Caterpillar 3412D MARINE ENGINE Workshop Repair Service Manual PDF Download
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ben threadwellCaterpillar 3412D MARINE ENGINE Workshop Repair Service Manual PDF Download
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ben threadwellService Manual
3412D
MARINE ENGINE
DUAL FUNCTION SLIM LINE CONTROL HEADS TYPICAL 2 STATION INSTALLATION
THIS CIRCUIT CAN BE CONNECTED IN PLACE OF THE INTEGRATED CONTROL HEAD STATION LOCKOUT
SWITCH 3E-3364 155-2269
CONTROL STATION PROCESSOR
219-8021 1
155-2252
248-7494
1
2
RD-18
BK-18
MASTER STATION WITH DISPLAY STATION #1 KENR9511-02 Harness And Wire Electrical Schematic Symbols
2
MARINE POWER DISPLAY
June 2010
3
4
LOCKOUT SWITCH
LOCKOUT BATTERY(+)
BK-18
RD-18
STATION LOCKOUT
SWITCH
248-7494
3E-3364 155-2269
PORT ENGINE
267-8623
Symbols
5 CAN DATA LOOP 155-2252 1 RD-18 155-2252
INTEGRATED CONTROL HEAD
PCP 6 CAN DATA LOOP DKBU-18 219-8022(CHROME) 1 2 BK-18 CONFIGURATION 1 1
7 CAN DATA (+) YL-18 220-2313(BLK CHROME) 2 CONFIGURATION 2 2
8 CAN DATA (-) GN-18 POWERTRAIN 220-2315(GOLD) 3 LOCKOUT SWITCH BK-18 CONFIGURATION RTN 3 DK/BU-18
337-0964 CONTROL
9 CAN SHIELD BARE 4 LOCKOUT BATTERY(+) RD-18 EXTERNAL ALARM 4
10 STATION LOCKOUT OR-14 PROCESSOR T
5 CAN DATA (+) LOOP BUS NEGATIVE 5
11 (+)BATTERY RD-14 6 CAN DATA (-) LOOP DKBU-18 BUS POSITIVE 6
12 (-)BATTERY BK-14 7 CAN DATA (+) YL-18 J1939 (+) 7 J1939 (+) YL-18
Pressure Temperature Level Flow Circuit Breaker
PORT THROTTLE/GEAR STARBOARD THROTTLE/GEAR BUTTON PANEL 8
9
CAN DATA (-)
CAN SHIELD
GN-18
BARE
337-0964
J1939 (-) 8 J1939 (-) GN-18
Symbol Symbol Symbol Symbol Symbol
J1939 SHIELD 9 J1939 SHIELD BARE
10
11
12
10
11
12
10
11
12
337-0958 TO CONNECTOR
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
10 STATION LOCKOUT OR-18 MPD ENABLE 10 (+)BATTERY SWITCHED OR-18
TEE
155-2253
155-2253
155-2254
11 (+)BATTERY RD-18 POSITIVE BATTERY 11 (+)BATTERY RD-18
12 (-)BATTERY BK-18 NEGATIVE BATTERY 12 (-)BATTERY BK-18 Symbols and Definitions
(+)V REFERENCE
THROTTLE
SIGNAL RETURN
SHIELD
GEAR FORWARD
IDLE
GEAR REVERSE
SIGNAL RETURN
SHIELD
(+)V REFERENCE
THROTTLE
SIGNAL RETURN
SHIELD
GEAR FORWARD
IDLE
GEAR REVERSE
SIGNAL RETURN
SHIELD
(+)V LED
STATION ACTIVE LED
SVM/UP LED
SYNC LED
TROLL LED
N/DOWN LED
STATION ACTIVE SWITCH
SVM/UP SWITCH
SYNC SWITCH
TROLL SWITCH
N/DOWN SWITCH
SWITCH RETURN
MARINE POWER DISPLAY Fuse: A component in an electrical circuit that will open the circuit if too much current flows
STARBOARD ENGINE
267-8623
through it.
155-2252
CONFIGURATION 1 1
CONFIGURATION 2 2 Switch (Normally Open): A switch that will close at a specified point (temp, press, etc.). The
CONFIGURATION RTN 3 DK/BU-18
circle indicates that the component has screw terminals and a wire can be disconnected from it.
RD-18
WH-18
BK-18
GY-18
GN-18
VT-18
OR-18
RD-18
WH-18
BK-18
VT-18
GN-18
GY-18
OR-18
EXTERNAL ALARM 4
BARE
BARE
BARE
BARE
RD/GN-18
BUS NEGATIVE 5
RD-18
WH-18
GN-18
OR-18
BU-18
BR-18
YL-18
VT-18
GY-18
PK-18
TN-18
BUS POSITIVE 6
J1939 (+) 7 J1939 (+) YL-18 Switch (Normally Closed): A switch that will open at a specified point (temp, press, etc.).
J1939 (-) 8 J1939 (-) GN-18 No circle indicates that the wire cannot be disconnected from the component.
9 J1939 SHIELD BARE
226-0411
J1939 SHIELD
337-0958 TO CONNECTOR
MPD ENABLE 10 (+)BATTERY SWITCHED OR-18
TEE
POSITIVE BATTERY 11 (+)BATTERY RD-18
NEGATIVE BATTERY 12 (-)BATTERY BK-18
Ground (Wired): This indicates that the component is connected to a grounded wire. The
grounded wire is fastened to the machine.
PORT (DUAL)
Ground (Case): This indicates that the component does not have a wire connected to ground.
SLIM LINE CONTROL HEAD It is grounded by being fastened to the machine.
(+)V REFERENCE RD-18
223-8204
223-8208 THROTTLE WH-18
223-8214 SIGNAL RETURN BK-18
223-8219 Reed Switch: A switch whose contacts are controlled by a magnet. A magnet closes the
223-8222
SHIELD
GEAR FORWARD
BARE
GY-18
CONTROL STATION #1 WITH DISPLAY STATION #2
223-8225
IDLE GN-18
contacts of a normally open reed switch; it opens the contacts of a normally closed reed switch.
Marine Multi-Station Control System II
GEAR REVERSE VT-18 3E-3364 155-2269
STATION
SIDE MOUNT CONTROL HEAD SIGNAL RETURN OR-18 LOCKOUT 1 RD-18
INTEGRATED CONTROL HEAD 155-2252
229-3689 SHIELD BARE
219-8022 1 SWITCH 2 BK-18 Sender: A component that is used with a temperature or pressure gauge. The sender
220-2313 2 measures the temperature or pressure. Its resistance changes to give an indication to
Electrical System
220-2315 3 LOCKOUT SWITCH BK-18 T
4 LOCKOUT BATTERY(+) RD-18 the gauge of the temperature or pressure.
5 CAN DATA (+) LOOP
STARBOARD (DUAL) 6 CAN DATA (-) LOOP DKBU-18
SLIM LINE CONTROL HEAD 7 CAN DATA (+) YL-18 Relay (Magnetic Switch): A relay is an electrical component that is activated by electricity.
(+)V REFERENCE RD-18 8 CAN DATA (-) GN-18
223-8204
223-8208 THROTTLE WH-18 9 CAN SHIELD BARE 337-0964
It has a coil that makes an electromagnet when current flows through it. The
223-8214
223-8219
SIGNAL RETURN
SHIELD
BK-18
BARE
10
11
STATION LOCKOUT
(+)POWER CONTROL
OR-18
RD-18
C9A1-UP (Engine) J2K1-UP (Engine) 9PW1-UP (Engine) electromagnet can open or close the switch part of the relay.
223-8222
223-8225
GEAR FORWARD
IDLE
VT-18
GN-18
12 (-)POWER CONTROL BK-18 1
2
M7A1-UP (Engine) 3JK1-UP (Engine) CLX1-UP (Engine)
Solenoid: A solenoid is an electrical component that is activated by electricity. It has a
SIDE MOUNT CONTROL HEAD
229-3690
GEAR REVERSE
SIGNAL RETURN
SHIELD
GY-18
OR-18
BARE
3
4 NOT USED REA1-UP (Engine) 6MK1-UP (Engine) C7X1-UP (Engine) coil that makes an electromagnet when current flows through it. The electromagnet
5
MARINE POWER DISPLAY
PORT ENGINE
267-8623
6
7
RLA1-UP (Engine) 9WK1-UP (Engine) JKX1-UP (Engine) can open or close a valve or move a piece of metal that can do work.
155-2254 CONFIGURATION 1 1
155-2252 8 C7B1-UP (Engine) NFL1-UP (Engine) RNX1-UP (Engine) Magnetic Latch Solenoid: A magnetic latch solenoid is an electrical component that is
BUTTON PANEL
221-9507(CHROME)
224-9873(BLK CHROME)
1
2
(+)V LED
STATION ACTIVE LED
RD-18
WH-18
CONFIGURATION 2
CONFIGURATION RTN
2
3 DK/BU-18 RD-18
155-2264
(+)BATTERY 1
C9B1-UP (Engine) K1M1-UP (Engine) STX1-UP (Engine) activated by electricity and held latched by a permanent magnet. It has two coils (latch and unlatch)
224-9874(GOLD) EXTERNAL ALARM 4 BK-18 (-)BATTERY 2 that make electromagnet when current flows through them. It also has an internal switch that places
3
4
SVM/UP LED
SYNC LED
GN-18
OR-18 BUS NEGATIVE
BUS POSITIVE
5
6
337-0964 YL-18
GN-18
CAN DATA (+)
CAN DATA (-)
3
4 MASTER
POWERTRAIN RXB1-UP (Engine) CSN1-UP (Engine) X9X1-UP (Engine) the latch coil circuit open at the time the coil latches.
5 TROLL LED BU-18
6 N/DOWN LED BR-18
226-0411 J1939 (+) 7 J1939 (+) YL-18 BARE CAN SHIELD 5
STATION CONTROL WKB1-UP (Engine) CYN1-UP (Engine) Z9X1-UP (Engine)
7
8
STATION ACTIVE SWITCH
SVM/UP SWITCH
YL-18
VT-18
J1939 (-)
J1939 SHIELD
8
9
J1939 (-)
J1939 SHIELD
GN-18
BARE
337-0958 TO CONNECTOR
DKBU-18
CAN DATA LOOP
CAN DATA LOOP
6
7 PROCESSOR RNC1-UP (Engine) GEN1-UP (Engine) RNY1-UP (Engine) Harness and Wire Symbols
MPD ENABLE 10 (+)BATTERY SWITCHED OR-18 OR-18 STATION LOCKOUT 8
311-8400
9 SYNC SWITCH GY-18 TEE
POSITIVE BATTERY 11 (+)BATTERY RD-18
10
11
TROLL SWITCH
N/DOWN SWITCH
PK-18
TN-18 NEGATIVE BATTERY 12 (-)BATTERY BK-18
RD-18
155-2264
(+)BATTERY 1
C7D1-UP (Engine) T2P1-UP (Engine) X9Y1-UP (Engine) 1 Deutsch connector: Typical representation 1 Sure-Seal connector: Typical representation
12 SWITCH RETURN RD/GN-18 of a Deutsch connector. The plug contains all
MARINE POWER DISPLAY
337-0964
BK-18
YL-18
(-)BATTERY
CAN DATA (+)
2
3
RND1-UP (Engine) 9HP1-UP (Engine) C1Z1-UP (Engine) 2 sockets and the receptacle contains all pins. 2
of a Sure-Seal connector. The plug and receptacle
contain both pins and sockets.
CONTROL
SEPARATE THROTTLE AND GEAR SLIM LINE CONTROL HEADS
STARBOARD ENGINE
267-8623
155-2252
GN-18
BARE
CAN DATA (-)
CAN SHIELD
4
5
STATION
PLE1-UP (Engine) RNR1-UP (Engine) C3Z1-UP (Engine) Harness Identification Letter(s):
CAN DATA LOOP 6 Wire, Cable, or Harness Assembly Identification:
THIS CIRCUIT CAN BE CONNECTED IN PLACE OF THE INTEGRATED CONTROL HEAD STATION LOCKOUT
SWITCH
CONFIGURATION 1
CONFIGURATION 2
1
2 OR-18
DKBU-18 CAN DATA LOOP
STATION LOCKOUT
7
8
RNE1-UP (Engine) 2XR1-UP (Engine) C7Z1-UP (Engine) Includes Harness Identification Letters and Harness
(A, B, C, ..., AA, AB, AC, ...)
Harness Connector Serialization Code: The "C" stands
3E-3364 155-2269 Connector Serialization Codes
CONTROL STATION PROCESSOR
1
155-2252
248-7494
1
2
RD-18
BK-18
CONFIGURATION RTN
EXTERNAL ALARM
3
4
DK/BU-18
9ZF1-UP (Engine) 9WR1-UP (Engine) RNZ1-UP (Engine) for "Connector" and the number indicates which
connector in the harness. (C1, C2, C3, .....)
219-8021
2
3 LOCKOUT SWITCH BK-18
BUS NEGATIVE
BUS POSITIVE
5
6 M7G1-UP (Engine) GES1-UP (Engine) C-C4 AG-C3
Part Number for
Connector Plug AG-C4 L-C12 Part Number For
J1939 (+) 7 J1939 (+) YL-18 Connector Recepticle
111-7898 3E-5179
4
5
LOCKOUT BATTERY(+)
CAN DATA (+) LOOP
RD-18
J1939 (-)
J1939 SHIELD
8
9
J1939 (-)
J1939 SHIELD
GN-18
BARE
8RG1-UP (Engine) 3GS1-UP (Engine) 130-6795 130-6795
PCP 6 CAN DATA (-) LOOP DKBU-18 TO CONNECTOR 325-AG135 PK-14 1 5A
7
8
CAN DATA (+)
CAN DATA (-)
YL-18
GN-18 POWERTRAIN
MPD ENABLE
POSITIVE BATTERY
10
11
(+)BATTERY SWITCHED
(+)BATTERY
OR-18
RD-18
337-0958
TEE CKH1-UP (Engine) 9KS1-UP (Engine) Pin Socket
Receptacle
9
10
CAN SHIELD
STATION LOCKOUT
BARE
OR-14
337-0964 CONTROL
PROCESSOR
NEGATIVE BATTERY 12 (-)BATTERY BK-18
C1J1-UP (Engine) KJT1-UP (Engine) Single Wire
Pin or Socket
9X-1123
Fuse
(5 Amps)
11
12
(+)POWER CONTROL
(-)POWER CONTROL
RD-14
BK-14 1ZJ1-UP (Engine) SLT1-UP (Engine) Connector
Number
Component
PORT THROTTLE/GEAR STARBOARD THROTTLE/GEAR BUTTON PANEL
CYK1-UP (Engine) T3T1-UP (Engine) Plug Part Number
10
11
12
10
11
12
10
11
12
Harness identification code: 2 200-L32 BK-14
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
This example indicates wire
155-2253
155-2253
155-2254
135 in harness "AG".
Ground Circuit Identification
(+)V REFERENCE
THROTTLE
SIGNAL RETURN
SHIELD
GEAR FORWARD
IDLE
GEAR REVERSE
SIGNAL RETURN
SHIELD
(+)V REFERENCE
THROTTLE
SIGNAL RETURN
SHIELD
GEAR FORWARD
IDLE
GEAR REVERSE
SIGNAL RETURN
SHIELD
(+)V LED
STATION ACTIVE LED
SVM/UP LED
SYNC LED
TROLL LED
N/DOWN LED
STATION ACTIVE SWITCH
SVM/UP SWITCH
SYNC SWITCH
TROLL SWITCH
N/DOWN SWITCH
SWITCH RETURN
Typical Dual Engine Installation Connection Number Wire Color Wire Gauge
© 2010 Caterpillar Printed in U.S.A.
All Rights Reserved
OR-18
WH-18
BK-18
GY-18
GN-18
YL-18
RD-18
OR-18
WH-18
BK-18
GY-18
GN-18
YL-18
RD-18
BARE
BARE
BARE
BARE
RD/GN-18
RD-18
WH-18
GN-18
OR-18
BU-18
BR-18
YL-18
VT-18
GY-18
PK-18
TN-18
226-0411
226-3419
226-3419
(Dimensions: 39inches x 28 inches)
STATION LOCKOUT BUTTON PANEL
PORT (THROTTLE) 3E-3364 8T-8736
8T-8736
SLIM LINE CONTROL HEAD
223-8200 A (+)V REFERENCE OR-18
223-8205 B THROTTLE WH-18
223-8211 C SIGNAL RETURN BK-18
STATION D
223-8216 D SHIELD BARE TRANSFER LOCKOUT 1 2
E
223-8220 C
KENR9511-02
E IDLE GN-18
223-8223
F SIGNAL RETURN RD-18
G ACTIVATE
F A B
STATION
H TRANSFER LOCKOUT
ACTIVE J
J
LIFT RED CAP AND TOGGLE
G
226-3419
SWITCH. TRANSFER LOCKOUT
IS ENGAGED. NO STATION
H
TRANSFERS MAY OCCUR. SVM
ANY ACTIVE STATION WILL
SYNC 3E-3382
SIDE MOUNT CONTROL HEAD REMAIN ACTIVE. IF NO
STATION IS ACTIVE ANY
PORT (GEAR) GY-18 STATION MAY BE ACTIVATED
7T-3272 LEFT SIDE HANDLE AND WILL REMAIN ACTIVE.
N
SLIM LINE CONTROL HEAD
A GEAR FORWARD GY-18 GN-18 TROLL
SERIAL #:
223-8201 REACTIVATE 6 1
223-8206 B GEAR REVERSE YL-18 STATION TRANSFER
P/N:
223-8213 C SIGNAL RETURN RD-18 RD-18 BO 5 2
155-2252
223-8218 W
DATE:
CLOSE RED CAP ON TRANSFER
D SHIELD BARE LOCKOUT PANEL. STATION 4 3
223-8221
E TRANSFER IS RESTORED.
