Improper air/fuel ratio due to
restrictions
Piston oil cooling jet failure
Incorrect engine timing

Fig. 2.3.10 Fuel System Troubleshooting Chart

Unit 2 2-3-12 Fuel Systems
Lesson 3

Fuel Lines

As simple as a fuel line may appear, the design is very important to a

correctly functioning fuel system. Some of the characteristics that
affect the design of a fuel line are fuel nozzle orifice size, the length
of the fuel line and the inside diameter of the fuel line.
The inside diameter at the end of a fuel line is usually 0.25 mm
(.010") larger than the inside diameter of the fuel line. This size
difference is needed to allow for alignment between components.
Also, since the ferrule is made from a soft metal, a larger opening is
needed because this opening will decrease when the fuel line nuts are
tightened. This soft material is used to insure a good seal between
mating parts.
The angles and bends in the fuel lines on an engine may seem
unusual but are necessary. Most current engines have fuel lines that
are the same length to maintain identical injection timing between
cylinders in the engine. If one fuel line is longer than the rest, the
extra amount of time it takes to deliver that amount of fuel could
change the time at which the fuel nozzle injects fuel. This timing is
critical to engine performance.
Not all lines have the same inside diameter. Because of these
diameter differences, it is important the correct fuel line is used. For
identification purposes, all fuel lines have an attached metal tag. The
part number of the fuel line is stamped on this tag. Check the parts
book for correct fuel line usage. After a new fuel line is installed,
remove this metal tag to prevent damage to the fuel line.
Excessive Nut Torque

The ferrules on fuel lines are made from soft metal to form a seal
between the fuel line and its mating part. The opening in the ferrule
is slightly larger than the inside diameter of the fuel line. This larger
opening compensates for the small amount of distortion that occurs
when the fuel line nut is tightened.
Unit 2 2-3-13 Fuel Systems
Lesson 3

As the fuel line nut is tightened, the opening in the ferrule decreases
in size. If excessive torque is used on the nut, the opening in the
ferrule may be reduced to a point where there can be a reduction in
fuel flow. If overtightened lines are reused, there can be a poor seal
between the fuel line and its mating part. This poor seal can cause
fuel leakage.

Figure 2.3.11 shows a ferrule on a fuel line that has been damaged
because of excessive torque on the fuel line nut. Notice the
impression in the end of the ferrule. A slight impression is normal on
all fuel lines. But, when the nut is overtightened, the impression
becomes deeper and the area behind the impression begins to bulge.

See the appropriate service manual for the correct torque for the fuel
line nuts.

Fig. 2.3.11 Fuel Line Damage

In this photo the fuel line has been damaged because too much torque
was applied to the nut.

Fig. 2.3.12 Ruptured Fuel Line Ferrule

This photo shows a ruptured fuel line ferrule.

Unit 2 2-3-14 Fuel Systems
Lesson 3

Fig. 2.3.13 Scratched Fuel Line Ferrule

Figure 2.3.13 shows a scratched ferrule on a fuel line. These

scratches prevent good sealing between the ferrule and its mating
part. The result of this can be fuel dilution.

These scratches are normally the result of mishandling or from

foreign material. Use caution when handling fuel lines during
removal or installation. Make sure the fuel line and its mating
component are free of foreign material before installation of the fuel
line.

Fig. 2.3.14 Cracked Fuel Line Washer

A cracked or broken fuel line washer, as shown in Figure 2.3.14, is

normally the result of a material failure. A cracked or broken washer
may cause loss of torque and leakage.
Unit 2 2-3-15 Fuel Systems
Lesson 3

Fig. 2.3.15 Excessive stress caused this fuel line to break

A bent or overstressed fuel line can break as shown in Figure 2.3.15.

Care must be taken to prevent bent and overstressed fuel lines when
they are installed on the engine. The fuel lines must be close to their
correct position before the nuts and clamps are tightened. A fuel line
that is broken must be replaced. Do not braze a broken fuel line.

Fig. 2.3.16 Slight wear caused by loose clamps

The fuel lines in Figure 2.3.16 and Figure 2.3.17 have been damaged
by loose fuel line clamps. If the clamps are loose, movement of the
clamps during engine operation will gradually cause wear on the
lines.

The fuel line in Figure 2.3.16 has only slight wear and can be used
again if the clamp can be tightened.
Unit 2 2-3-17 Fuel Systems
Lesson 3

Piston Damage Caused by a Fuel Nozzle Failure

Piston damage or a piston failure can result from too much heat in or
around the combustion chamber. Excessive heat can be caused by a
cooling system failure, a piston cooling jet failure, improper injection
timing, a restriction in the air intake or exhaust, incorrect piston to
cylinder clearance or a fuel nozzle failure. Excessive heat can cause
a piston seizure or erosion of the top of the piston. It is important to
determine the cause of this excessive heat to identify correctly the
cause of piston damage or failure.

When piston damage or a piston seizure has occurred, there are

several factors that must be considered to determine the cause.

First, consider the number of pistons that have been damaged.

Usually, if several or all the pistons in the engine are damaged, the
cause is not a fuel nozzle failure. In these instances, the cause could
have been a cooling system failure, improper injection timing or a
restriction in the air intake or exhaust. If the piston damage was
limited to one piston, incorrect piston to cylinder clearance, a piston
cooling jet failure or a fuel nozzle failure may have been the cause.

Second, after it is determined how many of the pistons have been

damaged, examine the actual damage on the piston. This
examination will, in most cases, determine if the piston damage is
caused by a fuel nozzle failure.
Unit 2 2-3-18 Fuel Systems
Lesson 3

Fig. 2.3.19 Piston damaged by a fuel nozzle failure

The piston in Figure 2.3.19 was damaged by a nozzle failure. Notice

the condition of the edges of the piston crater. The edges have eroded
because of excessive heat in the piston crater. The erosion will begin
on the inside of the piston crater and progress outward. This
excessive heat was the result of too much fuel being injected. This
condition can be caused by nozzles with zero VOP or any of the
nozzle failures that would allow increased fuel flow. The longer an
engine operates under these conditions, the more the piston crater will
be eroded. If several pistons have crater erosion damage, inspect for
excessive temperature or restriction in the air intake or exhaust. High
altitude operation with incorrect fuel settings may also damage
pistons.

Fig. 2.3.20 Piston damaged by something other than a fuel

nozzle failure

In comparison, Figure 2.3.20 shows an example of piston damage

caused by something other than a nozzle failure. Notice the condition
of the edges on the piston crater where no erosion exists. On this
piston, the damage is on the sides of the piston. This type of damage
indicates a cooling system failure, incorrect piston to cylinder
clearance or a piston cooling jet failure.
Unit 2 2-3-19 Fuel Systems
Lesson 3

Fig. 2.3.21 Piston damaged by improper injection timing

Piston damage caused by improper injection timing will affect several

pistons. They will have an appearance similar to a piston damaged
by a fuel nozzle failure. The difference between the two is that
pistons damaged by a nozzle failure will have erosion all the way
around the piston crater. Piston damage by improper injection timing
will have erosion in only four places around the piston crater as
shown in Figure 2.3.21.
Unit 2 2-3-20 Fuel Systems
Lesson 3

Trouble Shooting Guide for Caterpillar 7000 Series Fuel Nozzles (Only)

Problem Cause Correction

Missing or Moved tip 1. Cracked body Replace nozzle assembly
2. Overheat (melted carbon dam) Replace nozzle set
Incorrect Opening Pressure 1. Faulty or worn parts Replace nozzle assembly
1. Plugged orifices Replace nozzle assembly
Nozzle Will Not Open
2. Faulty parts Replace nozzle assembly
1. Plugged or carbon deposits in 1. Replace nozzle assembly
orifices 2. Discard if holes are eroded
Nozzle Did Not Pass 2. Cracked Tip Replace nozzle assembly
"Spray Test Pattern"
3. Foreign material in tip bottom Replace nozzle assembly
4. Nozzle tip was wire brushed Replace nozzle assembly
1. Deposits in seat area Replace nozzle assembly
Tip Leakage 2. Valve seat eroded and pitted Replace nozzle assembly
3. Faulty or worn parts Replace nozzle assembly
4. Cracked tip Replace nozzle assembly
High Bleed Screw Hole Flow 1. Excessive wear on guide Replace nozzle assembly
2. Faulty or worn parts Replace nozzle assembly
1. Faulty seal washer 1. Replace seal washer
External Leakage at Bleedscrew 2. Faulty shell spotface 2. Replace nozzle assembly
3. Faulty bleed screw 3. Replace bleedscrew

1. Excessive pressure Replace nozzle assembly

External Leakage at Top or Bottom
Seal (at Shell) 2. Faulty or worn parts Replace nozzle assembly
3. Low adapter torque Replace nozzle assembly
1. Stuck needle Replace nozzle assembly
Zero VOP 2. Debris Replace nozzle assembly
3. Broken tip Replace nozzle assembly
4. Faulty parts Replace nozzle assembly

Fig. 2.3.22 Fuel Nozzles Troubleshooting Chart

This presentation covers the Caterpillar New Scroll Fuel System.