223-8224 KEY A
F
12 11 10 9 8 7
155-2264
STARBOARD (THROTTLE) 1 8
8T-8736 2 7
SLIM LINE CONTROL HEAD 1 2 3 4 5 6
A (+)V REFERENCE OR-18 3 6
223-8200
223-8205 B THROTTLE WH-18 229-3689 4 5
223-8211 C SIGNAL RETURN BK-18
223-8216 D SHIELD BARE
223-8220
E IDLE GN-18
223-8223
F SIGNAL RETURN RD-18
G 155-2253
H CABLE TEE TERMINATION RESISTOR
J 155-2269
KEY B
226-3419
STARBOARD (GEAR) GY-18 2 1
7T-3272 SIDE MOUNT CONTROL HEAD 12 11 10 9 8 7
SLIM LINE CONTROL HEAD
A GEAR FORWARD GY-18 GN-18 RIGHT SIDE HANDLE
20 Page,
223-8201
223-8206 B GEAR REVERSE YL-18
223-8213 C SIGNAL RETURN RD-18 RD-18
223-8218 D SHIELD BARE
223-8221
E W 1 2 3 4 5 6
223-8224
F
BO
155-2273
32
-04
208 OHM 155-2254
120
1 6
2 5
BUTTON PANEL 155-2254
(+)V LED RD-18
3 4 KEY C
221-9507(CHROME) 1
224-9873(BLK CHROME) 2 STATION ACTIVE LED WH-18
224-9874(GOLD) 3 SVM/UP LED GN-18
4 SYNC LED OR-18
12 11 10 9 8 7
5 TROLL LED BU-18
226-0411
6 N/DOWN LED BR-18
229-3690
7 STATION ACTIVE SWITCH YL-18 155-2267
8 SVM/UP SWITCH VT-18
9 SYNC SWITCH GY-18
10 TROLL SWITCH PK-18 1 2 3 4 5 6
11 N/DOWN SWITCH TN-18
12 SWITCH RETURN RD/GN-18 ELECTRONIC A B
TROLL
PROCESSOR C
9X-4391
SLIM LINE CONTROL HEAD SLIM LINE CONTROL HEAD SLIM LINE CONTROL HEAD SLIM LINE CONTROL HEAD
RIGHT SLANT HANDLE STRAIGHT HANDLE LEFT SLANT HANDLE SIDE VIEW 155-2272 14 13 12 11 10 9 8 7 6 5 4 3 2 1
AFT VIEW AFT VIEW AFT VIEW 28 27 26 25 24 23 22 21 20 19 18 17 16 15
42 41 40 39 38 37 36 35 34 33 32 31 30 29
ECM TROLL 1 4
56 55 54 53 52 51 50 49 48 47 46 45 44 43
J1939 VALVE 2 70 69 68 67 66 65 64 63 62 61 60 59 58 57
Related Electrical Service Manuals 3
Title Form Number
Electrical Troubleshooting Guide /
RENR7651
Systems Operation / Testing and Adjusting
223-8200 223-8211 223-8220 103-0213
223-8201 223-8213 223-8221
Installation Guide LEGM2735 3E-3382
223-8204 223-8214 223-8222
223-8205 223-8216 223-8223
Operators Guide LEBM2714
223-8206 223-8218 223-8224
223-8208 223-8219 223-8225 Component Identification and Ordering Guide LEXM2818 1 2 3 4 5 6 7 8 9 10 11 12 13 14
6 1
15 16 17 18 19 20 21 22 23 24 25 26 27 28
5 2
29 30 31 32 33 34 35 36 37 38 39 40 41 42
4 3 43 44 45 46 47 48 49 50 51 52 53 54 55 56
57 58 59 60 61 62 63 64 65 66 67 68 69 70
BOW
MASTER STATION WITH DISPLAY STATION #1
STATION LOCKOUT
SWITCH
248-7494 3E-3364 155-2269
INTEGRATED CONTROL HEAD 155-2252 1 RD-18
219-8022 1 2 BK-18
220-2313 2
220-2315 3 LOCKOUT SWITCH BK-18
SHAFT SPEED SENSOR SHAFT SPEED SENSOR
4 LOCKOUT BATTERY(+) RD-18
226-3424 226-3424
5 CAN DATA LOOP 155-2267 155-2267
6 CAN DATA LOOP DKBU-18 SHAFT SPEED GN A GN-20 SHAFT SPEED ELECTRONIC TROLL PROCESSOR ELECTRONIC TROLL PROCESSOR SHAFT SPEED GN-20 A GN SHAFT SPEED
7 CAN DATA (+) YL-18 SIGNAL RETURN BK B BK-20 SIGNAL RETURN 256-4883 219-8024 SIGNAL RETURN BK-20 B BK SIGNAL RETURN
8 CAN DATA (-) GN-18 SENSOR POWER(+) RD C RD-20 SENSOR POWER(+) 155-2253
337-0964 155-2253 SENSOR POWER(+) RD-20 C RD SENSOR POWER(+)
9 CAN SHIELD BARE SIGNAL RETURN BK-20 12 SIGNAL RETURN SIGNAL RETURN 12 BK-20 SIGNAL RETURN
10 STATION LOCKOUT OR-18 (-)BATTERY BK-20 11 (-)BATTERY (-)BATTERY 11 BK-20 (-)BATTERY
11 BATTERY (+) RD-18 (+)BATTERY 10 10 (+)BATTERY
12 BATTERY (-) BK-18 TROLL ENABLED RD-20 9 TROLL ENABLED TROLL ENABLED 9 RD-20 TROLL ENABLED
155-2273 226-0417 226-0417
SENSOR POWER(+) RD-20 8 SENSOR POWER(+) SENSOR POWER(+) 8 RD-20 SENSOR POWER(+)
RD-18 (+)BATTERY 1 7 7
BK-18 (-)BATTERY 2 TROLL VALVE 6 6 TROLL VALVE
OR-18 (+)BATTERY SWITCHED 3 155-2272 SHAFT SPEED GN-20 5 SHAFT SPEED 155-2272
MARINE POWER DISPLAY 337-0958 SHAFT SPEED 5 GN-20 SHAFT SPEED
PORT ENGINE BARE J1939 SHIELD 4 VALVE 1 (+) 1 WH-20 VALVE 1 (+) VALVE 2 (-) GN-20 4 VALVE 2 (-) VALVE 2 (-) 4 GN-20 VALVE 2 (-) VALVE 1 (+) 1 VALVE 1 (+)
WH-20
212-6188 GN-18 J1939 (-) 5 VALVE 2 (-) 2 GN-20 VALVE 2 (-) VALVE 1 (+) WH-20 3 VALVE 1 (+) 3 VALVE 2 (-) GN-20 2 VALVE 2 (-)
VALVE 1 (+) WH-20 VALVE 1 (+)
155-2252 YL-18 J1939 (+) 6 155-2273 (-)BATTERY (-)BATTERY 2
3 BK-20 2 (-)BATTERY BK-20 3 (-)BATTERY
CONFIGURATION 1 1 1 (+)BATTERY RD-18 4 RD-20 1
TROLL ENABLED TROLL ENABLED ON JUMPER SIGNAL 1 ON JUMPER SIGNAL TROLL ENABLED RD-20 4 TROLL ENABLED
CONFIGURATION 2 2 2 (-)BATTERY BK-18
337-0962
CONFIGURATION RTN 3 DK/BU-18 3 (+)BATTERY SWITCHED OR-18 253-8111 253-8111
EXTERNAL ALARM 4 4 J1939 SHIELD BARE RD-18 12 (+)BATTERY (+)BATTERY 12 RD-18
BUS NEGATIVE 5 5 J1939 (-) GN-18 BK-18 11 (-)BATTERY
155-2273 (-)BATTERY 11 BK-18
BUS POSITIVE 6 6 J1939 (+) YL-18 BARE 10 J1939 SHIELD
RD-18 (+)BATTERY J1939 SHIELD 10 BARE
J1939 (+) 7 J1939 (+) YL-18 1
9 9
BK-18 (-)BATTERY 2
J1939 (-) 8 J1939 (-) GN-18 337-0980 8 8 337-0980
9 J1939 SHIELD BARE OR-18 (+)BATTERY SWITCHED 3
J1939 SHIELD 337-0962 7 7
337-0958 BARE J1939 SHIELD 4
MPD ENABLE 10 (+)BATTERY SWITCHED OR-18 YL-18 6 J1939 (+) J1939 (+) 6 YL-18
11 (+)BATTERY RD-18 GN-18 J1939 (-) 5
POSITIVE BATTERY CABLE TEE GN-18 5 J1939 (-) J1939 (-) 5 GN-18
12 (-)BATTERY BK-18 YL-18 J1939 (+) 6 221-9506
NEGATIVE BATTERY 4 4
OR-18 3 TROLL ENABLE TROLL ENABLE 3 OR-18
2 2
1 1
155-2273
RD-18 (+)BATTERY 1
BK-18 (-)BATTERY 2
RD-18
BK-18
OR-18
BARE
GN-18
YL-18
RD-18
BK-18
OR-18
BARE
GN-18
YL-18
OR-18 (+)BATTERY SWITCHED 3
MARINE POWER DISPLAY 337-0958
STARBOARD ENGINE BARE J1939 SHIELD 4
212-6188 GN-18 J1939 (-) 5
155-2252 YL-18 J1939 (+) 6 155-2273 1
ENABLE
SHIELD
ENABLE
SHIELD
1 (+)BATTERY RD-18 2
(+)BATTERY
(-)BATTERY
CONFIGURATION 1 1
(-)
(+)
(+)BATTERY
(-)BATTERY
2 (-)BATTERY BK-18 3
(-)
(+)
CONFIGURATION 2 2
337-0962
BACKUP
155-2273
CONFIGURATION RTN 3 DK/BU-18 3 (+)BATTERY SWITCHED OR-18 4
TROLL
J1939
J1939
J1939
155-2273
CONNECT JUMPER FOR 24V SYSTEM VOLTAGE
TROLL
J1939
J1939
J1939
EXTERNAL ALARM 4
5
4
5
J1939 SHIELD
J1939 (-)
BARE
GN-18
5
6
STATION REMOVE JUMPER FOR 12V SYSTEM VOLTAGE
155-2267 3E-3370
BUS NEGATIVE
155-2273 6 J1939 (+) YL-18 PORT KEYSWITCH OR-18 A KEYSWITCH OR-18
BUS POSITIVE 6 7 337-0973
(-)BATTERY BK-18 B (-)BATTERY BK-18
1
2
3
4
5
6
RD-18 (+)BATTERY 1 8 155-2254 CABLE TEE
1
2
3
4
5
6
J1939 (+) 7 J1939 (+) YL-18 (+)BATTERY1 PRIMARY GN-18 (+)BATTERY RD-18
BK-18 (-)BATTERY 2 CABLE TEE C
J1939 (-) 8 J1939 (-) GN-18 1 PORT KEYSWITCH RD-18 221-9506
221-9506
9 J1939 SHIELD BARE OR-18 (+)BATTERY SWITCHED 3 155-2264 2 SELECT RETURN DKBU-18
J1939 SHIELD 337-0962
337-0958 BARE J1939 SHIELD 4 RD-18 (+)BATTERY
MPD ENABLE 10 (+)BATTERY SWITCHED OR-18 1 3 STARBOARD KEYSWITCH GN-18 PORT KEYSWITCH RD-18
11 (+)BATTERY RD-18 GN-18 J1939 (-) 5 BK-18 (-)BATTERY 2 4 24V SYSTEM SELECT (-)BATTERY BK-18
POSITIVE BATTERY CABLE TEE
NEGATIVE BATTERY 12 (-)BATTERY BK-18 YL-18 J1939 (+) 6 221-9506 YL-18 CAN DATA (+) 3 POWERTRAIN 5 EXTERNAL ALARM COMMON OR-18 (+)BATTERY1 PRIMARY RD-18 CUSTOMER
337-0964 GN-18 CAN DATA (-) 4 MASTER POWER 6 EXTERNAL ALARM NORMALLY CLOSED BK-18 EXTERNAL ALARM COMMON OR-18
SUPPLIED
BARE
CAN DATA LOOP
CAN SHIELD 5
STATION CONTROL 7 (-)BATTERY
(+)BATTERY1 PRIMARY
BK-18
RD-18
337-0971
EXTERNAL ALARM NORMALLY CLOSED
STARBOARD KEYSWITCH
BK-18
GN-18 CONNECTIONS
6 8
DKBU-18 CAN DATA LOOP 7 PROCESSOR 9 (+)BATTERY2 PRIMARY GN-18 (-)BATTERY
(+)BATTERY2 PRIMARY
BK-18
GN-18
OR-18 STATION LOCKOUT 8 10
311-8400
1
2
3
4
5
6
1
2
3
4
5
6
11 155-2267 3E-3370
1
2
3
4
5
6
1
2
3
4
5
6
155-2273
155-2264 12 (-)BATTERY BK-18 STARBOARD KEYSWITCH OR-18 A KEYSWITCH OR-18
155-2273
337-0973
J1939 SHIELD
(+)BATTERY
(-)BATTERY
TROLL ENABLE
J1939 (-)
J1939 (+)
RD-18 (+)BATTERY 1 (-)BATTERY BK-18 B (-)BATTERY BK-18
J1939 SHIELD
(+)BATTERY
(-)BATTERY
TROLL ENABLE
J1939 (-)
J1939 (+)
BK-18 (-)BATTERY 2 (+)BATTERY2 PRIMARY GN-18 C (+)BATTERY RD-18
120
120
YL-18 CAN DATA (+) 3
337-0964 GN-18 CAN DATA (-) 4 CONTROL
TERMINATION
BARE
CAN DATA LOOP
CAN SHIELD 5
6
STATION TERMINATION
RESISTOR
RESISTOR DKBU-18 CAN DATA LOOP 7
PORT PORT STARBOARD STARBOARD 208-0432
OR-184
208-0432
RD-18
BK-18
BARE
GN-18
YL-18
OR-18 STATION LOCKOUT 8
RD-18
BK-18
OR-18
BARE
GN-18
YL-18
TRANSMISSION ECM/ETP ECM/ETP TRANSMISSION
10
11
12
10
11
12
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
155-2264
155-2264
155-2252
155-2252
(+)V FORWARD
(+)V REVERSE
(-)V REVERSE
(-)V FORWARD
(+)V FORWARD
(+)V REVERSE
(-)V REVERSE
(-)V FORWARD
337-0962
NOT USED
NOT USED
NOT USED
NOT USED
TROLL ENABLE
J1939 SHIELD
J1939 SHIELD
PRIMARY THROTTLE PWM
SYNC SWITCH INPUT 2
SECONDARY THROTTLE PWM
SVM
PRIMARY THROTTLE PWM
SYNC SWITCH INPUT 2
SECONDARY THROTTLE PWM
SVM
TROLL ENABLE
J1939 (+)
J1939 (-)
J1939 (+)
J1939 (-)
337-0962
RD-18
OR-18
GN-18
WH-18
BU-18
BK-18
RD-18
OR-18
GN-18
WH-18
BU-18
BK-18
CONTROL STATION WITH DISPLAY STATION #2
STATION LOCKOUT
SWITCH
3E-3364 155-2269
248-7494
BARE-18
BARE-18
155-2252 1 RD-18
INTEGRATED CONTROL HEAD
GN-18
RD-18
OR-18
WH-18
BU-18
YL-18
GN-18
GN-18
RD-18
OR-18
WH-18
BU-18
YL-18
GN-18
219-8022 1 2 BK-18
220-2313 2
220-2315 3 LOCKOUT SWITCH BK-18 226-0371 226-0371
4 LOCKOUT BATTERY(+) RD-18
5 CAN DATA LOOP
6 CAN DATA LOOP DKBU-18
7 CAN DATA (+) YL-18 337-0973 337-0973
8 CAN DATA (-) GN-18
9 CAN SHIELD BARE
337-0964
10 STATION LOCKOUT OR-18
11 (+)BATTERY RD-18
12 (-)BATTERY BK-18
155-2273
RD-18 (+)BATTERY 1
BK-18 (-)BATTERY 2
J1939 SHIELD
(+)BATTERY
(-)BATTERY
TROLL ENABLE
J1939 (-)
J1939 (+)
J1939 SHIELD
(+)BATTERY
(-)BATTERY
TROLL ENABLE
J1939 (-)
J1939 (+)
OR-18 (+)BATTERY SWITCHED 3
337-0958
MARINE POWER DISPLAY BARE J1939 SHIELD 4
PORT ENGINE GN-18 J1939 (-) 5
212-6188 YL-18 J1939 (+) 6 155-2273
155-2252 1 (+)BATTERY RD-18
CONFIGURATION 1 1 2 (-)BATTERY BK-18
2 337-0962
CONFIGURATION 2 3 (+)BATTERY SWITCHED OR-18
155-2273
155-2273
RD-18
BK-18
OR-18
BARE
GN-18
YL-18
CONFIGURATION RTN 3 DK/BU-18 4 J1939 SHIELD BARE
RD-18
BK-18
OR-18
BARE
GN-18
YL-18
RD-18
OR-18
GN-18
WH-18
BU-18
BK-18
RD-18
OR-18
GN-18
WH-18
BU-18
BK-18
EXTERNAL ALARM 4 5 J1939 (-) GN-18
J1939 SHIELD
J1939 SHIELD
J1939 (+)
J1939 (-)
J1939 (+)
J1939 (-)
BUS NEGATIVE 5 155-2273 6 J1939 (+) YL-18
1
2
3
4
5
6
RD-18 (+)BATTERY
PRIMARY THROTTLE PWM
SYNC SWITCH INPUT 2
SECONDARY THROTTLE PWM
SVM
PRIMARY THROTTLE PWM
SYNC SWITCH INPUT 2
SECONDARY THROTTLE PWM
SVM
TROLL ENABLE
TROLL ENABLE
BUS POSITIVE 6 1
3E-3382
1
2
3
4
5
6
3E-3382
J1939 (+) 7 J1939 (+) YL-18 BK-18 (-)BATTERY 2
J1939 (-) 8 J1939 (-) GN-18 OR-18 (+)BATTERY SWITCHED 3
(+)V FORWARD
(+)V REVERSE
(-)V REVERSE
(-)V FORWARD
(+)V FORWARD
(+)V REVERSE
(-)V REVERSE
(-)V FORWARD
337-0962 103-0213 9X-4391 9X-4391 103-0213
J1939 SHIELD 9 J1939 SHIELD BARE BARE J1939 SHIELD 4
337-0958 101-RD 1 1 101-RD
NOT USED
NOT USED
NOT USED
NOT USED
MPD ENABLE 10 (+)BATTERY SWITCHED OR-18 GN-18 J1939 (-) 5 CABLE TEE
2 229-BK
337-0973
337-0973
POSITIVE BATTERY 11 (+)BATTERY RD-18 YL-18 J1939 (+) 6 221-9506 229-BK 2
3 229-BK
155-2273
155-2273
NEGATIVE BATTERY 12 (-)BATTERY BK-18 229-BK 3
M972-PK 4 WH-18 SECONDARY THROTTLE PWM SECONDARY THROTTLE PWM WH-18 4 M972-PK
101-RD 5 5 101-RD
J1939 SHIELD
J1939 SHIELD
J1939 (+)
J1939 (-)
J1939 (+)
J1939 (-)
945-BR 6 6 945-BR
1
2
3
4
5
6
1
2
3
4
5
6
944-OR 7 7 944-OR
BARE-18
BARE-18
3E-3382
3E-3382
101-RD 8 8 101-RD
GN-18
RD-18
OR-18
WH-18
BU-18
YL-18
GN-18
YL-18
GN-18
GN-18
RD-18
OR-18
WH-18
BU-18
229-BK 9 9 229-BK
(-)BATTERY
(+)BATTERY
(-)BATTERY
(+)BATTERY
MARINE POWER DISPLAY
KEYSWITCH
KEYSWITCH
(+)V FORWARD
(+)V REVERSE
(-)V REVERSE
(-)V FORWARD
(+)V FORWARD
(+)V REVERSE
(-)V REVERSE
(-)V FORWARD
M971-BR 10 RD-18 PRIMARY THROTTLE PWM PRIMARY THROTTLE PWM RD-18 10 M971-BR
STARBOARD ENGINE
155-2273 C212-BK 11 11 C212-BK
212-6188
RD-18 (+)BATTERY 1 F427-PK 12 12 F427-PK
155-2252
BK-18 (-)BATTERY 2 L464-BR 13 13 L464-BR
CONFIGURATION 1 1
2 OR-18 (+)BATTERY SWITCHED 3 450-YL 14 14 450-YL
BARE-18
BARE-18
CONFIGURATION 2 337-0958
BARE J1939 SHIELD 4 15 451-BR
YL-18
GN-18
OR-18
BK-18
RD-18
OR-18
BK-18
RD-18
YL-18
GN-18
CONFIGURATION RTN 3 DK/BU-18 451-BR 15
GN-18 J1939 (-) 5 A234-BK BARE-18 J1939 SHIELD J1939 SHIELD BARE-18 16 A234-BK
EXTERNAL ALARM 4 16
YL-18 J1939 (+) 6 155-2273 J1939 (+) YL-18 17 K900-YL
BUS NEGATIVE 5 K900-YL 17 YL-18 J1939 (+)
1 (+)BATTERY RD-18 J1939 (-) GN-18 18 K990-GN
BUS POSITIVE 6 K990-GN 18 GN-18 J1939 (-)
2 (-)BATTERY BK-18 19 L460-YL
L460-YL 19
337-0973
J1939 (+) 7 J1939 (+) YL-18 337-0962
337-0973
3 (+)BATTERY SWITCHED OR-18 20 L463-GY
J1939 (-) 8 J1939 (-) GN-18 L463-GY 20
4 J1939 SHIELD BARE
TO PORT 21 F401-GY
TO STARBOARD
FORWARD
FORWARD
REVERSE
REVERSE
FORWARD
FORWARD
REVERSE
REVERSE
J1939 SHIELD 9 J1939 SHIELD BARE F401-GY 21
(Dimensions: 39 inches x 24 inches)
337-0958 5 J1939 (-) GN-18 22 F424-YL
F424-YL
MPD ENABLE
POSITIVE BATTERY
10
11
(+)BATTERY SWITCHED
(+)BATTERY
OR-18
RD-18
155-2273 6 J1939 (+) YL-18 ENGINE ECM F400-GY
22
23 23 F400-GY ENGINE ECM
RD-18 (+)BATTERY 1 24 F429-BU
12 (-)BATTERY BK-18 F429-BU 24
(+)V
(-)V
(+)V
(-)V
(+)V
(-)V
(+)V
(-)V
NEGATIVE BATTERY
BK-18 (-)BATTERY 2 25 F473-YL
J1939 SHIELD
J1939 (-)
J1939 (+)
F473-YL 25
J1939 SHIELD
J1939 (-)
J1939 (+)
OR-18 (+)BATTERY SWITCHED 3 26 F889-WH
337-0962 F889-WH 26
BARE J1939 SHIELD 4 27 H417-OR
H417-OR 27
GN-18 J1939 (-) 5 CABLE TEE 28 H419-WH
H419-WH 28
RD-18 (+)BATTERY
BK-18 (-)BATTERY
RD-18 (+)BATTERY
BK-18 (-)BATTERY
YL-18 J1939 (+) 6 221-9506
OR-18 KEYSWITCH
29 391-PK
OR-18 KEYSWITCH
391-PK 29
J906-BR 30 30 J906-BR
KENR9511-02
E794-YL 31 31 E794-YL
FORWARD REVERSE FORWARD REVERSE 32 E793-BU
E793-BU 32
BARE-18
SOLENOID SOLENOID SOLENOID SOLENOID
BARE-18
33 33
GN-18
YL-18
GN-18
YL-18
M973-BR 34 34 M973-BR
M974-YL 35 OR-18 SYNC SWITCH INPUT 2 SYNC SWITCH INPUT 2 OR-18 35 M974-YL
337-0973 337-0973 36 G966-PU
G966-PU 36
F425-PU 37 37 F425-PU
SVM BU-18 38 R819-GY
1
2
3
4
5
6
1
2
3
4
5
6
R819-GY 38 BU-18 SVM
39 F426-BU
155-2273
155-2273
F426-BU 39
J1939 SHIELD
J1939 SHIELD
(+)BATTERY
(-)BATTERY
(+)BATTERY SWITCHED
(+)BATTERY
(-)BATTERY
(+)BATTERY SWITCHED
J1939 (-)
J1939 (+)
J1939 (-)
J1939 (+)
40 40
X994-BR 41 BR-18 STARTER INTERLOCK STARTER INTERLOCK BR-18 41 X994-BR
STARTER INTERLOCK RETURN BR-18 42 C214-BK
C214-BK
X416-OR
42
43
BR-18 STARTER INTERLOCK RETURN
CONTROL/ITEM DESCRIPTION 43 X416-OR WIRE COLOR
K883-BR 44 GN-18 TROLL ENABLE TROLL ENABLE GN-18 44 K883-BR
ABBREVIATIONS
45 208-0432 J1939/CAN TERMINATION RESISTOR 45
46 46
47
267-8623 MARINE POWER DISPLAY (MPD) 47 BK BLACK
219-8020 POWERTRAIN CONTROL PROCESSOR (PCP)
RD-18
BK-18
OR-18
BARE
GN-18
YL-18
RD-18
BK-18
OR-18
BARE
GN-18
YL-18
BR BROWN
219-8021 CONTROL STATION PROCESSOR (CSP)
69 69 BU BLUE
219-8022 INTEGRATED CONTROL HEAD (ICH) chrome 70
337-0962
337-0962
70
256-4883 ELECTRONIC TROLL PROCESSOR (ETP) GN GREEN
DISPLAY STATION #3 220-2313 INTEGRATED CONTROL HEAD (ICH) black GY GRAY
155-2273
220-2315 INTEGRATED CONTROL HEAD (ICH) gold OR ORANGE
MARINE POWER DISPLAY
PORT ENGINE
RD-18 (+)BATTERY 1 221-9506 J1939/CAN TEE
212-6188 BK-18 (-)BATTERY 2 PK PINK
155-2252 OR-18 (+)BATTERY SWITCHED 3
221-9507 BUTTON PANEL (BP) chrome
337-0958
CONFIGURATION 1 1 BARE J1939 SHIELD 4 SLIM LINE CONTROL HEAD - RIGHT SLANT HANDLE PU PURPLE
CONFIGURATION 2 2 GN-18 J1939 (-) 5
CONFIGURATION RTN 3 DK/BU-18 YL-18 J1939 (+) 6 155-2273 223-8200 THROTTLE clear RD RED
1 (+)BATTERY RD-18
4
EXTERNAL ALARM
223-8201 GEAR clear
BUS NEGATIVE 5 2 (-)BATTERY BK-18
337-0962 VT VIOLET
BUS POSITIVE 6 3 (+)BATTERY SWITCHED OR-18
223-8204 DUAL clear
J1939 (+) 7 J1939 (+) YL-18 TERMINATION 4 J1939 SHIELD BARE
WH WHITE
J1939 (-) 8 J1939 (-) GN-18 RESISTOR 5 J1939 (-) GN-18 223-8205 THROTTLE black
208-0432 J1939 (+) YL-18
J1939 SHIELD 9 J1939 SHIELD BARE
337-0958
6
223-8206 GEAR black YL YELLOW
10 (+)BATTERY SWITCHED OR-18 1
MPD ENABLE
POSITIVE BATTERY 11 (+)BATTERY RD-18 2 223-8208 DUAL black
12 (-)BATTERY BK-18 3
NEGATIVE BATTERY
SLIM LINE CONTROL HEAD - STRAIGHT HANDLE
20 Page,
120 4
5
6
CABLE TEE
221-9506
223-8211 THROTTLE clear
TYPICAL CONTROL STATION CONFIGURATION
THE MAXIMUM NUMBER OF MASTER STATIONS IS 1.