Caterpillar 3406B Engine

Caterpillar 3406B Engine

The Caterpillar 3406A was introduced in 1973. Since then, a number
of changes have been made to meet the demand for an even more
reliable and economical product, while meeting governmental
regulations. The 3406B, released in 1983, is an example of these
changes. The major change to this engine was the fuel system. The
New Scroll Fuel System had been in production since 1980 on the
3300 engines. This fuel system is a key factor in the emissions,
performance and fuel economy improvements in the 3406B. In 1991,
the fuel system was changed to incorporate a more aggressive fuel
camshaft to improve emissions. In 1992 the 3406C was introduced.
There were no changes to the mechanical fuel system.

Caterpillar 3406 Fuel Injection Pump Groups

In the top view we can see how the 3406A Engine Fuel Injection
Pump had a long drive because there wasn’t room for the pump
housing under the air compressor. In the lower view we see the
3406B/C Fuel Injection Pump. It is shorter, but more massive. The
shorter length of the 3406B/C pump leaves more room for servicing.
Injection Pump Camshafts

Injection Pump Camshafts

Many of the changes and improvements were internal, and can’t be
seen. Here we see the fuel injection pump camshafts. The 3406A is
at the top. The 3406B camshaft below it is larger and heavier, and is
driven by a gear on the left end. The 3406B cams have a different
configuration--they have a faster lift and shorter duration, increasing
fuel injection pressures and reducing the time of injection, for greater
fuel efficiency. An eccentric on the camshaft operates the piston-type
fuel transfer pump. With the changes for emissions in 1988, the nose
of the camshaft changed. The 10 degrees helix on the front was
changed to a 15 degrees helix and the hole in the front was enlarged
to accommodate a different timing advance unit. The emission
changes for 1991 was a bearing diameter and lobe shape change only.
3406 Fuel Flow

This is a schematic of the 3406B/C engine fuel system. We’ll use the
schematic to follow the flow of fuel from the supply tank to the
injector in the cylinder. The transfer pump (5) pulls fuel from the
fuel tank (1) through the supply shutoff valve (3) through the primary
fuel filter (4) to the fuel transfer pump itself. The transfer pump then
pressurizes the fuel and pushes it though the hand priming pump (7),
into the secondary fuel filter (6) and into the fuel manifold (8) under
moderate pressure. A bypass valve inside the fuel transfer pump
maintains moderate fuel pressure. With moderate fuel pressure inside
the fuel manifold and the void (vacuum) inside the high pressure
pumps, the fuel is loaded into the cavity of the high pressure pump.
The high pressure pumps now meter a small amount of fuel and sends
it though the high pressure fuel lines (9) and through the head adapter
(10) to the injection nozzle (11) at a very high pressure. When the
fuel pressure in the high pressure fuel lines gets above the nozzle
opening pressure the fuel is injected into the combustion chamber.
With both very high pressure and very small holes in the tip of the
nozzle, the fuel is atomized and gives complete combustion in the
cylinder. Any air and some fuel is sent out of the fuel manifold
through the return line (15) back to the supply tank. The tank drain
(2) is used to remove water, sediment and foreign material and to
drain the supply tank. The fuel tank cap (16) must be vented to
atmosphere to keep vacuum from forming inside the fuel tank.
3306 Fuel Flow

3306 Fuel Flow

This is a schematic of the 3306B/C engine fuel system. We’ll use the
schematic to follow the flow of fuel from the supply tank to injection
in the cylinder. The transfer pump (6) pulls fuel from the fuel tank
(1) through the supply shut off valve (3) through the primary fuel
filter (4) through the hand priming pump (5) into the transfer pump
itself. The transfer pump then pressurizes the fuel and pushes it
through the secondary fuel filter (7) and to the fuel manifold in the
injection pump housing (8). A bypass valve inside the fuel transfer
pump maintains moderate fuel pressure. With moderate fuel pressure
inside the fuel manifold and the void (vacuum) inside the high
pressure pumps, the fuel is loaded into the cavity of the high pressure
pump. The high pressure pumps now meter a small amount of fuel
and sends it though the external high pressure fuel lines (9) at a very
high pressure to the fuel injection nozzle (10). When the fuel
pressure in the high pressure fuel lines gets above the nozzle opening
pressure the fuel is injected into the combustion chamber. With both
very high pressure and very small holes in the tip of the nozzle, the
fuel is atomized and gives complete combustion in the cylinder. A
constant bleed valve (11) lets a constant flow of fuel go through the
fuel return line (12) back to the fuel tank (1). This helps keep the
fuel cool and free of air. There is also a manual bleed valve that can
be used when the fuel priming pump is used to remove air from the
system. The supply tank drain (2) is used to remove water, sediment,
foreign material and to drain the supply tank. The fuel cap must be
vented to atmosphere to keep a vacuum from forming inside the fuel
tank.
Unit 5 5-2-6 Engine Fundamentals
Lesson 2

Fuel System Components

Fuel System Components

In this view we can see some of the components of the 3406B fuel
injection system on the engine. Visible are the fuel injection pump
housing, the governor housing, the fuel transfer pump and the
external fuel injection lines.

3306 Fuel System Components

3306 Fuel System Components

In this view we can see some of the components of the 3306B/C fuel
injection system on the engine. Visible are the fuel injection pump
housing, the governor housing, the fuel transfer pump, fuel injection
lines, the fuel filter and base and the fuel priming pump.
Fuel Transfer Pump

Fuel Transfer Pump

The fuel transfer pump is located on the bottom of the 3406B/C pump
housing and on the side of the 3304B or 3306B/C pump housing. It
is activated by the eccentric on the fuel pump camshaft inside the
housing and can deliver up to 51 gallons of fuel per hour at 25 psi.
This is a spring pumping piston type pump where actual fuel pressure
on the engine may vary from 20-45 psi depending on engine
operating conditions. The pump only supplies what the engine
requires, plus the amount returned to tank. (About 9 gallons per
hour). It is a single piston, single action pump with three one-way
check valves. The check valves are: inlet, pumping and outlet. This
drawing shows that pumping and fill occur on the same pump stroke.
Here, the tappet is almost completely extended and the return spring
has forced the piston to the top of the pump. This upward motion of
the piston opens the inlet check valve and fuel enters the inlet cavity
(green). The pumping check valve at the top of the piston is closed
and the piston pushes fuel into the outlet cavity (red). This
pressurized fuel opens the outlet check valve at the outlet port. There
is no pressure relief valve in this pump because fuel outlet pressure is
controlled by the force of the piston spring.
3406 Injection Pump

3406 Injection Pump

The area shown in red is the fuel gallery of the 3406B/C fuel pump.
This area is pressurized by the fuel transfer pump. The cutaway
shows the placement of the pump groups within the pump housing.
Fuel enters and leaves the pump group by way of the hardened
hollow dowel. This dowel is in the housing to protect it from erosion
caused by the high pressure spill pulses.

3306 Injection Pump

3306 Injection Pump

This is a cutaway of a similar area of the 3306B/C fuel pump. Notice
the similarity of the two different pumps.
3406 Fuel Rack

3406 Fuel Rack

The area shown in the slide is a cutaway of the engine side of the
3406B/C fuel pump housing. This cutaway shows a complete pump
in the center and a cutaway pump on the right. We can see the
relationship of the pump groups and the rack as the gear segment
engages the rack. Also note the lifters and return springs.

Fuel Metering

Fuel Metering
We’ll use a cutaway pump to see how fuel is metered and delivered
to the fuel injection nozzles. This is a scroll type fuel system with a
left-hand cut scroll on the pump plunger. The gear on the bottom of
the plunger is engaged into the rack. Rack movement rotates the
plunger in the pump barrel and changes the relationship of the scroll
to the spill port (arrow). The camshaft/follower/lifter mechanism
moves the plunger up and down in the barrel. In this position, the
plunger is at the bottom of its stroke. Fuel is coming into the barrel
through the spill port in the back side of the barrel and through the
fill port.
Fuel Delivery

Fuel Delivery
Now, the cam has lifted the plunger so the fill port and spill port are
just closed. This is the start of the effective stroke of the plunger and
the beginning of injection. As the fuel in the barrel is pressurized, the
reverse flow check valve is lifted off its seat in the pump bonnet.
This sends pressurized fuel through the fuel lines to the injection
nozzle. Injection continues until the end of the effective stroke, when
the scroll in the plunger lines up with the spill port in the barrel.

End of Fuel Delivery

End of Fuel Delivery

At the end of the effective stroke, the spill port is opened by the
scroll, fuel pressure is released and the reverse flow check valve
closes. During the entire pumping cycle the groove on the plunger is
positioned over the bleed back passage.
Bleed Passage

Bleed Passage
When the groove in the plunger is in this position, it is aligned with
the pressure bleed back passage in the barrel. This bleeds of fuel
that goes between the barrel and the plunger and prevents fuel
dilution in the engine oil.