223-8213 GEAR clear HARNESS CHG DESCRIPTION
THE MAXIMUM NUMBER OF CONTROL STATIONS IS 1. 223-8214 DUAL clear
MARINE POWER DISPLAY 337-0962 00 TEE TO TEE
STARBOARD ENGINE 223-8216 THROTTLE black
337-0958 00 TEE TO MPD
212-6188
155-2252
155-2273 Control Station #1 Master Station 223-8218 GEAR black
RD-18 (+)BATTERY
with Display Station #1 337-0964 00 PCP MS,CS TO ICH,CSP
CONFIGURATION 1 1
BK-18 (-)BATTERY
1
2
Display Station #3 with Display Station #2 223-8219 DUAL black
CONFIGURATION 2 2 226-0371 03 PCP TO GEAR
CONFIGURATION RTN 3 DK/BU-18
OR-18 (+)BATTERY SWITCHED 3
CSP CSP SLIM LINE CONTROL HEAD - LEFT SLANT HANDLE
EXTERNAL ALARM 4
337-0958
BARE J1939 SHIELD 4 MPD MPD MPD ICH MPD MPD ICH MPD 226-0411 02 BP TO CSP see other side
5
GN-18 J1939 (-) 5 223-8220 THROTTLE clear
BUS NEGATIVE
YL-18 J1939 (+) 6 155-2273 226-0417 01 ETP TO SENSOR AND VALVE
BUS POSITIVE 6
1 (+)BATTERY RD-18 223-8221 GEAR clear
J1939 (+) 7 J1939 (+) YL-18
2 (-)BATTERY BK-18 337-0980 00 TEE TO ETP
8 J1939 (-) GN-18 223-8222 DUAL clear
J1939 (-)
J1939 SHIELD 9 J1939 SHIELD BARE
3 (+)BATTERY SWITCHED OR-18
337-0962
226-3419 02 THROTTLE/GEAR "Y" HARNESS see other side
337-0958 TERMINATION 4 J1939 SHIELD BARE Cable TEE Cable TEE Cable TEE Cable TEE 223-8223 THROTTLE black
MPD ENABLE 10 (+)BATTERY SWITCHED OR-18
RESISTOR 5 J1939 (-) GN-18 337-0973 00 PCP TO ECM
POSITIVE BATTERY 11 (+)BATTERY RD-18 208-0432 6 J1939 (+) YL-18 223-8224 GEAR black
NEGATIVE BATTERY 12 (-)BATTERY BK-18 337-0971 00 POWER TO PCP
1
223-8225 DUAL black
2
3 120 120
120 4
5 CABLE TEE
224-9873 BUTTON PANEL (BP) black
6 221-9506 224-9874 BUTTON PANEL (BP) gold
225-6123 MARINE JUNCTION BOX (MJB) - DUAL ENGINE THIS SCHEMATIC IS FOR THE MARINE MULTI STATION CONTROL
226-3422 CUSTOM PANEL BREAKOUT
POWERTRAIN CONTROL
SYSTEM II (TYPICAL DUAL ENGINE INSTALLATION).
226-3424 SHAFT SPEED SENSOR
PROCESSOR 229-3689 SIDE MOUNT CONTROL HEAD - DUAL - LEFT HANDLE
229-3690 SIDE MOUNT CONTROL HEAD - DUAL - RIGHT HANDLE Refer to the appropriate Service Manual for Troubleshooting, Specifications and Systems Operations.
DUAL FUNCTION SLIM LINE CONTROL HEADS TYPICAL 2 STATION INSTALLATION
THIS CIRCUIT CAN BE CONNECTED IN PLACE OF THE INTEGRATED CONTROL HEAD STATION LOCKOUT
SWITCH 3E-3364 155-2269
248-7494
RENR7893-07
CONTROL STATION PROCESSOR
155-2252 1 RD-18
MASTER STATION WITH BACKUP Harness And Wire Electrical Schematic Symbols
CONNECTS TO HARNESS 226-0366 OR 226-0363
219-8021 1 1 2 BK-18
2 2
155-2264
June 2010
NOTE: THE CONTROL STATION PROCESSOR
3 3 LOCKOUT SWITCH BK-18 KEYSWITCH / ALARM PANEL
MARINE POWER DISPLAY
4
5
4
5
LOCKOUT BATTERY(+) RD-18 267-8623
155-2252
217-3865 1
2
KEYSWITCH OR-18
Symbols
3 REMOTE START BR-18
PCP 6 6 CONFIGURATION 1 1
4 (+)BATTERY RD-14
7 7 CAN DATA (+) YL-18 CONFIGURATION 2 2 226-0361
5 DIAGNOSTIC INDICATOR WH-18 MARINE
8 8 CAN DATA (-) GN-18 CONFIGURATION RTN 3 DK/BU-18 6 WARNING INDICATOR GN-18 JUNCTION BOX
9 9 CAN SHIELD BARE EXTERNAL ALARM 4
226-0366 7 REMOTE SHUTDOWN BU-18 BU-18
10 10 STATION LOCKOUT OR-14 CONNECTION TEE
BUS NEGATIVE 5 8 (-)BATTERY BK-18 BK-14 T
11 11 (+)BATTERY RD-14
BUS POSITIVE 6 YL-18 PCP ALARM
12 12 (-)BATTERY BK-14
J1939 (+) 7 J1939 (+) YL-18 Pressure Temperature Level Flow Circuit Breaker
PORT THROTTLE/GEAR STARBOARD THROTTLE/GEAR BUTTON PANEL J1939 (-) 8 J1939 (-) GN-18 PCP ALARM
STATION LOCKOUT
J1939 SHIELD 9 J1939 SHIELD BARE 3E-3364 155-2269 Symbol Symbol Symbol Symbol Symbol
10
11
12
10
11
12
10
11
12
SWITCH 225-6112 REMOTE ENGINE
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
3E-3364 155-2269 MARINE 2 DKBU-18 1 RD-18
+ -
248-7494 MPD ENABLE 10 (+)BATTERY SWITCHED OR-14 SHUTDOWN SWITCH
155-2252 1 RD-18 OPEN TO RUN
155-2253
155-2254
POSITIVE BATTERY 11 (+)BATTERY RD-14 JUNCTION BOX NOTE B 1 BK-18 2 BK-18
1 2 BK-18
NEGATIVE BATTERY 12 (-)BATTERY BK-14
Symbols and Definitions
(+)V REFERENCE
THROTTLE
SIGNAL RETURN
SHIELD
GEAR FORWARD
IDLE
GEAR REVERSE
SIGNAL RETURN
SHIELD
(+)V LED
STATION ACTIVE LED
SVM/UP LED
SYNC LED
TROLL LED
N/DOWN LED
STATION ACTIVE SWITCH
SVM/UP SWITCH
SYNC SWITCH
TROLL SWITCH
N/DOWN SWITCH
SWITCH RETURN
2
3 LOCKOUT SWITCH BK-18
4 LOCKOUT BATTERY(+) RD-18
5 CAN DATA (+) STATION LOCKOUT Fuse: A component in an electrical circuit that will open the circuit if too much current flows
SWITCH
6 CAN DATA (-) DKBU-18 3E-3364 155-2269
248-7494
RD-18
through it.
7 CAN DATA (+) YL-18 BACKUP PANEL 155-2252 1
8 CAN DATA (-) GN-18 POWERTRAIN 219-8023 1 2 BK-18
226-0363 CONTROL
9 CAN SHIELD BARE 2
10 STATION LOCKOUT OR-14 PROCESSOR 3 LOCKOUT SWITCH BK-18 Switch (Normally Open): A switch that will close at a specified point (temp, press, etc.). The
(+) BATTERY RD-14 LOCKOUT BATTERY(+) RD-18 circle indicates that the component has screw terminals and a wire can be disconnected from it.
RD-18
WH-18
BK-18
GY-18
GN-18
VT-18
OR-18
11 4
BARE
BARE
RD/GN-18
12 (-) BATTERY BK-14 5 CAN DATA (+) LOOP
CAN DATA (-) LOOP DKBU-18
RD-18
WH-18
GN-18
OR-18
BU-18
BR-18
YL-18
VT-18
GY-18
PK-18
TN-18
6
7 CAN DATA (+) YL-18
8 CAN DATA (-) GN-18
Switch (Normally Closed): A switch that will open at a specified point (temp, press, etc.).
226-0363
226-0411 9 CAN SHIELD BARE No circle indicates that the wire cannot be disconnected from the component.
10 STATION LOCKOUT OR-14
11 (+)BATTERY RD-14
12 (-)BATTERY BK-14 Ground (Wired): This indicates that the component is connected to a grounded wire. The
grounded wire is fastened to the machine.
STATION LOCKOUT
SWITCH
(DUAL) 248-7494 3E-3364 155-2269
SLIM LINE CONTROL HEAD
INTEGRATED CONTROL HEAD 155-2252 1 RD-18 Ground (Case): This indicates that the component does not have a wire connected to ground.
(+)V REFERENCE RD-18 219-8022(CHROME) 1 2 BK-18 155-2264
223-8204
THROTTLE WH-18 220-2313(BLK CHROME) 2 RD-14 (+)BATTERY 1
It is grounded by being fastened to the machine.
223-8208
220-2315(GOLD) 3 LOCKOUT SWITCH BK-18 BK-14 (-)BATTERY 2
223-8214 SIGNAL RETURN BK-18
223-8219 226-0363 YL-18 CAN DATA (+)
SHIELD BARE 4 LOCKOUT BATTERY(+) RD-18 3
223-8222
223-8225
GEAR FORWARD GY-18 5 CAN DATA (+) LOOP GN-18 CAN DATA (-) 4 BACKUP Reed Switch: A switch whose contacts are controlled by a magnet. A magnet closes the
BARE CAN SHIELD
IDLE GN-18 6 CAN DATA (-) LOOP DKBU-18 5
STATION contacts of a normally open reed switch; it opens the contacts of a normally closed reed switch.
Marine Multi-Station Control System
GEAR REVERSE VT-18 7 CAN DATA (+) YL-18 CAN DATA (+) LOOP 6
SIDE MOUNT CONTROL HEAD SIGNAL RETURN OR-18 8 CAN DATA (-) GN-18 DKBU-18 CAN DATA (-) LOOP 7
229-3689 226-0363 OR-14 STATION LOCKOUT
SHIELD BARE 9 CAN SHIELD BARE 8
229-3690
10 STATION LOCKOUT OR-14 Sender: A component that is used with a temperature or pressure gauge. The sender
Electrical System
11 (+)BATTERY RD-14 155-2264 measures the temperature or pressure. Its resistance changes to give an indication to
12 (-)BATTERY BK-14 RD-14 (+)BATTERY 1 T
BK-14 (-BATTERY) 2
the gauge of the temperature or pressure.
226-0363 YL-18
GN-18
CAN DATA (+)
CAN DATA (-)
3
4 MASTER
POWERTRAIN
BARE CAN SHIELD 5
STATION CONTROL Relay (Magnetic Switch): A relay is an electrical component that is activated by electricity.
CAN DATA (+) LOOP 6
DKBU-18 CAN DATA (-) LOOP 7 PROCESSOR C9A1-UP (Engine) J2K1-UP (Engine) 9PW1-UP (Engine) It has a coil that makes an electromagnet when current flows through it. The
OR-14 STATION LOCKOUT 8 electromagnet can open or close the switch part of the relay.
BUTTON PANEL
221-9507(CHROME) 1
155-2254
(+)V LED RD-18
219-8020 M7A1-UP (Engine) 3JK1-UP (Engine) CLX1-UP (Engine)
155-2264
224-9873(BLK CHROME) 2 STATION ACTIVE LED WH-18
RD-14 (+)BATTERY 1
224-9874(GOLD) 3
4
SVM/UP LED
SYNC LED
GN-18
OR-18 CONTROL STATION STATION LOCKOUT 226-0363
BK-14
YL-18
(-)BATTERY
CAN DATA (+)
2
3
REA1-UP (Engine) 6MK1-UP (Engine) C7X1-UP (Engine) Solenoid: A solenoid is an electrical component that is activated by electricity. It has a
coil that makes an electromagnet when current flows through it. The electromagnet
5
6
TROLL LED
N/DOWN LED
BU-18
BR-18
226-0411
SWITCH
248-7494 3E-3364 155-2269 GN-18 CAN DATA (-) 4 CONTROL RLA1-UP (Engine) 9WK1-UP (Engine) JKX1-UP (Engine) can open or close a valve or move a piece of metal that can do work.
7 STATION ACTIVE SWITCH YL-18 INTEGRATED CONTROL HEAD 155-2252 1 RD-18 BARE CAN SHIELD 5
STATION
8
9
SVM/UP SWITCH
SYNC SWITCH
VT-18
GY-18
219-8022(CHROME)
220-2313(BLK CHROME)
220-2315(GOLD)
1
2
2 BK-18
DKBU-18
CAN DATA (+) LOOP
CAN DATA (-) LOOP
6
7 C7B1-UP (Engine) NFL1-UP (Engine) RNX1-UP (Engine) Magnetic Latch Solenoid: A magnetic latch solenoid is an electrical component that is
3 LOCKOUT SWITCH BK-18 OR-14 STATION LOCKOUT 8
10
11
TROLL SWITCH
N/DOWN SWITCH
PK-18
TN-18
4
5
LOCKOUT BATTERY(+)
CAN DATA (+) LOOP
RD-18 C9B1-UP (Engine) K1M1-UP (Engine) STX1-UP (Engine) activated by electricity and held latched by a permanent magnet. It has two coils (latch and unlatch)
SWITCH RETURN RD/GN-18
12
6
7
CAN DATA (-) LOOP
CAN DATA (+)
DKBU-18
YL-18
RXB1-UP (Engine) CSN1-UP (Engine) X9X1-UP (Engine) that make electromagnet when current flows through them. It also has an internal switch that places
the latch coil circuit open at the time the coil latches.
8
9
CAN DATA (-)
CAN SHIELD
GN-18
BARE
226-0363 WKB1-UP (Engine) CYN1-UP (Engine) Z9X1-UP (Engine)
SEPARATE THROTTLE AND GEAR SLIM LINE CONTROL HEADS
THIS CIRCUIT CAN BE CONNECTED IN PLACE OF THE INTEGRATED CONTROL HEAD STATION LOCKOUT
10
11
STATION LOCKOUT
(+)BATTERY
OR-14
RD-14 RNC1-UP (Engine) GEN1-UP (Engine) RNY1-UP (Engine) Harness and Wire Symbols
SWITCH 12 (-)BATTERY BK-14
CONTROL STATION PROCESSOR
155-2252
248-7494
3E-3364 155-2269
1 RD-18 C7D1-UP (Engine) T2P1-UP (Engine) X9Y1-UP (Engine)
CONNECTS TO HARNESS 226-0366 OR 226-0363
219-8021 1 1 2 BK-18 1 Deutsch connector: Typical representation 1 Sure-Seal connector: Typical representation
2 2 RND1-UP (Engine) 9HP1-UP (Engine) C1Z1-UP (Engine) 2
of a Deutsch connector. The plug contains all of a Sure-Seal connector. The plug and receptacle
NOTE: THE CONTROL STATION PROCESSOR
3 3 LOCKOUT SWITCH BK-18 sockets and the receptacle contains all pins. 2 contain both pins and sockets.
4
5
4
5
LOCKOUT BATTERY(+) RD-18
PLE1-UP (Engine) RNR1-UP (Engine) C3Z1-UP (Engine)
Harness Identification Letter(s):
PCP 6
7
6
7 CAN DATA (+) YL-18 RNE1-UP (Engine) 2XR1-UP (Engine) C7Z1-UP (Engine) Wire, Cable, or Harness Assembly Identification:
Includes Harness Identification Letters and Harness
(A, B, C, ..., AA, AB, AC, ...)
8 8 CAN DATA (-) GN-18
9
10
9
10
CAN SHIELD
STATION LOCKOUT
BARE
OR-14
226-0366
CONNECTION TEE
9ZF1-UP (Engine) 9WR1-UP (Engine) RNZ1-UP (Engine) Connector Serialization Codes Harness Connector Serialization Code: The "C" stands
for "Connector" and the number indicates which
11
12
11
12
(+)BATTERY
(-)BATTERY
RD-14
BK-14
M7G1-UP (Engine) GES1-UP (Engine) Part Number for
AG-C4 L-C12
connector in the harness. (C1, C2, C3, .....)
Part Number For
C-C4 AG-C3 Connector Plug
PORT THROTTLE/GEAR STARBOARD THROTTLE/GEAR BUTTON PANEL
STATION LOCKOUT 8RG1-UP (Engine) 3GS1-UP (Engine) 130-6795 130-6795 111-7898 3E-5179 Connector Recepticle
10
11
12
10
11
12
10
11
12
SWITCH
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
3E-3364 155-2269
155-2252
248-7494
1 RD-18 CKH1-UP (Engine) 9KS1-UP (Engine) 325-AG135 PK-14 1 5A
155-2253
155-2254
1 2 BK-18
Pin Socket
C1J1-UP (Engine) KJT1-UP (Engine)
(+)V REFERENCE
THROTTLE
SIGNAL RETURN
SHIELD
GEAR FORWARD
IDLE
GEAR REVERSE
SIGNAL RETURN
SHIELD
(+)V LED
STATION ACTIVE LED
SVM/UP LED
SYNC LED
TROLL LED
N/DOWN LED
STATION ACTIVE SWITCH
SVM/UP SWITCH
SYNC SWITCH
TROLL SWITCH
N/DOWN SWITCH
SWITCH RETURN
2 Receptacle
3 LOCKOUT SWITCH BK-18 Fuse
Pin or Socket (5 Amps)
4 LOCKOUT BATTERY(+) RD-18 9X-1123
5
6
CAN DATA (+) LOOP
CAN DATA (-) LOOP DKBU-18
1ZJ1-UP (Engine) SLT1-UP (Engine) Single Wire
Connector
Number
Component
7
8
CAN DATA (+)
CAN DATA (-)
YL-18
GN-18 POWERTRAIN
CYK1-UP (Engine) T3T1-UP (Engine) Plug Part Number
9 CAN SHIELD BARE
226-0363 CONTROL
Harness identification code: 2 200-L32 BK-14
10 STATION LOCKOUT OR-14 PROCESSOR This example indicates wire
(+)POWER CONTROL RD-14 135 in harness "AG".