Reverse Flow Check Valve

Reverse Flow Check Valve

The reverse flow check valve keeps the fuel injection line full of fuel
between injection strokes. Pressurized fuel (approximately 1,000 psi)
is kept in the injection line, ready for the next pump stroke. When
the engine and injection pump are stopped, the groove (arrow) bleeds
the pressure in the injection line to equalize with the residual pressure
in the pump.
Reverse Flow Check Valve Operation

Reverse Flow Check Valve Operation

When fuel pressure in the barrel above the plunger reaches 100 psi,
the valve is lifted off its seat and fuel flows out the cavity through the
bonnet to the injection line. The check valve spring keeps the valve
seated when fuel is at transfer pump pressure. This means that fuel
can enter the injections lines only during the injection stroke, helping
to eliminate cylinder wash down if an injection nozzle is stuck open.

Reverse Flow Check Valve

Reverse Flow Check Valve

Pressurization continues until the scroll opens the spill port and the
pressure in the pump barrel is released. This seats the check valve,
but the pressurized fuel in the injection line opens the return flow
check valve. Fuel will return to the pump barrel and flow out the
spill port until pressure in the injection line drops to 1,000 psi. At
that point, the return flow check valve spring will seat the valve.
When the engine is shut off, a small groove in the face of the check
valve allows the 1,000 psi pressure to bleed off.
3406 Fuel Manifold Cover

3406 Fuel Manifold Cover

The high pressure fuel that exits through the spill ports goes through
the hollow dowel into the fuel manifold and hits the cover plate.
These highly pressurized fuel pressure pulses cause polish spots that
are lined up with the spill ports on the manifold cover plate of the
3406B/C fuel system.

3306 Fuel Manifold Cover

3306 Fuel Manifold Cover

On the 3300 series engines, a spring steel pulse deflector is provided
in the fuel manifold. This protects the aluminum manifold cover
from the force of the released fuel pressure pulses.
The Governors

All Caterpillar diesel engines with mechanical fuel systems are

equipped with a governor. Diesel engines can accelerate - increase
speed - at the rate of more than 2000 revolutions per second. Without
a governor, a diesel engine can quickly destroy itself.

Never operate a diesel engine without a governor controlling it. If

you were to move the fuel rack of a diesel engine to the full "ON"
position without a load and with the governor not connected, the
engine speed might climb and exceed safe operating limits before you
could shut it down. One or two seconds may elapse before you knew
what was happening, by that time the engine may have been seriously
damaged by overspeeding.
The term “Never operate an engine without a governor” cannot be
overstated. Additionally, governors keep the engine running at
desired speeds and increase or decrease engine power output to meet
various load demands.
 This lesson introduces and explains the mechanical governor.
The mechanical governor is the simplest of the various types of
governors and is basic to their operation. Besides the mechanical
governor, Caterpillar engines use: servo-mechanical governors,
hydraulic governors and electronic governors. These governors will
be discussed in future presentations.

This is a closeup of the governor, mounted on the

rear of the fuel injection pump housing.
The following Schematics will be used to explain governor
construction and operation.

Diesel engine mechanical governors consist of two

basic mechanisms: the speed measuring mechanism
and the fuel changing mechanism.

The speed measuring mechanism senses engine speed changes.

The fuel changing mechanism increases or decreases
the amount of fuel supplied the engine to correct
these changes.

The speed measuring mechanism is simple, has few

moving parts and measures engine speed accurately.
The main parts are: gear drive from the engine (1),
flyweights (2) and the spring (3).

The flyweights are rotated by the engine.

Flyweights rotate in this manner.

As the flyweights rotate, they exert a centrifugal force
outward. The flyweights move outward pivoting the
ballarms upward. The amount of outward force
depends on the speed of rotation.
Centrifugal force is the basic operating principle of
the speed measuring mechanism. Now, what is
centrifugal force?

If we tie a ball on a string and swing it around and

around faster and faster, an outward force - centrifugal
force - is exerted onthe ball. This centrifugal force
swings the ball outward and upwarduntil the ball is
nearly straight out.
And we can see that the faster we swing it, the greater
the pull on thestring and the farther outward it swings.

This force - centrifugal force - is the basic principle

used in the speed measuring operation of the diesel
engine governor. Keep centrifugal force in mind as
we discuss the other parts of the speed measuring
mechanism. Remember, the greater the engine speed,
the greater the centrifugal force and, therefore, the
greater the movement of the flyweights and ballarms.

We need to control this centrifugal force, so we have

the governor spring. The spring acts against the force
of the rotating flyweights and tends to oppose them.
The force exerted by the spring depends on the governor
control setting.
 A lever connected to the governor control pushes on
or compresses the spring. The spring force opposes
the flyweights to regulate the desired engine speed setting.
The governor control, shown here as a simple
push-pull knob, may be a hand operated control lever
or a foot operated accelerator pedal.

As long as the spring force equals the flyweight

centrifugal force, engine speed remains constant.

The speed measuring mechanism, then, senses and

measures engine speed changes. The fuel changing
mechanism links the speed measuring mechanism with
the fuel injection pumps to control engine speed.

The fuel changing mechanism consists of the:

connecting linkage (1), rack (2) and the fuel injection
pump (3).
Flyweight movement - outward in this example due to
engine speed is transferred through the simple linkage
to the rack and, therefore, to the fuel injection pump plunger.

When the engine load increases - as when a dozer digs in -

the speed decreases. The flyweight force decreases, and
the spring moves the linkage and rack to increase the fuel
to the engine. The increase fuel position is held until the
engine speed returns to the desired setting
and the flyweight force again balances the spring force.

When the engine load decreases, the speed increases.

The flyweight force increases, overcoming the spring
force, moving the rack to decrease fuel to the engine.
The decrease fuel position is held until engine speed returns
to the governor control setting, and the spring
force again balances the flyweight force.

In summary, the basic governor consists of the: drive

gears, flyweights, spring, and control lever of the speed
measuring mechanism and the connecting linkage,
rack and fuel injection pump of the fuel changing
mechanism.
The rack which meshes with the injection pump
plunger gear segments extends from the injection pump
housing into the governor.
The rack and fuel injection pumps are parts of the fuel
injection pump housing assembly.

As you recall, from an earlier discussion on fuel injection

pump operation, it explained how fuel was injected into
each cylinder is increased or decreased.

In this cutaway governor and fuel injection pump housing,

we see that the rack extends into the governor. Rack
movement controls the amount of fuel injected in
each cylinder. Let's look at a closer view of our cutaway
governor.

In this cutaway section of our housing, see the flyweights,

spring, spring seat and thrust bearing. The thrust bearing
(not previously mentioned) is an anti-friction bearing
between the flyweight ballarms which rotate and the
spring seat which, of course, does not rotate.
Now let's remove the housing from the governor.
 The governor is driven by the lower gear bolted to the
fuel injection pump camshaft.
The control lever has been removed from its shaft in
the governor housing and set in place to show how
it is positioned.

Looking closer, we can see (from right to left) the drive

gears flyweights spring seats control lever and the
collar and bolt which connects to the rack.
The purpose of the collar is explained later.

This governor cross section illustrates: lever (1),

spring seat (2), spring (3), spring seat (4) and
thrust bearing and flyweight assembly (5).
The arrows indicate drive gear rotation and rack movement.

Two adjusting screws limit the travel of the governor

control lever between LOW IDLE position and the
HIGH IDLE position.
The low idle stop and high idle stop are simply
minimum andmaximum engine rpm settings with
no load on the engine.
 The high and low idle adjusting screws are located under
the cover on the governor.

Notice that the holes in the cover are shaped to lock

the screws and prevent them from turning after they
are adjusted.

The operator's control is positioned at the desired

governor setting:
low idle, high idle or fuel off.

To shut the engine down, the governor control is

moved full forward - past the low idle screw collar.
 Looking, again, at the governor cross section see the
high idle adjusting screw (1) and the low idle adjusting
screw (2). The lever is against the HIGH IDLE screw.
The low idle and high idle screws, then, limit minimum and
maximum engine rpm with no load on the engine.
What limits engine power output when the engine
is fully loaded?

A collar and stop bar limit rack travel and, therefore,

the power output. The collar is secured by a bolt
connecting the rack linkage.
The stop bar is mounted in the governor housing.
With the rack moved to the FULL LOAD position,
the collar just contacts the stop bar.

When our engine is operating with the governor at

high idle (1) and picks up a load, the speed decreases,
flyweight centrifugal force lessens, and the spring
moves the rack to give the engine more fuel increasing
power. The collar (2) and stop bar (3) limit the distance
the spring can move the rack. As the collar contacts
the stop bar, full load position is reached.
This limits the fuel delivered to the engine so as
not to exceed design limitations.
Returning to the governor cross section, note the location of the:
collar (1), stop bar (2), bolt (3) and rack (4).
Like other diesel engine components, the governor must be lubricated
for long life. Let's look at a governor lubrication system schematic.