OR-18
WH-18
BK-18
GY-18
GN-18
YL-18
RD-18
11
Typical Single Engine Installation
BARE
BARE
Ground Circuit Identification
RD/GN-18
12 (-)POWER CONTROL BK-14
Connection Number Wire Color Wire Gauge
RD-18
WH-18
GN-18
OR-18
BU-18
BR-18
YL-18
VT-18
GY-18
PK-18
TN-18
© 2010 Caterpillar Printed in U.S.A.
226-0411 All Rights Reserved
226-3419
(THROTTLE)
8T-8736
SLIM LINE CONTROL HEAD
223-8200 A (+)V REFERENCE OR-18
223-8205 B THROTTLE WH-18
223-8211 C SIGNAL RETURN BK-18
223-8216 D SHIELD BARE
223-8220
E IDLE GN-18
223-8223
F SIGNAL RETURN RD-18
G
H
J
226-3419
(GEAR) GY-18
7T-3272
SLIM LINE CONTROL HEAD
SERIAL #:
223-8201 A GEAR FORWARD GY-18 GN-18
GEAR REVERSE YL-18
P/N:
223-8206 B
223-8213 C SIGNAL RETURN RD-18 RD-18
DATE:
223-8218 D SHIELD BARE
223-8221
E
223-8224
F
30 Page, (Dimensions: 39 inches x 28 inches)
THROTTLE
MARINE JUNCTION BOX
10
IGNITION
BUTTON PANEL 155-2254
EXPANSION
221-9507(CHROME) 1 (+)V LED RD-18
224-9873(BLK CHROME) 2 STATION ACTIVE LED WH-18
224-9874(GOLD) 3 SVM/UP LED GN-18
4 SYNC LED OR-18
5 TROLL LED BU-18
226-0411
6 N/DOWN LED BR-18
RENR7893-07
7 STATION ACTIVE SWITCH YL-18
8 SVM/UP SWITCH VT-18 PRIMARY SECONDARY
15
15
9 SYNC SWITCH GY-18 PCP PCP
10 TROLL SWITCH PK-18
11 N/DOWN SWITCH TN-18
12 SWITCH RETURN RD/GN-18
ECM
J1939 KEY/ALARM CUSTOM
20
ECM
SIDE MOUNT CONTROL HEAD SIDE MOUNT CONTROL HEAD
LEFT SIDE HANDLE RIGHT SIDE HANDLE
BO W
W BO
229-3689
229-3690
ELECTRONIC
TROLL
PROCESSOR
SLIM LINE CONTROL HEAD SLIM LINE CONTROL HEAD SLIM LINE CONTROL HEAD SLIM LINE CONTROL HEAD
BATTERY
+ 12V/24V -
SYNC
RIGHT SLANT HANDLE STRAIGHT HANDLE LEFT SLANT HANDLE SIDE VIEW
AFT VIEW AFT VIEW AFT VIEW
Related Electrical Service Manuals
CDL
ECM TROLL Title Form Number
J1939 VALVE
Electrical Troubleshooting Guide /
RENR7651
PCP PWR
Systems Operation / Testing and Adjusting
Installation Guide LEGM2735
Operators Guide LEBM2714
223-8200 223-8211 223-8220
223-8201 223-8213 223-8221 Component Identification and Ordering Guide LEXM2818
223-8204 223-8214 223-8222
223-8205 223-8216 223-8223
223-8206 223-8218 223-8224
223-8208 223-8219 223-8225
BOW
SINGLE ENGINE THROTTLE POSITION
SENSOR AND SYNC/SVM PANEL
NOTE A
STATION LOCKOUT SYNC PANEL BUTTON PANEL BACKUP PANEL CABLE TEE TERMINATION RESISTOR KEYSWITCH/ALARM PANEL
155-2252
155-2267 1
PRIMARY THROTTLE
(+)BATTERY A KEYSWITCH YL-18 2 MARINE STATION
ACTIVATE BACKUP CONTROL REACTIVATE PRIMARY CONTROL
(-)BATTERY B (-)BATTERY BR-18 RD-14 SYNCHRONIZE SWITCH INPUT 2 3 LIFT RED CAP AND TOGGLE SWITCH. CLOSE RED CAP ON ALL BACKUP PANELS.
POSITION SENSOR
SIGNAL C PRIMARY THROTTLE POSITION WH-18 4 JUNCTION TRANSFER LOCKOUT
PRIMARY CONTROL IS DISABLED AND
BACKUP CONTROL IS ENGAGED.
DEPRESS STATION ACTIVE BUTTON ON
BACKUP CONTROL IS DISABLED AND PRIMARY
CONTROL IS RESTORED.
DEPRESS STATION ACTIVE BUTTON AT
BOX
5 BACKUP PANEL TO OVERRIDE ANY OTHER ANY PRIMARY CONTROL STATION AND
ACTIVE BACKUP PANEL. TAKE CONTROL AS NORMAL.
BR-18 GN-18 (-)BATTERY 6
THROTTLE
225-6122
GN-18 7 ACTIVATE
155-2267 STATION
(+)BATTERY A KEYSWITCH OR-18 226-3415 226-3415
BK-14 8
INTERFACE TRANSFER LOCKOUT
ACTIVE
SECONDARY THROTTLE (-)BATTERY 9
(-)BATTERY B GN-18 LIFT RED CAP AND TOGGLE
POSITION SENSOR WH-18 PRIMARY THROTTLE POSITION 10
SIGNAL C SECONDARY THROTTLE POSITION BU-18 SWITCH. TRANSFER LOCKOUT
BU-18 SECONDARY THROTTLE POSITION 11 IS ENGAGED. NO STATION
TRANSFERS MAY OCCUR. SVM
YL-18 YL-18 KEYSWITCH 12 SYNC
ANY ACTIVE STATION WILL
OR-18
SYNC PANEL REMAIN ACTIVE. IF NO
STATION IS ACTIVE ANY
3E-3364 155-2269
INTERFACE 32
STATION MAY BE ACTIVATED
SECONDARY THROTTLE
-04
AND WILL REMAIN ACTIVE.
ENABLE SWITCH 1 RD-14
N
208 OHM
2 BK-14 TROLL
REACTIVATE
10
11
12
STATION TRANSFER
120
1
2
3
4
5
6
7
8
9
155-2253
CLOSE RED CAP ON TRANSFER
LOCKOUT PANEL. STATION
TRANSFER IS RESTORED.
RD-18 RD-18 STBD SYNC SWITCH 2
SYNC PANEL 225-6120 RD-18 PORT SYNC SWITCH 1
217-8191
WH-18 WH-18 PORT SYNC SWITCH 2
155-2272
OR-18 SLOW VESSEL MODE SWITCH
PORT SYNC SWITCH 1 1 RD-18 BK-18 (-)BATTERY
SLOW VESSEL MODE SWITCH 2 OR-18 225-6120
STBD SYNC SWITCH 1 3 WH-18 BR-18 STBD SEC THROTTLE PWM
(-)BATTERY 4 BK-18 GY-18 STBD PRI THROTTLE PWM
PORT PRI THROTTLE PWM
PORT SEC THROTTLE PWM
WH-18 STBD SYNC SWITCH 1
MASTER STATION WITH BACKUP SHAFT SPEED SENSOR ELECTRONIC TROLL PROCESSOR
226-3424 256-4883
155-2267
7X-6222
STATION LOCKOUT SHAFT SPEED GN A GN-20 SHAFT SPEED SIGNAL RETURN BK-20 12 SIGNAL RETURN STARTER INTERLOCK 1
SWITCH SIGNAL RETURN BK B BK-20 SIGNAL RETURN (-)BATTERY BK-20 11 (-)BATTERY
3E-3364 155-2269 2
248-7494 SENSOR POWER(+) RD C RD-20 SENSOR POWER(+) BATTERY(+) RD-20 10
155-2252 1 RD-18 3
INTEGRATED CONTROL HEAD TROLL ENABLED RD-20 9 TROLL ENABLED 8T-8736
219-8022 1 2 BK-18 226-0417 4
SENSOR POWER(+) RD-20 8 SENSOR POWER(+)
220-2313 2 5
220-2315 7
3 LOCKOUT SWITCH BK-18 6
6
4 LOCKOUT BATTERY(+) RD-18 226-0417 7 D
SHAFT SPEED GN-20 5 SHAFT SPEED
CAN DATA LOOP 8
5
VALVE 2 (-) GN-20 4 VALVE 2 (-) E C
6 CAN DATA LOOP DKBU-18 9
TROLL VALVE VALVE 1 (+) WH-20 3 VALVE 1 (+)
CAN DATA (+) YL-18 10
7 155-2272 2 F A B
8 CAN DATA (-) GN-18 (-)BATTERY 11
9 CAN SHIELD BARE
226-0363 226-0363 VALVE 1 (+) 1 WH-20 VALVE 1 (+) ON JUMPER SIGNAL WH-20 1 12 EXPANSION G
J
VALVE 2 (-) 2 GN-20 VALVE 2 (-)
10 STATION LOCKOUT
BATTERY (+)
OR-14
RD-14 RD-14
155-2273
(+)BATTERY
(-)BATTERY 3 BK-20 (-)BATTERY RD-14 12 (+)BATTERY
13
14
INTERFACE H
11 1
TROLL ENABLED 4 RD-20 TROLL ENABLED BK-14 11 (-)BATTERY
12 BATTERY (-) BK-14 BK-14 (-)BATTERY 2 15
BARE 10 J1939 SHIELD TRIP CLEAR SWITCH 16
OR-14 STATION LOCKOUT 3
STATION LOCKOUT 226-0366 9
BARE CAN SHIELD 4 17
SWITCH 226-3414 8
3E-3364 155-2269 GN-18 CAN DATA (-) 5 18
248-7494 7
155-2252 1 RD-18 YL-18 CAN DATA (+) 6 155-2273 19
BACKUP PANEL YL-18 6 J1939 (+)
219-8023 1 2 BK-18 1 (+)BATTERY RD-14 20 103-0213
2 (-)BATTERY BK-14 GN-18 5 J1939 (-)
2 21
225-6107 225-6107 4
3 LOCKOUT SWITCH BK-18 3 STATION LOCKOUT OR-14 22
4 CAN SHIELD BARE OR-14 3 TROLL ENABLE 23
4 LOCKOUT BATTERY(+) RD-18
2 1 2 3 4 5 6 7 8 9 10 11 12 13 14
5 5 CAN DATA (-) GN-18 24 15 16 17 18 19 20 21 22 23 24 25 26 27 28
155-2273 6 CAN DATA (+) YL-18 1
6 29 30 31 32 33 34 35 36 37 38 39 40 41 42
RD-14 (+)BATTERY 1 160-7689
7 CAN DATA (+) YL-18 43 44 45 46 47 48 49 50 51 52 53 54 55 56
BK-14 (-)BATTERY 2 GY-18 SLOW VESSEL MODE 1
8 CAN DATA (-) GN-18 57 58 59 60 61 62 63 64 65 66 67 68 69 70
9 CAN SHIELD BARE OR-14 STATION LOCKOUT 3 2
226-0366 225-6107
10 STATION LOCKOUT OR-14 BARE CAN SHIELD 4 BK-18 START RELAY RETURN 3
(+)BATTERY RD-14 GN-18 CAN DATA (-) 5 4
11 CABLE TEE
RD-14
BK-14
OR-14
BARE
GN-18
YL-18
(-)BATTERY BK-14 YL-18 CAN DATA (+) 6 221-9506 YL-18 ATA DATA LINK (+) 5
12
6
7
OR-18 BACKUP ECM ACTIVE 8
ENABLE
SHIELD
155-2252
(+)BATTERY
(-)BATTERY
9
(-)
(+)
155-2273 YL-18 TRIP CLEAR SWITCH 10 KEY A
155-2273
RD-14 (+)BATTERY BU-18 ATA DATA LINK (-) 11
TROLL
1
J1939
J1939
J1939
BK-14 (-)BATTERY 2 RD-14 (+)BATTERY ECM(ECM BREAKER) 12
OR-14 (+)BATTERY SWITCHED 3 RD-14 (+)BATTERY ECM(ECM BREAKER) 13
225-6112 14
MARINE POWER DISPLAY BARE J1939 SHIELD 4 12 11 10 9 8 7
1
2
3
4
5
6
212-6188 GN-18 J1939 (-) 5 CABLE TEE 15
155-2252 YL-18 J1939 (+) 6 155-2273 221-9506 BR-18 STARTER INTERLOCK SWITCH 16
CONFIGURATION 1 1 1 (+)BATTERY RD-14 17
CONFIGURATION 2 2 2 (-)BATTERY BK-14 WH-18 BACKUP ECM READY 18
225-6107 225-6107
CONFIGURATION RTN 3 DK/BU-18 3 (+)BATTERY SWITCHED OR-14 GY-18 LOW COOLANT LEVEL LAMP 19 1 2 3 4 5 6
EXTERNAL ALARM 4 4 J1939 SHIELD BARE WH-18 LOAD FEEDBACK SIGNAL 20
BUS NEGATIVE 5 5 J1939 (-) GN-18 OR-18 GENERAL ALARM DRIVER 21
155-2273 6 J1939 (+) YL-18 22
BUS POSITIVE 6
RD-14 (+)BATTERY 1 RD-14 (+)BATTERY ECM(ECM BREAKER) 23
J1939 (+) 7 J1939 (+) YL-18
BK-14 (-)BATTERY 2 PK-18 SECONDARY THROTTLE (PWM) 24
J1939 (-) 8 J1939 (-) GN-18
OR-14 (+)BATTERY SWITCHED 3 155-2253
J1939 SHIELD 9 J1939 SHIELD BARE BR-18 PRIMARY THROTTLE (PWM) 25
225-6112 225-6107
BARE J1939 SHIELD 4
1
2
3
4
5
6
1
2
3
4
5
6
MPD ENABLE 10 (+)BATTERY SWITCHED OR-14 26
225-6107
155-2273
11 (+)BATTERY RD-14 GN-18 J1939 (-) 5 27 KEY B
POSITIVE BATTERY CABLE TEE
J1939 SHIELD
(+)BATTERY
(-)BATTERY
TROLL ENABLE
J1939 (-)
J1939 (+)
(-)BATTERY BK-14 YL-18 J1939 (+) 6 221-9506 28
NEGATIVE BATTERY 12
29
120
30
31 12 11 10 9 8 7
J1939 SHIELD
(+)BATTERY
(-)BATTERY
TROLL ENABLE
J1939 (-)
J1939 (+)
TERMINATION BK-18 MULTI-STATION CONTROL SYSTEM RETURN 32
225-6116
RESISTOR BR-18 TROLL ENABLE (ETP) 33
208-0432 34
ENGINE
RD-14
BK-14
OR-14
BARE
GN-18
YL-18
35
8T-8736 1 2 3 4 5 6
A (+)BATTERY SWITCHED RD-18 155-2264
36
37
ELECTRONIC CONTROL MODULE
KEYSWITCH / ALARM PANEL
1 KEYSWITCH OR-18 INTERFACE
155-2273
B (-)BATTERY BK-18 217-3865 BK-14 (-)BATTERY ECM 38
RD-14
BK-14
OR-14
BARE
GN-18
YL-18
225-6118 2 BK-14 (-)BATTERY ECM
C 39
D CAT DATA LINK (+) OR-18 3 REMOTE START BR-18 YL-18 SYNC SWITCH INPUT 2 40
SERVICE TOOL (+)BATTERY RD-14
E CAT DATA LINK (-) GN-18 4 BARE-18 J1939 (SHIELD) 41 155-2254
CONNECTOR 226-0361 226-0361
1
2
3
4
5
6
3E-3382
F 5 DIAGNOSTIC INDICATOR WH-18 225-6107 GY-18 42
G 6 WARNING INDICATOR GN-18 YL-18 43 KEY C
H 7 REMOTE SHUTDOWN BU-18 BU-18 103-0213 9X-4391 44
8 (-)BATTERY BK-14 BK-14 101-RD 1 (+)BATTERY ECM(ECM BREAKER) RD-14 45
J
YL-18 PCP ALARM 229-BK 2 (-)BATTERY ECM BK-14 46
PCP ALARM
229-BK 3 (-)BATTERY ECM BK-14 BK-14 (-)BATTERY ECM 47 MARINE 12 11 10 9 8 7
M972-PK 4 SECONDARY THROTTLE (PWM) PK-18 J1939 (-) 48
REMOTE ENGINE
SHUTDOWN SWITCH 2
3E-3364
DKBU-18
+ - 1
155-2269
RD-18 101-RD 5 (+)BATTERY ECM(ECM BREAKER) RD-14 PK-14 REMOTE START 49 JUNCTION
945-BR CAT DATA LINK (-) BR-18 BU-18 DIAGNOSTIC LAMP 50
BOX
OPEN TO RUN 1 BK-18 2 BK-18 6
NOTE B
944-OR 7 CAT DATA LINK (+) OR-18 GY-18 HIGH COOLANT TEMPERATURE LAMP 51
1 2 3 4 5 6
225-6122
101-RD 8 (+)BATTERY ECM(ECM BREAKER) RD-14 BU-18 MAINTENANCE CLEAR 52
229-BK 9 (-)BATTERY ECM BK-14 BR-18 SYNC SWITCH INPUT 1 53
225-6118 M971-BR 10 PRIMARY THROTTLE (PWM) BR-18 OR-18 CAT DATA LINK (+) 54
C212-BK 11 MULTI-STATION CONTROL SYSTEM RETURN BK-18 55
F427-PK 12 HOUR METER (+) PK-18 56
L464-BR 13 HOUR METER (-) BR-18 57 160-7689
450-YL 14 TACHOMETER (+) YL-18 J1939 (+) 58
451-BR 15 TACHOMETER (-) BR-18 VT-14 REMOTE ENGINE SHUTDOWN SWITCH 59
A234-BK 16 J1939 (SHIELD) BARE-18 BR-18 WARNING INDICATOR 60
K900-YL 17 J1939 (+) YL-18 GY-18 LOW OIL PRESSURE INDICATOR 61
CONTROL STATION #1 WITH BACKUP K990-GN 18 J1939 (-) GY-18 YL-18 MAINTENANCE INDICATOR 62
STATION LOCKOUT
L460-YL 19 TRIP CLEAR SWITCH YL-18 PK-18 HOUR METER (+) 63
SWITCH
248-7494 3E-3364 155-2269 L463-GY 20 LOW COOLANT LEVEL LAMP GY-18 BR-18 HOUR METER (-) 64
155-2273
155-2252 1 RD-18 F401-GY 21 HIGH COOLANT TEMPERATURE LAMP GY-18 BR-18 TACHOMETER (-) 65
INTEGRATED CONTROL HEAD RD-14 (+)BATTERY 1 225-6116
1 2 BK-18 TO ENGINE ECM F424-YL 22 MAINTENANCE INDICATOR YL-18 YL-18 TACHOMETER (+) 66
219-8022 BK-14 (-)BATTERY 2
220-2313 2 F400-GY 23 LOW OIL PRESSURE LAMP GY-18 VT-18 TROLLING MODE 67
220-2315 OR-14 STATION LOCKOUT 3
3 LOCKOUT SWITCH BK-18 226-0366 F429-BU 24 DIAGNOSTIC LAMP BU-18 BR-18 CAT DATA LINK (-) 68
LOCKOUT BATTERY(+) RD-18 BARE CAN SHIELD 4
4 F473-YL 25 WARNING LAMP BR-18 BR-14 KEYSWITCH 69
GN-18 CAN DATA (-) 5
5 F889-WH 26 LOAD FEEDBACK SIGNAL WH-18 70
YL-18 CAN DATA (+) 6 155-2273
6 H417-OR 27 BACKUP ECM ACTIVE OR-18
1 (+)BATTERY RD-14
7 CAN DATA (+) YL-18 H419-WH 28 BACKUP ECM READY WH-18 155-2273
2 (-)BATTERY BK-14
8 CAN DATA (-) GN-18 225-6107 225-6107 391-PK 29 REMOTE START PK-14 RD-14 (+)BATTERY 1