The governor is lubricated by the engine lubricating system. Oil

from the diesel engine oil manifold is directed to the governor drive
bearing. All other governor parts are lubricated by splash.
The oil drains from the governor, through the fuel injection pump
housing back to the engine crankcase.
1- Housing Air Fuel Ratio Control
Another device sometime found in governor is the fuel
2- Air Inlet Line ratio control.
The intake manifold air is connected by a line (2) to the
3- Diaphragm left side of the diaphragm; the connecting link (5) passes
through a slot in the collar; the enlarged section of the fuel
4- Spring ratio control connecting link keeps the governor rack
(witch is connected to the collar) from moving to the right
5- Connecting Link until the fuel ratio control connecting link is moved to the
right.
Here is why:
If the fuel was injected into the cylinders before there was
enough air present for complete burning, the engine would
smoke. The spring in the fuel ratio control hold the
diaphragm and there for the connecting link to the left ,
until pressure on the left side of the diaphragm compress
the spring.
 Thus, the fuel ratio control keeps the rack from moving to
Air pressure acts the increased fuel position by holding the governor collar
to the left until the turbo charger boosts the air pressure in
on the diaphragm the intake manifold and the fuel ratio control.
This moves the diaphragm and the control link to the right,
freeing the governor collar and rack.
Only when the turbocharger has built enough pressure can
the rack be moved to the increased fuel position.
Thus, the fuel ratio control allows fuel to be injected into
the cylinders only as air becomes available for the
combustion. This assure minimum smokes and maximum
engine acceleration and load acceptance.
 Fuel System

Hydraulic Governor
1- Valve Servo Introduction:
The servo has a valve (1), a piston (2) which is connected
2- Piston to the rack (5) and moves inside a stationary cylinder (3); in
addition to these components the servo needs oil to
perform its function.
3- Cylinder
The Servo main function is: direct the pressure oil from the
engine lube system to control the force on the governor
4- Oil inlet spring and save the operator from tiring effort.

5- The Rack
When the governor control is moved to increase the engine speed, Linkage
compresses the governor spring and moves the retainer with the servo valve to the
right.
Due to the movement of the piston to the right the oil flow through the cylinder
and the piston to the large cavity at the left of the piston forcing the piston and the
rack to the right to increase the fuel position.

When the piston catches up to the valve; the oil passage in the piston is
closed off and no more oil can feed the cavity at the left to the piston,
creating a hydraulic lock on the left of the piston.
In the same time the incoming oil is acting on the right side of the piston
trying to move the piston to the right.
Due to the difference in the effective area between the piston right area
(small) and the piston left area (large), the piston will not move.
When the governor control is moved to decrease the engine speed, compression
of the governor spring is reduced, the spring retainer and the servo valve will move
to the left.
This will open the trapped oil in the large chamber to the left of the piston to the
drain passage (through the valve) and allowing the force of the oil in the small
chamber to the right of the piston to move the piston with the rack to the left to
decrease the fuel position.

When the passage in the piston catches up with the land in the valve, the drain
passage is closed off and the oil in the large chamber is trapped again, this will stop
the valve and rack movement.
Unit 5 5-2-14 Engine Fundamentals
Lesson 2

Fig. 5.2.21 Governor Operation

Governor Operation
At the point the rack screw (green) first comes in full contact with the
torque spring, the rack is at full load point (rated). As demand
horsepower increased, with the rack at rated position, the engine
speed decreases as the engine goes into lug (full throttle with rpm less
than rated rpm). Depending upon the rigidity of the torque spring, at
some point, the governor spring causes the rack screw to begin to
depress the torque spring. As this occurs, the rack position increases
allowing more fuel to be injected per stroke. This increase in rack
position continues until the torque screw (violet) contacts the stop lar.
This is the full torque position of the rack.

Fig. 5.2.22 Governor Operation

Governor Operation
The flyweights swing out as rpm increases. This moves the riser to
compress the governor spring and the pivoting lever moves the sleeve
and spool toward the "fuel off" direction.
Unit 5 5-2-15 Engine Fundamentals
Lesson 2

Fig. 5.2.23 Valve Spool - "Fuel Off"

Valve Spool - "Fuel Off"

As the valve spool moves in the direction shown, a passage in the
piston opens and allows pressurized oil to enter the chamber behind
the piston. At the same time, the spool closes the passage behind this
chamber. The pressurized oil forces the piston and rack toward the
"fuel off" position. With no load on the engine, the rack will move
until the low idle setting is reached. This setting is determined by the
amount of force put on the governor spring by the throttle resting
against the low idle stop screw.

Fig. 5.2.24 Governor Operation

Governor Operation
If the engine were to slow down, the flyweights would swing in
which would move the riser away from the governor spring and the
pivoting lever moves the sleeve and spool toward the "fuel on"
direction.
Unit 5 5-2-16 Engine Fundamentals
Lesson 2

Fig. 5.2.25 Valve Spool - "Fuel On"

Valve Spool - "Fuel On"This spool movement blocks the passage in

the piston and opens the drain passage behind the chamber. Now
pressurized oil forces the piston and the rack in the direction shown
(fuel on) so fuel delivery is increased until the desired rpm is
obtained. The back and forth movement of the rack in the "fuel off"
direction and in the "fuel on" direction will continue until there is a
balance between the governor spring force and the flyweight force.

Fig. 5.2.26 Valve Spool - Stabilized Fuel Position

Valve Spool - Stabilized Fuel Position

This drawing shows the balance point of the servo spool and piston.
When flyweight force equals governor spring force, the valve spool
blocks the oil in the chamber behind the piston. Rack position does
not change and engine rpm is constant.
 2

3 4 5

1- Dashpot spring. A dashpot assembly is added to the governor to

provide smoother response to load changes on the
engine.
2- Dashpot Piston.
The dashpot assembly is made up of a spring
connected to the governor spring seat on one end
3- Needle Valve.
and a piston on the other end.
The area behind the piston is filled with oil from a
4- Check valve.
supply chamber in the governor housing.
A needle valve is used to meter the oil flow from the
5- Oil reservoir.
area behind the piston. This metered oil flow damps
governor response and helps governor reach the
desired engine speed without “undershooting” or
“overshooting”.
Unit 5 5-2-17 Engine Fundamentals
Lesson 2

Fig. 5.2.27 Fuel Ratio Control Function

Fuel Ratio Control Function

The fuel ratio control mounts on the rear of the governor housing. Its
purpose is to limit smoke and improve fuel economy during rapid
acceleration. It does this by controlling rack movement in the fuel
ON direction until there is enough (boost pressure) to allow complete
combustion in the cylinders. With the fuel ratio control properly
adjusted, it also minimizes the amount of soot in the engine.

Fig. 5.2.28 Fuel Ratio Control Operation

Fuel Ratio Control Operation

A stem extends out of the fuel ratio control. This stem fits in a notch
in a lever which contacts the end of the rack in the servo valve. Air
inlet pressure (boost) is sensed by a diaphragm in the control. This
diaphragm pushes against a spring and spool. The spool movement
controls the oil flow which moves a piston connected to the stem.
The stem is out of the way during startup, so full rack is available on
all mechanical 3406s. The same is true of 3300s, but beginning with
the 1994 3306C truck engine, the stem is partially retracted during
startup, but does not go to full retraction until the engine develops oil
pressure.
Unit 5 5-2-18 Engine Fundamentals
Lesson 2

Fig. 5.2.29 Fuel Ratio Control Operation

Fuel Ratio Control Operation

When boost is low, the stem is in the set (cocked) position and the
lever limits rack movement in the fuel ON direction. As boost
pressure increases, The stem extends and moves away from the lever
and the rack can move to the left allowing more fuel to be supplied
by the injection pumps. When manifold pressures of approximately
one-half rated boost or above is reached, full fuel rack travel is
available. Thus. anytime there is sufficient boost, the stem of the fuel
ratio control is extended and does not control or affect the movement
of the rack. This permits smooth, rapid acceleration but at a rate that
allows complete combustion and low emissions.
Unit 5 5-2-19 Engine Fundamentals
Lesson 2

Fig. 5.2.30 Fuel Shutoff Solenoid

Fuel Shutoff Solenoid

A fuel shutoff solenoid is located on the rear of the governor. There
are two types. One is energized to run, the other is energized to shut
down. The one shown is an energized to run solenoid. When the
engine’s electrical system is energized (key on), the solenoid is
activated and it releases linkage to allow rack movement in any
direction (fuel on - fuel off). When the electrical system is shut off
(key off), the solenoid is deactivated and movement of the rack is
prevented in the fuel ON direction, causing the engine to shut down.
A diode is connected between the two terminals of the solenoid. The
diode eliminates electric spikes (high voltage generated by the coil of
the solenoid when it is de-energized) that might damage other
electronic circuitry in the vehicle electrical system.