3 STATION LOCKOUT OR-14
9 CAN SHIELD BARE J906-BR 30 KEYSWITCH BR-14 BK-14 (-)BATTERY 2 3E-3364 3E-3382
226-0366 4 CAN SHIELD BARE
10 STATION LOCKOUT OR-14
5 CAN DATA (-) GN-18 E794-YL 31 ATA DATA LINK (+) YL-18
225-6107 225-6107
OR-14 (+)BATTERY SWITCHED 3 CAN
11 (+)BATTERY RD-14 BARE J1939 SHIELD 4
12 (-)BATTERY BK-14 RD-14
155-2273
(+)BATTERY 1
6 CAN DATA (+) YL-18 E793-BU 32
33
ATA DATA LINK (-) BU-18
GN-18 J1939 (-) 5
INTERFACE
6 1
BK-14 (-)BATTERY 2 M973-BR 34 SYNC SWITCH INPUT 1 BR-18 YL-18 J1939 (+) 6
M974-YL 35 SYNC SWITCH INPUT 2 YL-18 1 2
OR-14 STATION LOCKOUT 3 5 2
225-6107 G966-PU 36 REMOTE ENGINE SHUTDOWN SWITCH VT-14 155-2252
BARE CAN SHIELD 4 4 3
GN-18 CAN DATA (-) 5 F425-PU 37 TROLLING MODE VT-18 BU-18 WARNING LAMP 1
CABLE TEE
YL-18 CAN DATA (+) 6 R819-GY 38 SLOW VESSEL MODE GY-18 BR-18 DIAGNOSTIC LAMP 2
221-9506
F426-BU 39 MAINTENANCE CLEAR BU-18 WH-18 LOW OIL PRESSURE LAMP 3
STATION LOCKOUT
SWITCH 40 GN-18 HIGH COOLANT TEMPERATURE LAMP 4
248-7494 3E-3364 155-2269 X994-BR 41 STARTER INTERLOCK SWITCH BR-18 OR-18 MAINTENANCE INDICATOR LAMP 5
155-2273
BACKUP PANEL
1 RD-18
RD-14 (+)BATTERY 1
C214-BK 42 START RELAY RETURN BK-18
225-6102 YL-18 MAINTENANCE CLEAR SWITCH 6 CUSTOM 155-2264 155-2269
1 2 BK-18 GY-18 HOUR METER(-)
219-8023
2
BK-14 (-)BATTERY 2
X416-OR
K883-BR
43
44
GENERAL ALARM DRIVER
TROLL ENABLE (ETP)
OR-18
BR-18 VT-18 HOUR METER(+)
7
8
PANEL INTERFACE
OR-14 STATION LOCKOUT 3
3 LOCKOUT SWITCH BK-18 226-0366 45 RD/GN-18 TACHOMETER(-) 9
LOCKOUT BATTERY(+) RD-18 BARE CAN SHIELD 4
4 46 PK-18 TACHOMETER(+) 10
1 8
GN-18 CAN DATA (-) 5
5 47 TN-18 BATTERY(-) 11
2 7
YL-18 CAN DATA (+) 6 155-2273 2 1
3 6
6 48 RD-18 KEYSWITCH 12
1 (+)BATTERY RD-14 4 5
7 CAN DATA (+) YL-18 49
2 (-)BATTERY BK-14
8 CAN DATA (-) GN-18 225-6107 225-6107 50 155-2252
3 STATION LOCKOUT OR-14
9 CAN SHIELD BARE 51 DBU-18 BATTERY (-) DBU-18 1
226-0366 4 CAN SHIELD BARE
10 STATION LOCKOUT OR-14 52 GN-18 ENABLE GN-18 2
5 CAN DATA (-) GN-18
11 (+)BATTERY RD-14 155-2273 53 OR-18 SYNC SWITCH INPUT 2 OR-18 3
6 CAN DATA (+) YL-18
12 (-)BATTERY BK-14 226-0367
RD-14 (+)BATTERY 1 54 CUSTOM PANEL BREAKOUT 4
226-3422 155-2273 155-2267
BK-14 (-)BATTERY 2 55 BARE SHIELD BARE 5
OR-14 STATION LOCKOUT 3 56
155-2252 RD-18 PRIMARY THROTTLE PWM 6 THROTTLE
225-6107 WARNING LAMP 1 BU-18 BARE SHIELD
BARE
GN-18
CAN SHIELD
CAN DATA (-)
4
5
57
58 DIAGNOSTIC LAMP 2 BR-18 WH-18 SECONDARY THROTTLE PWM
7
8
INTERFACE
CABLE TEE
YL-18 CAN DATA (+) 6 59 LOW OIL PRESSURE LAMP 3 WH-18 BU-18 SVM 9
1 6
B
221-9506 A
60 HIGH COOLANT TEMPERATURE LAMP 4 GN-18 RD-18 10 2 5
MARINE POWER DISPLAY 61 MAINTENANCE INDICATOR LAMP 5 OR-18 WH-18 11 3 4
212-6188 225-6102
62 MAINTENANCE CLEAR SWITCH 6 YL-18 BU-18 12 C
155-2273
155-2252 63 HOUR METER(-) 7 GY-18
RD-14 (+)BATTERY 1
CONFIGURATION 1 1 64 HOUR METER(+) 8 VT-18 155-2264
BK-14 (-)BATTERY 2
CONFIGURATION 2 2 65 TACHOMETER(-) 9 RD/GN-18 OR-18 KEYSWITCH 1
OR-14 (+)BATTERY SWITCHED 3
CONFIGURATION RTN 3 DK/BU-18 225-6112 66 TACHOMETER(+) 10 PK-18 YL-18 PCP ALARM 2
BARE J1939 SHIELD 4
EXTERNAL ALARM 4 67 BATTERY(-) 11 TN-18 BU-18 BU-18 REMOTE SHUTDOWN 3 155-2272
GN-18 J1939 (-) 5
BUS NEGATIVE 5
YL-18 J1939 (+) 6 155-2273 68 KEYSWITCH 12 RD-18
226-0361
BR-18 REMOTE START 4 KEYSWITCH/ALARM
BUS POSITIVE 6 WH-18 DIAGNOSTIC INDICATOR
J1939 (+) 7 J1939 (+) YL-18
1 (+)BATTERY
(-)BATTERY
RD-14
BK-14
69
70 GN-18 WARNING INDICATOR
5
6
PANEL INTERFACE
2
30 Page, (Dimensions: 39 inches x 28 inches)
J1939 (-) 8
9
J1939 (-)
J1939 SHIELD
GN-18
BARE
3 (+)BATTERY SWITCHED OR-14
225-6107 225-6107 BK-14 BK-18 (-)BATTERY 7 SYNC PANEL CAT DATA LINK PCP POWER 1 4
J1939 SHIELD RD-14 (+)BATTERY 8
MPD ENABLE 10 (+)BATTERY SWITCHED OR-14
225-6112 4
5
J1939 SHIELD
J1939 (-)
BARE
GN-18
226-0361 NEGATIVE POSITIVE INTERFACE INTERFACE INTERFACE 2 3
POSITIVE BATTERY 11 (+)BATTERY RD-14 155-2273 6 J1939 (+) YL-18
BATTERY
10
11
12
NEGATIVE BATTERY 12 (-)BATTERY BK-14 3E-3364
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
9
10
11
12
RD-14 (+)BATTERY 1 REMOTE ENGINE CONNECTION
1
2
3
4
5
6
7
8
9
DKBU-18 2
155-2264
155-2254
BK-14 (-)BATTERY 2 OPEN TO RUN SHUTDOWN SWITCH
BK-18 1
(+)BATTERY SWITCHED
CAT DATA LINK (+)
CAT DATA LINK (-)
(-)BATTERY
OR-14 (+)BATTERY SWITCHED 3 NOTE B
225-6107 NOTE A
PORT (+)BATTERY SWITCHED
STARBOARD (+)BATTERY SWITCHED
EXTERNAL ALARM COMMON
EXTERNAL ALARM NORMALLY CLOSED
(-)BATTERY
(+)BATTERY1 PRIMARY
(+)BATTERY2 PRIMARY
(+)BATTERY2 SECONDARY
(+)BATTERY1 SECONDARY
(-)BATTERY
BARE J1939 SHIELD 4
GN-18 J1939 (-) 5 CUSTOMER INSTALLED
CABLE TEE
YL-18 J1939 (+) 6 221-9506
BATTERY REVERSE ISOLATOR
225-6118
BATTERY BATTERY
TERMINATION
RD-18
OR-18
GN-18
BK-18
RENR7893-07
RESISTOR
225-6107 208-0432
1 12V or 24V 12V or 24V
2
3
4 120
225-6118
5
155-2273 6
RD-14 (+)BATTERY 1
CONTROL STATION WITH BACKUP (END) BK-14
OR-14
(-)BATTERY
(+)BATTERY SWITCHED
2
3
225-6118
225-6107 225-6107
RD-18
GN-18
OR-18
BK-18
BK-14
RD-14
GN-14
BU-14
WH-14
BR-14
BARE CAN DATA SHIELD 4
GN-18 CAN DATA (-) 5 155-2264 THIS SCHEMATIC IS FOR THE MULTI-STATION CONTROL SYSTEM
STATION LOCKOUT YL-18 CAN DATA (+) 6 155-2273 RD-14 (+)BATTERY 1 (TYPICAL SINGLE ENGINE INSTALLATION)
SWITCH 1 (+)BATTERY RD-14 BK-14 (-)BATTERY 2
226-0369
3E-3364 155-2269
248-7494 155-2273 2 (-)BATTERY BK-14 YL-18 CAN DATA (+) 3 NOTE A: NOT USED WHEN A PCP IS INSTALLED.
INTEGRATED CONTROL HEAD
1
155-2252 1
2
RD-18
BK-18
RD-14 (+)BATTERY 1 3 STATION LOCKOUT OR-14 226-0365 GN-18 CAN DATA (-) 4 BACKUP CONNECT JUMPER FOR 24V SYSTEM VOLTAGE NOTE B: THIS CONNECTION MAY BE USED WITH THE ENGINE SHUTDOWN
219-8022 BARE CAN SHIELD
220-2313 2
BK-14
OR-14
(-)BATTERY
STATION LOCKOUT
2
3
4
5
CAN SHIELD
CAN DATA (-)
BARE
GN-18
5
6
STATION REMOVE JUMPER FOR 12V SYSTEM VOLTAGE
CIRCUIT OF THE FIRE SUPPRESSION SYSTEM FOR THE VESSEL.
220-2315 3 LOCKOUT SWITCH BK-18 CABLE TEE
226-0366
BARE CAN SHIELD 4 221-9506 6 CAN DATA (+) YL-18 7
4 LOCKOUT BATTERY(+) RD-18
GN-18 CAN DATA (-) 5 OR-14 STATION LOCKOUT 8 155-2254
5
YL-18 CAN DATA (+) 6 155-2273 1 PORT (+)BATTERY SWITCHED RD-18
6
1 (+)BATTERY RD-14 155-2264 2 SELECT RETURN DKBU-18
7 CAN DATA (+) YL-18
2 (-)BATTERY BK-14 RD-14 BATTERY (+) 1 3 STARBOARD (+)BATTERY SWITCHED GN-18
8 CAN DATA (-) GN-18 225-6107
3 STATION LOCKOUT OR-14 BK-14 BATTERY (-) 2 4 24V SYSTEM SELECT
POWERTRAIN
9 CAN SHIELD BARE 226-0363 226-0363
226-0366 TERMINATION 4 CAN SHIELD BARE YL-18 CAN DATA (+) 3 5 EXTERNAL ALARM COMMON OR-18
10 STATION LOCKOUT OR-14
RESISTOR 5 CAN DATA (-) GN-18 GN-18 CAN DATA (-) 4 MASTER POWER 6 EXTERNAL ALARM NORMALLY CLOSED BK-18
226-0369
CONTROL
11 (+)BATTERY RD-14 208-0432 6 CAN DATA (+) YL-18
12 (-)BATTERY BK-14
1
BARE CAN SHIELD
CAN DATA LOOP
5
6
STATION 7
8
(-)BATTERY
(+)BATTERY1 PRIMARY
BK-14
RD-14
2
3
DKBU-18 CAN DATA LOOP 7 PROCESSOR 9 (+)BATTERY2 PRIMARY GN-14 Control / Item Description
OR-14 STATION LOCKOUT 8 10 (+)BATTERY2 SECONDARY BU-14
120 4
5
219-8020 11 (+)BATTERY1 SECONDARY WH-14 207-4496 SYNC PANEL
CABLE TEE 155-2264 12 (-)BATTERY BR-14
6
208-0432 J1939/CAN TERMINATION RESISTOR
221-9506 155-2273 RD-14 (+)BATTERY 1
STATION LOCKOUT 1 (+)BATTERY RD-14 BK-14 (-)BATTERY 2 267-8623 MARINE POWER DISPLAY (MPD)
SWITCH 2 (-)BATTERY BK-14 YL-18 CAN DATA (+) 3 217-3865 KEYSWITCH / ALARM
155-2252
248-7494 3E-3364 155-2269
1 RD-18
155-2273 3 STATION LOCKOUT OR-14 226-0365 GN-18 CAN DATA (-) 4 CONTROL 219-8020 POWERTRAIN CONTROL PROCESSOR (PCP)
BACKUP PANEL
219-8023 1 2 BK-18
RD-14
BK-14
(+)BATTERY
(-)BATTERY
1
2
4
5
CAN SHIELD
CAN DATA (-)
BARE
GN-18
BARE CAN SHIELD 5
6
STATION 219-8021 CONTROL STATION PROCESSOR (CSP)
2
OR-14 STATION LOCKOUT 155-2273
3 LOCKOUT SWITCH BK-18 226-0366
BARE CAN SHIELD
3
4 RD-14 (+)BATTERY 1
6 CAN DATA (+) YL-18
OR-14 STATION LOCKOUT
7
8
PORT PORT STARBOARD STARBOARD 219-8022 INTEGRATED CONTROL HEAD (ICH) chrome
4 LOCKOUT BATTERY(+) RD-18
5
GN-18 CAN DATA (-) 5 BK-14 (-)BATTERY 2 TRANSMISSION ECM/ETP ECM/ETP TRANSMISSION 219-8023 BACKUP PANEL (BS)
YL-18 CAN DATA (+) 6 155-2273 OR-14 (+)BATTERY SWITCHED 3
6 225-6107 225-6107 256-4883 ELECTRONIC TROLL PROCESSOR (ETP)
10
11
12
10
11
12
1 (+)BATTERY RD-14 BARE CAN DATA SHIELD 4 TERMINATION
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
7 CAN DATA (+) YL-18 220-2313 INTEGRATED CONTROL HEAD (ICH) black
2 (-)BATTERY BK-14 GN-18 CAN DATA (-) 5 RESISTOR
155-2264
155-2252
8 CAN DATA (-) GN-18 225-6107 208-0432
3 STATION LOCKOUT OR-14 YL-18 CAN DATA (+) 6 220-2315 INTEGRATED CONTROL HEAD (ICH) gold
9 CAN SHIELD BARE 1
(+)V FORWARD
(+)V REVERSE
(-)V REVERSE
(-)V FORWARD
226-0366 TERMINATION 4 CAN SHIELD BARE
NOT USED
NOT USED
10 STATION LOCKOUT OR-14
RESISTOR 2
221-9506 J1939/CAN TEE
5 CAN DATA (-) GN-18
11 (+)BATTERY RD-14 208-0432 6 CAN DATA (+) YL-18 3 221-9507 BUTTON PANEL (BP) chrome
12 (-)BATTERY BK-14
1 4
J1939 SHIELD
ENABLE
PRIMARY THROTTLE PWM
SYNC SWITCH INPUT 2
SECONDARY THROTTLE PWM
SVM
J1939 (+)
J1939 (-)
120 SLIM LINE CONTROL HEAD - RIGHT SLANT HANDLE
2 CABLE TEE 5
3 221-9506 6 223-8200 THROTTLE clear
120 4 223-8201 GEAR clear
5
CABLE TEE 223-8204 DUAL clear
6 221-9506
RD-18
OR-18
GN-18
WH-18
BU-18
BK-18
FORWARD
SOLENOID (+)V FORWARD
223-8205 THROTTLE black
MARINE POWER DISPLAY
212-6188 (-)V FORWARD 223-8206 GEAR black
155-2273 (+)V REVERSE
155-2252
226-0371
RD-14 (+)BATTERY 1
223-8208 DUAL black
CONFIGURATION 1 1 REVERSE (-)V REVERSE
BK-14 (-)BATTERY 2 SOLENOID SLIM LINE CONTROL HEAD - STRAIGHT HANDLE
CONFIGURATION 2 2
GN-18
RD-18
OR-18
WH-18
BU-18
YL-18
GN-18
BARE
OR-14 (+)BATTERY SWITCHED 3 223-8211 THROTTLE clear
CONFIGURATION RTN 3 DK/BU-18 225-6112
BARE J1939 SHIELD 4
EXTERNAL ALARM 4
GN-18 J1939 (-) 5 223-8213 GEAR clear
BUS NEGATIVE 5
YL-18 J1939 (+) 6 155-2273
BUS POSITIVE 6 223-8214 DUAL clear
1 (+)BATTERY RD-14
J1939 (+) 7 J1939 (+) YL-18 223-8216 THROTTLE black
2 (-)BATTERY BK-14
226-0371
J1939 (-) 8 J1939 (-) GN-18 225-6107
3 (+)BATTERY SWITCHED OR-14 226-0367 226-0367 223-8218 GEAR black
J1939 SHIELD 9 J1939 SHIELD BARE
225-6112 TERMINATION 4 J1939 SHIELD BARE
MPD ENABLE 10 (+)BATTERY SWITCHED OR-14 RESISTOR J1939 (-) 155-2273 223-8219 DUAL black
5 GN-18
POSITIVE BATTERY 11 (+)BATTERY RD-14 208-0432 1 SLIM LINE CONTROL HEAD - LEFT SLANT HANDLE
6 J1939 (+) YL-18 3E-3382 155-2273
NEGATIVE BATTERY 12 (-)BATTERY BK-14 2
1
(+)V FORWARD 1 (+)V FORWARD RD-18 223-8220 THROTTLE clear
2 3
(+)V REVERSE 2 (+)V REVERSE OR-18 J1939 SHIELD BARE 223-8221 GEAR clear
3 4
(-)V REVERSE 3 (-)V REVERSE GN-18 226-0367
4 5 J1939 (-) GN-18
120 4 NOT USED WH-18 155-2273
223-8222 DUAL clear
5 6 J1939 (+) YL-18
CABLE TEE 5 NOT USED BU-18 RD-14 (+)BATTERY 223-8223 THROTTLE black
6 1
221-9506 (-)V FORWARD (-)V FORWARD BK-18
6 BK-14 (-)BATTERY 2
225-6107 225-6107
223-8224 GEAR black
OR-14 (+)BATTERY SWITCHED 3
BARE J1939 SHIELD 4 223-8225 DUAL black
GN-18 J1939 (-) 5
YL-18 J1939 (+) 6 155-2273
1 (+)BATTERY RD-14 224-9873 BUTTON PANEL (BP) black
2 (-)BATTERY BK-14 224-9874 BUTTON PANEL (BP) gold
3 (+)BATTERY SWITCHED OR-14
225-6107 225-6122 MARINE JUNCTION BOX (MJB) - SINGLE ENGINE
4 J1939 SHIELD BARE
CABLE TEE 5 J1939 (-) GN-18 226-3422 CUSTOM PANEL BREAKOUT
221-9506 6 J1939 (+) YL-18 226-3424 SHAFT SPEED SENSOR
229-3689 SIDE MOUNT CONTROL HEAD - DUAL - LEFT HANDLE
229-3690 SIDE MOUNT CONTROL HEAD - DUAL - RIGHT HANDLE
TYPICAL CONTROL STATION CONFIGURATION Harness Chg Description
THE MAXIMUM NUMBER OF MASTER STATIONS IS 1.
THE MAXIMUM NUMBER OF CONTROL STATIONS IS 7. 225-6102 00 MJB TO CUSTOM PANEL
Control Station #7 with Backup(End) Control Station #6 with Backup Control Station #5 with Backup Control Station #4 with Backup Control Station #3 with Backup Control Station #2 with Backup Control Station #1 with Backup Master Station with Backup WIRE COLOR
225-6107 03 TEE TO TEE
225-6112 02 TEE TO MPD
ABBREVIATIONS 225-6116 02 ECM TO MJB
CSP Backup MPD CSP Backup MPD CSP Backup MPD CSP Backup MPD CSP Backup MPD CSP Backup MPD CSP Backup MPD CSP Backup MPD
ICH ICH ICH ICH ICH ICH ICH ICH BK BLACK 225-6118 03 CDL TO MJB
BR BROWN
225-6120 02 MJB TO SYNC PANEL see other side
226-0361 02 MJB TO KEYSWITCH
BU BLUE
226-0363 02 PCP TO MS, CS, BS
Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE GN GREEN 226-0365 00 TEE TO PCP
GY GRAY 226-0366 01 TEE TO BS, CSP, ICH
226-0367 04 PCP TO MJB AND TEE
OR ORANGE
120 120 120 226-0369 02 MJB TO PCP PWR
KEY CDL PK PINK
Alarm 226-0371 03 PCP TO GEAR
PU PURPLE 226-0411 02 BP TO CSP see other side
RD RED 226-0417 01 ETP TO SENSOR AND VALVE
226-3414 00 TEE TO ETP
VT VIOLET
226-3415 02 TPS TO MJB - SINGLE ENGINE see other side
MARINE JUNCTION BOX WH WHITE 226-3419 02 THROTTLE/GEAR "Y" HARNESS see other side
POWERTRAIN CONTROL PROCESSOR YL YELLOW
DUAL FUNCTION SLIM LINE CONTROL HEADS TYPICAL 2 STATION INSTALLATION 8T-8736
THIS CIRCUIT CAN BE CONNECTED IN PLACE OF THE INTEGRATED CONTROL HEAD STATION LOCKOUT
SWITCH
3E-3364 155-2269
248-7494
CONTROL STATION PROCESSOR
155-2252 1 RD-18 RENR7929-07
MASTER STATION WITH BACKUP
CONNECTS TO HARNESS 226-0366 OR 226-0363
219-8021 1 1 2 BK-18
2 2
155-2264
June 2010 D
NOTE: THE CONTROL STATION PROCESSOR
LOCKOUT SWITCH BK-18 MARINE POWER DISPLAY KEYSWITCH / ALARM PANEL
3 3
LOCKOUT BATTERY(+) RD-18
PORT ENGINE PORT ENGINE 1 KEYSWITCH OR-18 E C
4 4 267-8623 217-3865 2
5 5 155-2252
3 REMOTE START BR-18
PCP 6 6 CONFIGURATION 1 1
4 (+)BATTERY RD-14 F A B
7 7 CAN DATA (+) YL-18 CONFIGURATION 2 2 226-0361
5 DIAGNOSTIC INDICATOR WH-18 MARINE
8 8 CAN DATA (-) GN-18 CONFIGURATION RTN 3 DK/BU-18 6 WARNING INDICATOR GN-18 JUNCTION BOX J
9 9 CAN SHIELD BARE
226-0366 EXTERNAL ALARM 4 7 REMOTE SHUTDOWN BU-18 BU-18
G
10 10 STATION LOCKOUT
(+)BATTERY
OR-14
RD-14
CONNECTION TEE
BUS NEGATIVE 5 8 (-)BATTERY BK-18 BK-14 H
11 11 BUS POSITIVE 6 YL-18 PCP ALARM
12 12 (-)BATTERY BK-14
J1939 (+) 7 J1939 (+) YL-18
PORT THROTTLE/GEAR STARBOARD THROTTLE/GEAR BUTTON PANEL J1939 (-) 8 J1939 (-) GN-18
STATION LOCKOUT PCP ALARM
J1939 SHIELD 9 J1939 SHIELD BARE 3E-3364 155-2269
10
11
12
10
11
12
10
11
12
SWITCH 225-6112 REMOTE ENGINE
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
3E-3364 155-2269 MARINE 2 DKBU-18 1 RD-18
+ -
248-7494 MPD ENABLE 10 (+)BATTERY SWITCHED OR-14 SHUTDOWN SWITCH
155-2252 1 RD-18 OPEN TO RUN
155-2253
155-2253
155-2254
POSITIVE BATTERY 11 (+)BATTERY RD-14 JUNCTION BOX NOTE B 1 BK-18 2 BK-18
1 2 BK-18 (-)BATTERY BK-14
103-0213
NEGATIVE BATTERY 12
(+)V REFERENCE
THROTTLE
SIGNAL RETURN
SHIELD
GEAR FORWARD
IDLE
GEAR REVERSE
SIGNAL RETURN
SHIELD
(+)V REFERENCE
THROTTLE
SIGNAL RETURN
SHIELD
GEAR FORWARD
IDLE
GEAR REVERSE
SIGNAL RETURN
SHIELD
(+)V LED
STATION ACTIVE LED
SVM/UP LED
SYNC LED
TROLL LED
N/DOWN LED
STATION ACTIVE SWITCH
SVM/UP SWITCH
SYNC SWITCH
TROLL SWITCH
N/DOWN SWITCH
SWITCH RETURN
2
3 LOCKOUT SWITCH BK-18
155-2264
4 LOCKOUT BATTERY(+) RD-18 KEYSWITCH / ALARM PANEL
MARINE POWER DISPLAY STARBOARD ENGINE 1 KEYSWITCH OR-18
5 CAN DATA LOOP
STARBOARD ENGINE 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14
6 CAN DATA LOOP DKBU-18 217-3865
267-8623 3 REMOTE START BR-18 15 16 17 18 19 20 21 22 23 24 25 26 27 28
7 CAN DATA (+) YL-18 155-2252
4 (+)BATTERY RD-14 29 30 31 32 33 34 35 36 37 38 39 40 41 42
8 CAN DATA (-) GN-18 POWERTRAIN CONFIGURATION 1 1 226-0361
226-0363 CONTROL 5 DIAGNOSTIC INDICATOR WH-18 MARINE 43 44 45 46 47 48 49 50 51 52 53 54 55 56
9 CAN SHIELD BARE CONFIGURATION 2 2
PROCESSOR 6 WARNING INDICATOR GN-18 JUNCTION BOX
10 STATION LOCKOUT OR-14 DK/BU-18 57 58 59 60 61 62 63 64 65 66 67 68 69 70
CONFIGURATION RTN 3
(+)BATTERY RD-14 7 REMOTE SHUTDOWN BU-18 BU-18
RD-18
WH-18
BK-18
GY-18
GN-18
VT-18
OR-18
RD-18
WH-18
BK-18
VT-18
GN-18
GY-18
OR-18
11 EXTERNAL ALARM 4
BARE
BARE
BARE
BARE
8 (-)BATTERY BK-18 BK-14
RD/GN-18
12 (-)BATTERY BK-14
BUS NEGATIVE 5 YL-18 PCP ALARM
RD-18
WH-18
GN-18
OR-18
BU-18
BR-18
YL-18
VT-18
GY-18
PK-18
TN-18
BUS POSITIVE 6
J1939 (+) 7 J1939 (+) YL-18
PCP ALARM
J1939 (-) 8 J1939 (-) GN-18 3E-3364 155-2269
REMOTE ENGINE
226-0411
9 J1939 SHIELD BARE 2 DKBU-18 1 RD-18
+ -
J1939 SHIELD SHUTDOWN SWITCH
225-6112 MARINE OPEN TO RUN 1 BK-18 2 BK-18
MPD ENABLE 10 (+)BATTERY SWITCHED OR-14 NOTE B 155-2252
POSITIVE BATTERY 11 (+)BATTERY RD-14 JUNCTION BOX
NEGATIVE BATTERY 12 (-)BATTERY BK-14
8T-8736
KEY A
A (+)BATTERY SWITCHED RD-18
B (-)BATTERY BK-18
PORT (DUAL) STATION LOCKOUT 225-6118
C MARINE JUNCTION BOX
SWITCH
SLIM LINE CONTROL HEAD 248-7494 3E-3364 155-2269 SERVICE TOOL D CAT DATA LINK (+) OR-18
(+)V REFERENCE RD-18 155-2252 1 RD-18 E CAT DATA LINK (-) GN-18 12 11 10 9 8 7
223-8204 BACKUP PANEL CONNECTOR
223-8208 THROTTLE WH-18 1 2 BK-18 F
219-8023
223-8214 SIGNAL RETURN BK-18 2 G
223-8219 SHIELD BARE 3 LOCKOUT SWITCH BK-18 H
223-8222
GEAR FORWARD GY-18 4 LOCKOUT BATTERY(+) RD-18 J
223-8225
IDLE GN-18
Marine Multi-Station Control System
5 CAN DATA (+) LOOP
GEAR REVERSE VT-18 6 CAN DATA (-) LOOP DKBU-18 1 2 3 4 5 6
SIDE MOUNT CONTROL HEAD SIGNAL RETURN OR-18 7 CAN DATA (+) YL-18
229-3689 SHIELD BARE 8 CAN DATA (-) GN-18
226-0363
9 CAN SHIELD BARE
Electrical System
10 STATION LOCKOUT OR-14
11 (+)BATTERY RD-14
12 (-)BATTERY BK-14
155-2253
STARBOARD (DUAL)
SLIM LINE CONTROL HEAD KEY B
(+)V REFERENCE RD-18 STATION LOCKOUT
223-8204
223-8208 THROTTLE WH-18 SWITCH
223-8214
223-8219
SIGNAL RETURN
SHIELD
BK-18
BARE
INTEGRATED CONTROL HEAD
1
155-2252
248-7494
3E-3364 155-2269
1
2
RD-18
BK-18 155-2264
C9A1-UP (Engine) J2K1-UP (Engine) 9PW1-UP (Engine)
219-8022(CHROME)
223-8222
223-8225
GEAR FORWARD
IDLE
VT-18
GN-18
220-2313(BLK CHROME)
220-2315(GOLD)
2
3 LOCKOUT SWITCH BK-18
RD-14
BK-14
(+)BATTERY
(-)BATTERY
1
2
M7A1-UP (Engine) 3JK1-UP (Engine) CLX1-UP (Engine) 12 11 10 9 8 7
226-0363
SIDE MOUNT CONTROL HEAD
229-3690
GEAR REVERSE
SIGNAL RETURN
SHIELD
GY-18
OR-18
BARE
4
5
LOCKOUT BATTERY(+)
CAN DATA (+) LOOP
RD-18 YL-18
GN-18
CAN DATA (+)
CAN DATA (-)
3
4 BACKUP REA1-UP (Engine) 6MK1-UP (Engine) C7X1-UP (Engine)
BARE CAN SHIELD
6
7
CAN DATA (-) LOOP
CAN DATA (+)
DKBU-18
YL-18 CAN DATA LOOP
5
6
STATION RLA1-UP (Engine) 9WK1-UP (Engine) JKX1-UP (Engine)
8 CAN DATA (-) GN-18 DKBU-18 CAN DATA LOOP 7
155-2254
9
10
CAN SHIELD
STATION LOCKOUT
BARE
OR-14
226-0363 OR-14 STATION LOCKOUT 8 C7B1-UP (Engine) NFL1-UP (Engine) RNX1-UP (Engine) 1 2 3 4 5 6
BUTTON PANEL
221-9507(CHROME)
224-9873(BLK CHROME)
1
2
(+)V LED
STATION ACTIVE LED
RD-18
WH-18
11
12
(+)BATTERY
(-)BATTERY
RD-14
BK-14 RD-14
155-2264
(+)BATTERY 1
C9B1-UP (Engine) K1M1-UP (Engine) STX1-UP (Engine)
224-9874(GOLD) BK-14 (-)BATTERY 2
3
4
SVM/UP LED
SYNC LED
GN-18
OR-18
226-0363 YL-18
GN-18
CAN DATA (+)
CAN DATA (-)
3
4 MASTER
POWERTRAIN RXB1-UP (Engine) CSN1-UP (Engine) X9X1-UP (Engine) 155-2254
5 TROLL LED BU-18
6 N/DOWN LED BR-18
226-0411 BARE CAN SHIELD 5
STATION CONTROL WKB1-UP (Engine) CYN1-UP (Engine) Z9X1-UP (Engine)
STATION ACTIVE SWITCH YL-18 CAN DATA LOOP 6 KEY C
PROCESSOR
7
8 SVM/UP SWITCH VT-18
OR-14
DKBU-18 CAN DATA LOOP
STATION LOCKOUT
7
8 RNC1-UP (Engine) GEN1-UP (Engine) RNY1-UP (Engine)
219-8020
9 SYNC SWITCH GY-18
10
11
TROLL SWITCH
N/DOWN SWITCH
PK-18
TN-18
RD-14
155-2264
(+)BATTERY 1
C7D1-UP (Engine) T2P1-UP (Engine) X9Y1-UP (Engine) 12 11 10 9 8 7
12 SWITCH RETURN RD/GN-18
CONTROL STATION 226-0363
BK-14
YL-18
(-)BATTERY
CAN DATA (+)
2
3
RND1-UP (Engine) 9HP1-UP (Engine) C1Z1-UP (Engine)
CONTROL
SEPARATE THROTTLE AND GEAR SLIM LINE CONTROL HEADS INTEGRATED CONTROL HEAD 155-2252
STATION
LOCKOUT
SWITCH
3E-3364 155-2269
1 RD-18
GN-18
BARE
CAN DATA (-)
CAN SHIELD
4
5
STATION
PLE1-UP (Engine) RNR1-UP (Engine) C3Z1-UP (Engine)
219-8022 1 2 BK-18 CAN DATA LOOP 6
THIS CIRCUIT CAN BE CONNECTED IN PLACE OF THE INTEGRATED CONTROL HEAD STATION LOCKOUT
SWITCH
220-2313
220-2315
2
3 LOCKOUT SWITCH BK-18 OR-14
DKBU-18 CAN DATA LOOP
STATION LOCKOUT
7
8
RNE1-UP (Engine) 2XR1-UP (Engine) C7Z1-UP (Engine) 1 2 3 4 5 6
3E-3364 155-2269
CONTROL STATION PROCESSOR
155-2252
248-7494
1 RD-18
4 LOCKOUT BATTERY(+) RD-18
9ZF1-UP (Engine) 9WR1-UP (Engine) RNZ1-UP (Engine)
CONNECTS TO HARNESS 226-0366 OR 226-0363
5 CAN DATA (+) LOOP
219-8021 1 1 2 BK-18
2 2
6 CAN DATA (-) LOOP DKBU-18
M7G1-UP (Engine) GES1-UP (Engine)
NOTE: THE CONTROL STATION PROCESSOR
7 CAN DATA (+) YL-18
3 3 LOCKOUT SWITCH BK-18 160-7689
8 CAN DATA (-) GN-18
4
5
4
5
LOCKOUT BATTERY(+) RD-18
9
10
CAN SHIELD
STATION LOCKOUT
BARE
OR-14
226-0363
8RG1-UP (Engine) 3GS1-UP (Engine)
PCP 6
7
8
6
7
8
CAN DATA (+)
CAN DATA (-)
YL-18
GN-18
11
12
(+)POWER CONTROL
(-)POWER CONTROL
RD-14
BK-14
CKH1-UP (Engine) 9KS1-UP (Engine)
9
10
9
10
CAN SHIELD
STATION LOCKOUT
BARE
OR-14
226-0366
CONNECTION TEE
C1J1-UP (Engine) KJT1-UP (Engine)
11
12
11
12
(+)BATTERY
(-)BATTERY
RD-14
BK-14 1ZJ1-UP (Engine) SLT1-UP (Engine)
PORT THROTTLE/GEAR STARBOARD THROTTLE/GEAR BUTTON PANEL
STATION LOCKOUT CYK1-UP (Engine) T3T1-UP (Engine)
10
11
12
10
11
12
10
11
12
SWITCH
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
3E-3364 155-2269
248-7494
155-2252 1 RD-18
155-2253
155-2253
155-2254
1 2 BK-18
(+)V REFERENCE
THROTTLE
SIGNAL RETURN
SHIELD
GEAR FORWARD
IDLE
GEAR REVERSE
SIGNAL RETURN
SHIELD
(+)V REFERENCE
THROTTLE
SIGNAL RETURN
SHIELD
GEAR FORWARD
IDLE
GEAR REVERSE
SIGNAL RETURN
SHIELD
(+)V LED
STATION ACTIVE LED
SVM/UP LED
SYNC LED
TROLL LED
N/DOWN LED
STATION ACTIVE SWITCH
SVM/UP SWITCH
SYNC SWITCH
TROLL SWITCH
N/DOWN SWITCH
SWITCH RETURN
2
3 LOCKOUT SWITCH BK-18 Typical Dual Engine Installation
4 LOCKOUT BATTERY(+) RD-18
5 CAN DATA (+) LOOP
6 CAN DATA (-) LOOP
CAN DATA (+)
DKBU-18
YL-18
© 2010 Caterpillar Printed in U.S.A.
7
8 CAN DATA (-) GN-18
226-0363
POWERTRAIN
CONTROL
All Rights Reserved
9 CAN SHIELD BARE
10 STATION LOCKOUT OR-14 PROCESSOR
(+)POWER CONTROL RD-14
OR-18
WH-18
BK-18
GY-18
GN-18
YL-18
RD-18
OR-18
WH-18
BK-18
GY-18
GN-18
YL-18
RD-18
11
BARE
BARE
BARE
BARE
RD/GN-18
12 (-)POWER CONTROL BK-14
RD-18
WH-18
GN-18
OR-18
BU-18
BR-18
YL-18
VT-18
GY-18
PK-18
TN-18
226-0411
226-3419
226-3419
3E-3364
PORT (THROTTLE)
8T-8736
SLIM LINE CONTROL HEAD
223-8200 A (+)V REFERENCE OR-18
223-8205 B THROTTLE WH-18
223-8211 C SIGNAL RETURN BK-18
223-8216 1 2
D SHIELD BARE
223-8220
E IDLE GN-18
223-8223
F SIGNAL RETURN RD-18
G
H
J
226-3419
3E-3382
30 Page, (Dimensions: 39 inches x 28 inches)
SIDE MOUNT CONTROL HEAD
SERIAL #:
PORT (GEAR) GY-18
P/N:
7T-3272 LEFT SIDE HANDLE
SLIM LINE CONTROL HEAD
DATE:
223-8201 A GEAR FORWARD GY-18 GN-18 6 1
223-8206 B GEAR REVERSE YL-18
223-8213 C SIGNAL RETURN RD-18 RD-18 BO THROTTLE 5 2
223-8218 W
223-8221
223-8224
D
E
SHIELD BARE
MARINE JUNCTION BOX 4 3
155-2264
PORT STBD
10
10
CUSTOM KEY/ALARM J1939 IGNITION IGNITION
EXPANSION
RENR7929-07
STARBOARD (THROTTLE)
PORT STBD 1 8
8T-8736 2 7
SLIM LINE CONTROL HEAD
A (+)V REFERENCE OR-18
223-8200 3 6
223-8205 B THROTTLE WH-18 229-3689
4 5
223-8211 C SIGNAL RETURN BK-18
223-8216 D SHIELD BARE
223-8220 PRIMARY SECONDARY
15
15
E IDLE GN-18
223-8223 PCP PCP
F SIGNAL RETURN RD-18
G
H
J 155-2269
226-3419 ECM ECM
STARBOARD (GEAR) EXPANSION J1939 KEY/ALARM CUSTOM
GY-18 PORT STBD
20
20
7T-3272 SIDE MOUNT CONTROL HEAD ECM ECM 2 1
SLIM LINE CONTROL HEAD
223-8201 A GEAR FORWARD GY-18 GN-18 RIGHT SIDE HANDLE
223-8206 B GEAR REVERSE YL-18
223-8213 C SIGNAL RETURN RD-18 RD-18
223-8218 D SHIELD BARE
223-8221
E W
223-8224
F
BO
THROTTLE 155-2273
1 6
BUTTON PANEL 155-2254 5
2
221-9507(CHROME) 1 (+)V LED RD-18
224-9873(BLK CHROME) 2 STATION ACTIVE LED WH-18 3 4
224-9874(GOLD) 3 SVM/UP LED GN-18
4 SYNC LED OR-18
5 TROLL LED BU-18
226-0411
6 N/DOWN LED BR-18
229-3690
7 STATION ACTIVE SWITCH YL-18
8 SVM/UP SWITCH VT-18 155-2267
9 SYNC SWITCH GY-18
10 TROLL SWITCH PK-18
11 N/DOWN SWITCH TN-18
12 SWITCH RETURN RD/GN-18 ELECTRONIC
TROLL A B
PROCESSOR
C
SLIM LINE CONTROL HEAD SLIM LINE CONTROL HEAD SLIM LINE CONTROL HEAD SLIM LINE CONTROL HEAD
RIGHT SLANT HANDLE STRAIGHT HANDLE LEFT SLANT HANDLE SIDE VIEW
AFT VIEW AFT VIEW AFT VIEW 155-2272
BATTERY
+ 12V/24V -
SYNC
ECM TROLL
J1939 VALVE 1 4
2 3
CDL
223-8200 223-8211 223-8220
PCP PWR
223-8201 223-8213 223-8221
223-8204 223-8214 223-8222
223-8205 223-8216 223-8223
223-8206 223-8218 223-8224
223-8208 223-8219 223-8225 Related Electrical Service Manuals
Title Form Number
Electrical Troubleshooting Guide /
RENR7651
BOW Systems Operation / Testing and Adjusting
Installation Guide LEGM2735
Operators Guide LEBM2714
Component Identification and Ordering Guide LEXM2818
DUAL ENGINE THROTTLE POSITION
SENSOR AND SYNC/SVM PANEL STATION LOCKOUT SYNC PANEL BUTTON PANEL BACKUP PANEL CABLE TEE TERMINATION RESISTOR KEYSWITCH/ALARM PANEL
NOTE A 155-2252
1
155-2252
1
MARINE 2
3 STATION
ACTIVATE BACKUP CONTROL
LIFT RED CAP AND TOGGLE SWITCH.
REACTIVATE PRIMARY CONTROL
CLOSE RED CAP ON ALL BACKUP PANELS.
2
JUNCTION 4
SHIELD BARE TRANSFER LOCKOUT
PRIMARY CONTROL IS DISABLED AND
BACKUP CONTROL IS ENGAGED.
BACKUP CONTROL IS DISABLED AND PRIMARY
CONTROL IS RESTORED.
3
STARBOARD 5 DEPRESS STATION ACTIVE BUTTON ON DEPRESS STATION ACTIVE BUTTON AT
BOX BACKUP PANEL TO OVERRIDE ANY OTHER ANY PRIMARY CONTROL STATION AND
4 6 (-)BATTERY BK-18 ACTIVE BACKUP PANEL. TAKE CONTROL AS NORMAL.
BARE SHIELD 5 THROTTLE 7 KEYSWITCH RD-18 BARE SHIELD 155-2267
SHIELD
BK-18
RD-18
(-)BATTERY
KEYSWITCH
6 PORT 225-6123 INTERFACE
8
9
225-6104 RD-18
BK-18
KEYSWITCH
(-)BATTERY
A
B
(+)BATTERY
(-)BATTERY
ACTIVATE
TRANSFER LOCKOUT STATION
ACTIVE
155-2267 BARE 7
(+)BATTERY A KEYSWITCH RD-18 225-6104 8
THROTTLE 10 PRIMARY THROTTLE POS. WH-18 WH-18 PRIMARY THROTTLE POS. C SIGNAL LIFT RED CAP AND TOGGLE
(-)BATTERY B (-)BATTERY BK-18 9 INTERFACE 11
PRIMARY THROTTLE
SWITCH. TRANSFER LOCKOUT
IS ENGAGED. NO STATION
SIGNAL C PRIMARY THROTTLE POS. WH-18 WH-18 PRIMARY THROTTLE POS. 10 12 TRANSFERS MAY OCCUR. SVM
POSITION SENSOR SYNC
11 STARBOARD ANY ACTIVE STATION WILL
PRIMARY THROTTLE
POSITION SENSOR
12 SYNC PANEL REMAIN ACTIVE. IF NO
STATION IS ACTIVE ANY
32
STATION MAY BE ACTIVATED
PORT INTERFACE AND WILL REMAIN ACTIVE.
N -04
REACTIVATE TROLL 208 OHM
120
10
11
12
STATION TRANSFER
1
2
3
4
5
6
7
8
9
155-2253
CLOSE RED CAP ON TRANSFER
LOCKOUT PANEL. STATION
TRANSFER IS RESTORED.
RD-18 RD-18 STBD SYNC SWITCH 2
SYNC PANEL 225-6120 RD-18 PORT SYNC SWITCH 1
217-8191
WH-18 WH-18 PORT SYNC SWITCH 2
155-2272
OR-18 SLOW VESSEL MODE SWITCH
PORT SYNC SWITCH 1 1 RD-18 BK-18 (-)BATTERY
SLOW VESSEL MODE SWITCH 2 OR-18 225-6120
STBD SYNC SWITCH 1 3 WH-18 BR-18 STBD SEC THROTTLE PWM
(-)BATTERY 4 BK-18 GY-18 STBD PRI THROTTLE PWM
PORT PRI THROTTLE PWM
PORT SEC THROTTLE PWM
WH-18 STBD SYNC SWITCH 1
226-0361 ELECTRONIC TROLL PROCESSOR
MASTER STATION WITH BACKUP KEYSWITCH / ALARM PANEL
155-2264
SHAFT SPEED SENSOR ELECTRONIC TROLL PROCESSOR
REMOTE ENGINE 3E-3364 219-8024
SHUTDOWN SWITCH 2 DKBU-18
STARBOARD ENGINE 1 KEYSWITCH OR-18
226-3424 256-4883
NOTE B OPEN TO RUN
217-3865 2 155-2267 1 BK-18 SIGNAL RETURN
7X-6222 155-2264 BK-20 12 SIGNAL RETURN
3 REMOTE START BR-18 SHAFT SPEED GN A GN-20 SHAFT SPEED SIGNAL RETURN BK-20 12 SIGNAL RETURN (-)BATTERY BK-20 11 (-)BATTERY
STATION LOCKOUT STARTER INTERLOCK 1 1 KEYSWITCH OR-18
SWITCH 4 (+)BATTERY RD-14 SIGNAL RETURN BK B BK-20 SIGNAL RETURN (-)BATTERY BK-20 11 (-)BATTERY 10
3E-3364 155-2269 226-0361 2 2 PCP ALARM YL-18
248-7494 5 DIAGNOSTIC INDICATOR WH-18 SENSOR POWER(+) RD C RD-20 SENSOR POWER(+) (+)BATTERY 10 TROLL ENABLED RD-20 9 TROLL ENABLED
155-2252 1 RD-18 3 3 REMOTE SHUTDOWN BU-18 BU-18 226-0417
WARNING INDICATOR GN-18
INTEGRATED CONTROL HEAD
219-8022 1 2 BK-18
6
7 REMOTE SHUTDOWN BU-18 BU-18 226-0417
TROLL ENABLED
SENSOR POWER(+)
RD-20
RD-20
9 TROLL ENABLED
8 SENSOR POWER(+)
4 STARBOARD KEYSWITCH/ALARM 4 REMOTE START BR-18
226-0361
SENSOR POWER(+) RD-20 8 SENSOR POWER(+)
7
DIAGNOSTIC INDICATOR WH-18
220-2313
220-2315
2
3 LOCKOUT SWITCH BK-18
8 (-)BATTERY BK-14 BK-14 7
5
6
PANEL INTERFACE 5
6 WARNING INDICATOR GN-18 6
YL-18 PCP ALARM 6 SHAFT SPEED GN-20 5 SHAFT SPEED
4 LOCKOUT BATTERY(+) RD-18 226-0417 7 7 (-)BATTERY BK-18 BK-14
SHAFT SPEED GN-20 5 SHAFT SPEED (+)BATTERY RD-14 VALVE 2 (-) GN-20 4 VALVE 2 (-)
5 CAN DATA LOOP 8 8
PCP ALARM VALVE 2 (-) GN-20 4 VALVE 2 (-) VALVE 1 (+) WH-20 3 VALVE 1 (+)
6 CAN DATA LOOP DKBU-18 3E-3364 155-2269 9
REMOTE ENGINE TROLL VALVE VALVE 1 (+) WH-20 3 VALVE 1 (+) 2
2 BU-18 1 RD-18 10 155-2252
+ -
7 CAN DATA (+) YL-18 SHUTDOWN SWITCH
OPEN TO RUN 155-2272 2 1
8 CAN DATA (-) GN-18 NOTE B 1 BK-18 2 BK-18 (-)BATTERY 11 1
9 CAN SHIELD BARE
226-0363 226-0363 VALVE 1 (+) 1 WH-20 VALVE 1 (+) ON JUMPER SIGNAL 1 12 PORT EXPANSION 2 GN-18 ENABLE GN-18
RD-14
VALVE 2 (-) 2 GN-20 VALVE 2 (-) 12 (+)BATTERY
10 STATION LOCKOUT
BATTERY (+)
OR-14
RD-14 RD-14
155-2273
(+)BATTERY
(-)BATTERY 3 BK-20 (-)BATTERY RD-14 12 (+)BATTERY
13
14
INTERFACE 3
4
OR-18 SYNC SWITCH INPUT 2 OR-18
226-0367 BK-14 11 (-)BATTERY
11 1
TROLL ENABLED 4 RD-20 TROLL ENABLED BK-14 11 (-)BATTERY SHIELD BARE BARE 10 J1939 SHIELD
12 BATTERY (-) BK-14 BK-14 (-)BATTERY 2 15 5 BARE
OR-14 STATION LOCKOUT 3
BARE 10 J1939 SHIELD TRIP CLEAR SWITCH 16 STARBOARD THROTTLE 6 PRIMARY THROTTLE PWM RD-18 9
9 8
SENSOR POWER(+)
STATION LOCKOUT 226-0366 SHIELD BARE
BARE CAN SHIELD 4 17
INTERFACE 7
SIGNAL RETURN
TROLL ENABLED
SWITCH 226-3414 8 SECONDARY THROTTLE PWM WH-18 7
3E-3364 155-2269 GN-18 CAN DATA (-) 5 18 8
VALVE 1 (+)
VALVE 2 (-)
SHAFT SPEED
248-7494 7 YL-18 6 J1939 (+)
(-)BATTERY
155-2252 1 RD-18 YL-18 CAN DATA (+) 6 155-2273 19 9 SVM BU-18
BACKUP PANEL YL-18 6 J1939 (+) GN-18 5 J1939 (-)
219-8023 1 2 BK-18 1 (+)BATTERY RD-14 20 10 RD-18
2 (-)BATTERY BK-14 GN-18 5 J1939 (-) WH-18 4
2 21 11
225-6107 225-6107 4 OR-14 3 TROLL ENABLE
3 LOCKOUT SWITCH BK-18 3 STATION LOCKOUT OR-14 22 12 BU-18
OR-14 3 TROLL ENABLE 2
4 LOCKOUT BATTERY(+) RD-18 4 CAN SHIELD BARE 23
2
GN-20
BK-20
RD-20
WH-20
GN-20
BK-20
RD-20
5 CAN DATA (-) GN-18 24 155-2252 1
5
155-2267
155-2272
155-2273 6 CAN DATA (+) YL-18 1 WARNING LAMP BU-18
6 1
RD-14 (+)BATTERY 1 160-7689 2 DIAGNOSTIC LAMP BR-18
7 CAN DATA (+) YL-18
BK-14 (-)BATTERY 2 GY-18 SLOW VESSEL MODE 1 3 LOW OIL PRESSURE LAMP WH-18 226-3414
8 CAN DATA (-) GN-18
OR-14 STATION LOCKOUT 3 2 4 HIGH COOLANT TEMPERATURE LAMP GN-18
A
B
C
1
2
3
4
9 CAN SHIELD BARE 225-6107
226-0366 BARE CAN SHIELD 4 BK-18 START RELAY RETURN 3 MAINTENANCE INDICATOR LAMP OR-18
10 STATION LOCKOUT OR-14 5
RD-14
BK-14
OR-14
BARE
GN-18
YL-18
GN-18 CAN DATA (-) 5 4 STARBOARD CUSTOM 6 MAINTENANCE CLEAR SWITCH YL-18 225-6102
VALVE 1 (+)
VALVE 2 (-)
(-)BATTERY
TROLL ENABLED
11 (+)BATTERY RD-14 CABLE TEE
RD-14
BK-14
OR-14
BARE
GN-18
YL-18
YL-18 CAN DATA (+) 6 221-9506 YL-18 ATA DATA LINK (+) 5 7 HOUR METER(-) GY-18
12 (-)BATTERY BK-14
PANEL INTERFACE
GN
BK
RD
6 8 HOUR METER(+) VT-18
7 9 TACHOMETER(-) RD/GN-18
ENABLE
SHIELD
OR-18 BACKUP ECM ACTIVE
(+)BATTERY
(-)BATTERY
8 10 TACHOMETER(+)
SHAFT SPEED
SIGNAL RETURN
SENSOR POWER(+)
PK-18
SHAFT SPEED SENSOR
ENABLE
SHIELD
(-)
(+)
(+)BATTERY
(-)BATTERY
9 11 BATTERY(-) TN-18
TROLL VALVE
(-)
(+)
155-2273
155-2273 YL-18 TRIP CLEAR SWITCH 10 12 KEYSWITCH RD-18
TROLL
J1939
J1939
J1939
155-2273
RD-14 (+)BATTERY BU-18 ATA DATA LINK (-) 11
TROLL
1
J1939
J1939
J1939
BK-14 (-)BATTERY 2 RD-14 (+)BATTERY ECM(ECM BREAKER) 12 155-2273
226-3424
OR-14 (+)BATTERY SWITCHED 3 RD-14 (+)BATTERY ECM(ECM BREAKER) 13 1 (+)BATTERY RD-14
MARINE POWER DISPLAY
1
2
3
4
5
6
225-6112 14 2 (-)BATTERY BK-14 CABLE TEE
PORT ENGINE BARE J1939 SHIELD 4
STARBOARD CAN
1
2
3
4
5
6
212-6188 GN-18 J1939 (-) 5 CABLE TEE 15 3 (+)BATTERY SWITCHED OR-14 221-9506
155-2252 155-2273 221-9506 225-6107
STARTER INTERLOCK 16
CONFIGURATION 1 1
YL-18 J1939 (+) 6
1 (+)BATTERY RD-14
BR-18
17
INTERFACE 4
5
J1939 SHIELD
J1939 (-)
BARE
GN-18
CONFIGURATION 2 2 2 (-)BATTERY BK-14 WH-18 BACKUP ECM READY 18 6 J1939 (+) YL-18
225-6107 225-6107
CONFIGURATION RTN 3 DK/BU-18 3 (+)BATTERY SWITCHED OR-14 GY-18 LOW COOLANT LEVEL LAMP 19
EXTERNAL ALARM 4 4 J1939 SHIELD BARE WH-18 LOAD FEEDBACK SIGNAL 20 160-7689
BUS NEGATIVE 5 5 J1939 (-) GN-18 OR-18 GENERAL ALARM DRIVER 21 1 SLOW VESSEL MODE SWITCH GY-18
155-2273 6 J1939 (+) YL-18 22 2
BUS POSITIVE 6
RD-14 (+)BATTERY 1 RD-14 (+)BATTERY ECM(ECM BREAKER) 23 3 START RELAY RETURN BK-18
J1939 (+) 7 J1939 (+) YL-18
BK-14 (-)BATTERY 2 PK-18 SECONDARY THROTTLE (PWM) 24 4
J1939 (-) 8 J1939 (-) GN-18
OR-14 (+)BATTERY SWITCHED 3
1
2
3
4
5
6
1
2
3
4
5
6
J1939 SHIELD 9 J1939 SHIELD BARE BR-18 PRIMARY THROTTLE (PWM) 25 5 ATA DATA LINK (+) YL-18
225-6112 225-6107
155-2273
BARE J1939 SHIELD 4
1
2
3
4
5
6
1
2
3
4
5
6
MPD ENABLE 10 (+)BATTERY SWITCHED OR-14 26 6
J1939 SHIELD
(+)BATTERY
(-)BATTERY
TROLL ENABLE
J1939 (-)
J1939 (+)
225-6107
155-2273
11 (+)BATTERY RD-14 GN-18 J1939 (-) 5 27 7
POSITIVE BATTERY CABLE TEE
J1939 SHIELD
(+)BATTERY
(-)BATTERY
TROLL ENABLE
J1939 (-)
J1939 (+)
12 (-)BATTERY BK-14 YL-18 J1939 (+) 6 221-9506 28 8 BACKUP ECM ACTIVE OR-18
NEGATIVE BATTERY
120
29 9
120
30 10 TRIP CLEAR SWITCH YL-18
31 11 ATA DATA LINK (-) BU-18
J1939 SHIELD
(+)BATTERY
(-)BATTERY
TROLL ENABLE
J1939 (-)
J1939 (+)
TERMINATION
TERMINATION BK-18 MULTI-STATION CONTROL SYSTEM RETURN 32 12 (+)BATTERY ECM(ECM BREAKER) RD-14 RESISTOR
225-6116
155-2273 RESISTOR BR-18 TROLL ENABLE (ETP) 33 13 (+)BATTERY ECM(ECM BREAKER) RD-14 208-0432
RD-14
BK-14
OR-14
BARE
GN-18
YL-18
RD-14 (+)BATTERY 1 208-0432 34 14
PORT ENGINE
RD-14
BK-14
OR-14
BARE
GN-18
YL-18
BK-14 (-)BATTERY 2 35 15
MARINE POWER DISPLAY 225-6112
OR-14
BARE
(+)BATTERY SWITCHED
J1939 SHIELD
3
4
36
37
ELECTRONIC CONTROL MODULE 16
17
STARTER INTERLOCK BR-18 CUSTOM PANEL BREAKOUT (STARBOARD)
226-3422
STARBOARD ENGINE
INTERFACE
155-2273
212-6188 GN-18 J1939 (-) 5 BK-14 (-)BATTERY ECM 38 18 BACKUP ECM READY WH-18 155-2252
RD-14
BK-14
OR-14
BARE
GN-18
YL-18
155-2252 YL-18 J1939 (+) 6 155-2273 BK-14 (-)BATTERY ECM 39 19 LOW COOLANT LEVEL LAMP GY-18 BU-18 1 WARNING LAMP
225-6107
CONFIGURATION 1 1 1 (+)BATTERY RD-14 YL-18 SYNC SWITCH INPUT 2 40 20 LOAD FEEDBACK SIGNAL WH-18 BR-18 2 DIAGNOSTIC LAMP
CONFIGURATION 2 2 2 (-)BATTERY BK-14 BARE-18 J1939 (SHIELD) 41 21 GENERAL ALARM DRIVER OR-18 WH-18 3 LOW OIL PRESSURE LAMP
1
2
3
4
5
6
225-6107 225-6107
3E-3382
CONFIGURATION RTN 3 DK/BU-18 3 (+)BATTERY SWITCHED OR-14 225-6107 GY-18 42 22 GN-18 4 HIGH COOLANT TEMPERATURE LAMP
EXTERNAL ALARM 4 4 J1939 SHIELD BARE YL-18 43 23 (+)BATTERY ECM(ECM BREAKER) RD-14 OR-18 5 MAINTENANCE INDICATOR LAMP
5 J1939 (-) GN-18 103-0213 9X-4391 SECONDARY THROTTLE (PWM) PK-18 225-6102 YL-18
BUS NEGATIVE 5 44 24 6 MAINTENANCE CLEAR SWITCH
155-2273 6 J1939 (+) YL-18
BUS POSITIVE 6 101-RD 1 (+)BATTERY ECM(ECM BREAKER) RD-14 45 25 PRIMARY THROTTLE (PWM) BR-18 GY-18 7 HOUR METER(-)
RD-14 (+)BATTERY 1
J1939 (+) 7 J1939 (+) YL-18 229-BK 2 (-)BATTERY ECM BK-14 46 26 VT-18 8 HOUR METER(+)
J1939 (-) 8 J1939 (-) GN-18
BK-14 (-)BATTERY 2 229-BK 3 (-)BATTERY ECM BK-14 BK-14 (-)BATTERY ECM 47 MARINE 27 RD/GN-18 9
J1939 SHIELD
(+)BATTERY
(-)BATTERY
TROLL ENABLE
J1939 (-)
J1939 (+)
TACHOMETER(-)
9 J1939 SHIELD BARE OR-14 (+)BATTERY SWITCHED 3 M972-PK 4 SECONDARY THROTTLE (PWM) PK-18 J1939 (-) 48 28
J1939 SHIELD PK-18 10
JUNCTION
225-6107 TACHOMETER(+)
225-6112 BARE J1939 SHIELD 4
MPD ENABLE 10 (+)BATTERY SWITCHED OR-14 101-RD 5 (+)BATTERY ECM(ECM BREAKER) RD-14 PK-14 REMOTE START 49 29 TN-18 11 BATTERY(-)
(+)BATTERY RD-14 GN-18 J1939 (-) 5 945-BR CAT DATA LINK (-) BR-18 BU-18 DIAGNOSTIC LAMP 50 RD-18
BOX
POSITIVE BATTERY 11 CABLE TEE 6 30 12 KEYSWITCH
12 (-)BATTERY BK-14 YL-18 J1939 (+) 6 221-9506 944-OR 7 CAT DATA LINK (+) OR-18 GY-18 HIGH COOLANT TEMPERATURE LAMP 51 31
NEGATIVE BATTERY
225-6123
101-RD 8 (+)BATTERY ECM(ECM BREAKER) RD-14 BU-18 MAINTENANCE CLEAR 52 32 MULTI-STATION CONTROL SYSTEM RETURN BK-18
225-6116
229-BK 9 (-)BATTERY ECM BK-14 BR-18 SYNC SWITCH INPUT 1 53 33 TROLL ENABLE (PCP) BR-18
155-2273
8T-8736 M971-BR 10 PRIMARY THROTTLE (PWM) BR-18 OR-18 CAT DATA LINK (+) 54 34
RD-14
BK-14
OR-14
BARE
GN-18
YL-18
A (+)BATTERY SWITCHED RD-18 KEYSWITCH / ALARM PANEL
155-2264 C212-BK 11 MULTI-STATION CONTROL SYSTEM RETURN BK-18 55 STARBOARD ENGINE 35
F427-PK HOUR METER (+) PK-18 56
B (-)BATTERY BK-18
225-6118
STARBOARD ENGINE 1 KEYSWITCH OR-18
L464-BR
12
13 HOUR METER (-) BR-18 57
ELECTRONIC CONTROL MODULE 36
37
217-3865 2
1
2
3
4
5
6
3E-3382
C
D CAT DATA LINK (+) OR-18 3 REMOTE START BR-18 450-YL 14 TACHOMETER (+) YL-18 J1939 (+) 58 INTERFACE 38 (-)BATTERY ECM BK-14 STARBOARD ENGINE
SERVICE TOOL (+)BATTERY RD-14 451-BR 15 TACHOMETER (-) BR-18 VT-14 REMOTE ENGINE SHUTDOWN SWITCH 59 39 (-)BATTERY ECM BK-14 CUSTOMER CONNECTOR
E CAT DATA LINK (-) GN-18 4
CONNECTOR 226-0361 226-0361 BR-18 WARNING INDICATOR 9X-4391 103-0213
5 DIAGNOSTIC INDICATOR WH-18 A234-BK 16 J1939 (SHIELD) BARE-18 60 40 SYNC SWITCH INPUT 2 YL-18
F
6 WARNING INDICATOR GN-18 K900-YL 17 J1939 (+) YL-18 GY-18 LOW OIL PRESSURE INDICATOR 61 41 J1939 (SHIELD) BARE-18 RD-14 (+)BATTERY ECM 1 101-RD
G
7 REMOTE SHUTDOWN BU-18 BU-18 K990-GN 18 J1939 (-) GY-18 YL-18 MAINTENANCE INDICATOR 62 42 GY-18 BK-14 (-)BATTERY ECM 2 229-BK
H
8 (-)BATTERY BK-14 BK-14 L460-YL 19 TRIP CLEAR SWITCH YL-18 PK-18 HOUR METER (+) 63 43 YL-18 BK-14 (-)BATTERY ECM 3 229-BK
J
YL-18 PCP ALARM L463-GY 20 LOW COOLANT LEVEL LAMP GY-18 BR-18 HOUR METER (-) 64 44 PK-18 SECONDARY THROTTLE (PWM) 4 M972-PK
PCP ALARM F401-GY 21 HIGH COOLANT TEMPERATURE LAMP GY-18 BR-18 TACHOMETER (-) 65 45 RD-14 (+)BATTERY ECM 5 101-RD
3E-3364 155-2269 TO PORT 225-6116
REMOTE ENGINE F424-YL 22 MAINTENANCE INDICATOR YL-18 YL-18 TACHOMETER (+) 66 46 BR-18 CAT DATA LINK (-) 6 945-BR
2 BU-18 1 RD-18 ENGINE ECM
+ -
SHUTDOWN SWITCH
OPEN TO RUN BK-18 BK-18 F400-GY 23 LOW OIL PRESSURE LAMP GY-18 VT-18 TROLLING MODE 67 47 (-)BATTERY ECM BK-14 OR-18 CAT DATA LINK (+) 7 944-OR
NOTE B 1 2
F429-BU 24 DIAGNOSTIC LAMP BU-18 BR-18 CAT DATA LINK (-) 68 48 J1939 (-) RD-14 (+)BATTERY ECM 8 101-RD
F473-YL 25 WARNING LAMP BR-18 BR-14 KEYSWITCH 69 49 REMOTE START PK-14 BK-14 (-)BATTERY ECM 9 229-BK
F889-WH 26 LOAD FEEDBACK SIGNAL WH-18 70 50 DIAGNOSTIC LAMP BU-18 BR-18 PRIMARY THROTTLE (PWM) 10 M971-BR
H417-OR 27 BACKUP ECM ACTIVE OR-18 51 HIGH COOLANT TEMPERATURE LAMP GY-18 BK-18 MULTI-STATION CONTROL SYSTEM RETURN 11 C212-BK
225-6118 H419-WH 28 BACKUP ECM READY WH-18 155-2273 52 MAINTENANCE CLEAR BU-18 PK-18 HOUR METER (+) 12 F427-PK
391-PK 29 REMOTE START PK-14 RD-14 (+)BATTERY 1 53 SYNC SWITCH INPUT 1 BR-18 BR-18 HOUR METER (-) 13 L464-BR
J906-BR 30 KEYSWITCH BR-14 BK-14 (-)BATTERY 2 54 CAT DATA LINK (+) OR-18 YL-18 TACHOMETER (+) 14 450-YL
E794-YL 31 ATA DATA LINK (+) YL-18
225-6107 225-6107
OR-14 (+)BATTERY SWITCHED 3 PORT CAN 55 BR-18 TACHOMETER (-) 15 451-BR
BARE J1939 SHIELD 4 56 BARE-18
E793-BU 32
33
ATA DATA LINK (-) BU-18
GN-18 J1939 (-) 5
INTERFACE 57 YL-18
J1939 (SHIELD)
J1939 (+)
16
17
A234-BK
K900-YL
M973-BR 34 SYNC SWITCH INPUT 1 BR-18 YL-18 J1939 (+) 6 58 J1939 (+) GY-18 J1939 (-) 18 K990-GN
CONTROL STATION #1 WITH BACKUP
225-6116
M974-YL 35 SYNC SWITCH INPUT 2 YL-18 59 REMOTE ENGINE SHUTDOWN SWITCH VT-14 YL-18 TRIP CLEAR SWITCH 19 L460-YL
G966-PU 36 REMOTE ENGINE SHUTDOWN SWITCH VT-14 155-2252 60 WARNING LAMP BR-18 GY-18 LOW COOLANT LEVEL LAMP 20 L463-GY
STATION LOCKOUT F425-PU 37 TROLLING MODE VT-18 BU-18 WARNING LAMP 1 61 LOW OIL PRESSURE LAMP GY-18 GY-18 HIGH COOLANT TEMPERATURE LAMP 21 F401-GY
155-2273 TO STARBOARD
SWITCH R819-GY 38 SLOW VESSEL MODE GY-18 BR-18 DIAGNOSTIC LAMP 2 62 MAINTENANCE INDICATOR YL-18 YL-18 MAINTENANCE INDICATOR 22 F424-YL
3E-3364 155-2269 RD-14 (+)BATTERY 1 ENGINE ECM
248-7494 WH-18 LOW OIL PRESSURE LAMP 3 63 HOUR METER (+) PK-18
155-2252 1 RD-18 BK-14 (-)BATTERY F426-BU 39 MAINTENANCE CLEAR BU-18 GY-18 LOW OIL PRESSURE LAMP 23 F400-GY
INTEGRATED CONTROL HEAD 2
1 2 BK-18 40 GN-18 HIGH COOLANT TEMPERATURE LAMP 4 64 HOUR METER (-) BR-18 BU-18 DIAGNOSTIC LAMP 24 F429-BU
219-8022 OR-14 STATION LOCKOUT 3
2 226-0366 X994-BR 41 STARTER INTERLOCK SWITCH BR-18 OR-18 MAINTENANCE INDICATOR LAMP 5 65 TACHOMETER (-) BR-18 BR-18 WARNING LAMP 25 F473-YL
220-2313 BARE CAN SHIELD 4
220-2315 3 LOCKOUT SWITCH BK-18 GN-18 CAN DATA (-) 5
C214-BK 42 START RELAY RETURN BK-18
225-6102 YL-18 MAINTENANCE CLEAR SWITCH 6 PORT CUSTOM 66 TACHOMETER (+) YL-18 WH-18 LOAD FEEDBACK SIGNAL 26 F889-WH
GY-18 HOUR METER(-) TROLLING MODE VT-18
4
5
LOCKOUT BATTERY(+) RD-18 YL-18 CAN DATA (+) 6 155-2273
(+)BATTERY RD-14
X416-OR
K883-BR
43
44
GENERAL ALARM DRIVER
TROLL ENABLE (ETP)
OR-18
BR-18 VT-18 HOUR METER(+)
7
8
PANEL INTERFACE 67
68 CAT DATA LINK (-) BR-18
OR-18
WH-18
BACKUP ECM ACTIVE
BACKUP ECM READY
27
28
H417-OR
H419-WH
1
6 2 (-)BATTERY BK-14 45 RD/GN-18 TACHOMETER(-) 9 69 KEYSWITCH BR-14 PK-14 REMOTE START 29 391-PK
7 CAN DATA (+) YL-18 STATION LOCKOUT OR-14 225-6107 225-6107 46 PK-18 TACHOMETER(+) 10 70 BR-14 KEYSWITCH 30 J906-BR
3
8 CAN DATA (-) GN-18 47 TN-18 BATTERY(-) 11 YL-18 ATA DATA LINK (+) 31 E794-YL
4 CAN SHIELD BARE
9 CAN SHIELD BARE 48 RD-18 KEYSWITCH 12 7X-6222 BU-18 ATA DATA LINK (-) 32 E793-BU
5 CAN DATA (-) GN-18
226-0366 155-2273 49 1 STARTER INTERLOCK 33
10 STATION LOCKOUT OR-14 6 CAN DATA (+) YL-18
RD-14 (+)BATTERY 1 50 155-2252 2 BR-18 SYNC SWITCH INPUT 1 34 M973-BR
11 (+)BATTERY RD-14
12 (-)BATTERY BK-14 BK-14 (-)BATTERY 2 51 1 3 YL-18 SYNC SWITCH INPUT 2 35 M974-YL
OR-14 STATION LOCKOUT 3 52 GN-18 ENABLE GN-18 2 4 VT-14 REMOTE ENGINE SHUTDOWN SWITCH 36 G966-PU
225-6107 53 OR-18 SYNC SWITCH INPUT 2 OR-18 3 5 VT-18 TROLLING MODE 37 F425-PU
BARE CAN SHIELD 4
226-0367
GN-18 CAN DATA (-) 5 54 CUSTOM PANEL BREAKOUT (PORT) 4 6 GY-18 SLOW VESSEL MODE 38 R819-GY
CABLE TEE 226-3422
YL-18 CAN DATA (+) 6 55 BARE SHIELD BARE 5 7 BU-18 MAINTENANCE CLEAR 39 F426-BU
221-9506
STATION LOCKOUT
56
155-2252 RD-18 PRIMARY THROTTLE PWM 6 PORT THROTTLE 8 40
WARNING LAMP 1 BU-18 BARE SHIELD
SWITCH
248-7494 3E-3364 155-2269
57
58 DIAGNOSTIC LAMP 2 BR-18 WH-18 SECONDARY THROTTLE PWM
7
8
INTERFACE 9
10
BR-18
BK-18
STARTER INTERLOCK SWITCH
START RELAY RETURN
41
42
X994-BR
C214-BK
155-2273
BACKUP PANEL
1
155-2252 1
2
RD-18
BK-18
RD-14 (+)BATTERY 1
59 LOW OIL PRESSURE LAMP 3 WH-18 BU-18 SVM 9 STARBOARD EXPANSION 11 (-)BATTERY OR-18 GENERAL ALARM DRIVER 43 X416-OR
219-8023 60 HIGH COOLANT TEMPERATURE LAMP 4 GN-18 RD-18 10 12 BR-18 TROLL ENABLE (PCP) 44 K883-BR
2
BK-14
OR-14
(-)BATTERY
STATION LOCKOUT
2
61 MAINTENANCE INDICATOR LAMP 5 OR-18 WH-18 11 INTERFACE 13 45
3 225-6102
3 LOCKOUT SWITCH BK-18 226-0366 62 MAINTENANCE CLEAR SWITCH 6 YL-18 BU-18 12 14 46
BARE CAN SHIELD 4
4 LOCKOUT BATTERY(+) RD-18 63 HOUR METER(-) 7 GY-18 15 47
GN-18 CAN DATA (-) 5
5
6
YL-18 CAN DATA (+) 6 155-2273 64 HOUR METER(+) 8 VT-18
OR-18
155-2264
KEYSWITCH
16 TRIP CLEAR SWITCH
Wire Color 48
1 (+)BATTERY RD-14 65 TACHOMETER(-) 9 RD/GN-18 1 17 49
7 CAN DATA (+) YL-18
2 (-)BATTERY BK-14 66 TACHOMETER(+) 10 PK-18 YL-18 PCP ALARM 2 18 Abbreviations 50
8 CAN DATA (-) GN-18 225-6107 225-6107 67 BATTERY(-) 11 TN-18 BU-18 BU-18 REMOTE SHUTDOWN 3 19 51
3 STATION LOCKOUT OR-14
9 CAN SHIELD BARE
226-0366 4 CAN SHIELD BARE 68 KEYSWITCH 12 RD-18
226-0361
BR-18 REMOTE START 4 PORT KEYSWITCH/ALARM 20 BK BLACK 52
10 STATION LOCKOUT OR-14 WH-18 DIAGNOSTIC INDICATOR
11 (+)BATTERY RD-14 155-2273
5 CAN DATA (-)
CAN DATA (+)
GN-18
YL-18
69
70 GN-18 WARNING INDICATOR
5
6
PANEL INTERFACE 21
22 BR BROWN
53
54
6
30 Page, (Dimensions: 39 inches x 28 inches)
12 (-)BATTERY BK-14 RD-14 (+)BATTERY 1 BK-14 BK-18 (-)BATTERY 7 SYNC PANEL CAT DATA LINK PCP POWER 23
BU BLUE 55
BK-14 (-)BATTERY 2 RD-14 (+)BATTERY 8 24 56
OR-14 STATION LOCKOUT 3
226-0361 NEGATIVE POSITIVE INTERFACE INTERFACE INTERFACE GN GREEN 57
225-6107
BARE CAN SHIELD 4 58
BATTERY
10
11
12
3E-3364
GY GRAY
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
9
10
11
12
GN-18 CAN DATA (-) 5 59
REMOTE ENGINE CONNECTION
1
2
3
4
5
6
7
8
9
CABLE TEE DKBU-18 2
155-2264
155-2254
YL-18 CAN DATA (+) 6 221-9506 OPEN TO RUN SHUTDOWN SWITCH 60
BK-18 1 OR ORANGE
(+)BATTERY SWITCHED
CAT DATA LINK (+)
CAT DATA LINK (-)
(-)BATTERY
MARINE POWER DISPLAY NOTE B 61
PORT (+)BATTERY SWITCHED
STARBOARD (+)BATTERY SWITCHED
EXTERNAL ALARM COMMON
EXTERNAL ALARM NORMALLY CLOSED
(-)BATTERY
(+)BATTERY1 PRIMARY
(+)BATTERY2 PRIMARY
(+)BATTERY2 SECONDARY
(+)BATTERY1 SECONDARY
(-)BATTERY
PORT ENGINE
212-6188 CUSTOMER INSTALLED NOTE A PK PINK
62
155-2273 63
155-2252 64
CONFIGURATION 1 1
RD-14 (+)BATTERY 1 PU PURPLE
BK-14 (-)BATTERY 2 65
CONFIGURATION 2 2 BATTERY REVERSE ISOLATOR RD RED 66
OR-14 (+)BATTERY SWITCHED 3
CONFIGURATION RTN 3 DK/BU-18 225-6112
BARE J1939 SHIELD 4 67
EXTERNAL ALARM 4
GN-18 J1939 (-)
VT VIOLET 68
5 225-6118
BUS NEGATIVE 5
BUS POSITIVE 6
YL-18 J1939 (+) 6 155-2273 BATTERY BATTERY WH WHITE
69
TERMINATION
RD-18
OR-18
GN-18
BK-18
1 (+)BATTERY RD-14 70
RENR7929-07
J1939 (+) 7 J1939 (+) YL-18 RESISTOR
2 (-)BATTERY BK-14 YL YELLOW
J1939 (-) 8 J1939 (-) GN-18 225-6107 225-6107 225-6107 208-0432
3 (+)BATTERY SWITCHED OR-14
J1939 SHIELD 9 J1939 SHIELD BARE 1 12V or 24V 12V or 24V
225-6112 4 J1939 SHIELD BARE 225-6107
MPD ENABLE 10 (+)BATTERY SWITCHED OR-14 2
5 J1939 (-) GN-18
POSITIVE BATTERY 11 (+)BATTERY RD-14 155-2273 3
12 (-)BATTERY BK-14
6 J1939 (+) YL-18
4
THIS SCHEMATIC IS FOR THE MULTI-STATION CONTROL SYSTEM
NEGATIVE BATTERY RD-14 (+)BATTERY 1 120
(TYPICAL DUAL ENGINE INSTALLATION)
225-6118
BK-14 (-)BATTERY 5
2
155-2273 6
225-6107
OR-14 (+)BATTERY SWITCHED 3
RD-14 (+)BATTERY 1 NOTE A: NOT USED WHEN A PCP IS INSTALLED.
BARE J1939 SHIELD 4
GN-18 J1939 (-) 5
BK-14 (-)BATTERY 2 225-6118 NOTE B: THIS CONNECTION MAY BE USED WITH THE ENGINE SHUTDOWN
CABLE TEE
YL-18 J1939 (+) 6 225-6107 225-6107
OR-14 (+)BATTERY SWITCHED 3
CIRCUIT OF THE FIRE SUPPRESSION SYSTEM FOR THE VESSEL.
RD-18
GN-18
OR-18
BK-18
BK-14
RD-14
GN-14
BU-14
WH-14
BR-14
221-9506 BARE CAN DATA SHIELD 4
MARINE POWER DISPLAY 155-2264
GN-18 CAN DATA (-) 5
STARBOARD ENGINE 155-2273 RD-14 (+)BATTERY
YL-18 CAN DATA (+) 6 1
212-6188
155-2273 1 (+)BATTERY RD-14 BK-14 (-)BATTERY 2
155-2252
226-0369
RD-14 (+)BATTERY 1 2 (-)BATTERY BK-14 YL-18 CAN DATA (+) 3
CONFIGURATION 1 1
CONFIGURATION 2 2
BK-14 (-)BATTERY 2 3 STATION LOCKOUT OR-14 226-0365 GN-18 CAN DATA (-) 4 BACKUP CONNECT JUMPER FOR 24V SYSTEM VOLTAGE Control / Item Description
BARE CAN SHIELD
CONFIGURATION RTN 3 DK/BU-18 225-6112
OR-14
BARE
(+)BATTERY SWITCHED
J1939 SHIELD
3
4
4
5
CAN SHIELD
CAN DATA (-)
BARE
GN-18
5
6
STATION REMOVE JUMPER FOR 12V SYSTEM VOLTAGE
217-8191 SYNC PANEL
EXTERNAL ALARM 4 CABLE TEE
GN-18 J1939 (-) 5 221-9506 6 CAN DATA (+) YL-18 7 208-0432 J1939/CAN TERMINATION RESISTOR
BUS NEGATIVE 5
YL-18 J1939 (+) 6 155-2273 OR-14 STATION LOCKOUT 8 155-2254
BUS POSITIVE 6 267-8623 MARINE POWER DISPLAY (MPD)
1 (+)BATTERY RD-14 1 PORT (+)BATTERY SWITCHED RD-18
J1939 (+) 7 J1939 (+) YL-18 217-3865 KEYSWITCH / ALARM
2 (-)BATTERY BK-14 155-2264 2 SELECT RETURN DKBU-18
J1939 (-) 8 J1939 (-) GN-18 225-6107 225-6107 219-8020 POWERTRAIN CONTROL PROCESSOR (PCP)
3 (+)BATTERY SWITCHED OR-14 RD-14 BATTERY (+) 1 3 STARBOARD (+)BATTERY SWITCHED GN-18
J1939 SHIELD 9 J1939 SHIELD BARE 219-8021 CONTROL STATION PROCESSOR (CSP)
225-6112 4 J1939 SHIELD BARE BK-14 BATTERY (-) 2 4 24V SYSTEM SELECT
10 (+)BATTERY SWITCHED OR-14
POWERTRAIN
MPD ENABLE 226-0363 226-0363 219-8022 INTEGRATED CONTROL HEAD (ICH) chrome
5 J1939 (-) GN-18 YL-18 CAN DATA (+) 3 5 EXTERNAL ALARM COMMON OR-18
(+)BATTERY RD-14
POSITIVE BATTERY 11 155-2273 6 J1939 (+) YL-18 GN-18 CAN DATA (-) 4 MASTER POWER 6 EXTERNAL ALARM NORMALLY CLOSED BK-18
226-0369 219-8023 BACKUP PANEL (BS)
CONTROL
NEGATIVE BATTERY 12 (-)BATTERY BK-14 RD-14 (+)BATTERY 1
BK-14 (-)BATTERY 2
BARE CAN SHIELD
CAN DATA LOOP
5
6
STATION 7
8
(-)BATTERY
(+)BATTERY1 PRIMARY
BK-14
RD-14
256-4883
220-2313
ELECTRONIC TROLL PROCESSOR (ETP)
INTEGRATED CONTROL HEAD (ICH) black
225-6107
OR-14
BARE
(+)BATTERY SWITCHED
J1939 SHIELD
3
4
DKBU-18 CAN DATA LOOP 7 PROCESSOR 9 (+)BATTERY2 PRIMARY GN-14 220-2315 INTEGRATED CONTROL HEAD (ICH) gold
OR-14 STATION LOCKOUT 8 10 (+)BATTERY2 SECONDARY BU-14
GN-18
YL-18
J1939 (-)
J1939 (+)
5
6
CABLE TEE 219-8020 11 (+)BATTERY1 SECONDARY WH-14
221-9506
221-9507
J1939/CAN TEE
BUTTON PANEL (BP) chrome
221-9506 155-2264 12 (-)BATTERY BR-14
SLIM LINE CONTROL HEAD - RIGHT SLANT HANDLE
155-2273 RD-14 (+)BATTERY 1
(+)BATTERY RD-14 BK-14 (-)BATTERY
223-8200 THROTTLE clear
1 2
2 (-)BATTERY BK-14 YL-18 CAN DATA (+) 3 223-8201 GEAR clear
3 STATION LOCKOUT OR-14 226-0365 GN-18 CAN DATA (-) 4 CONTROL 223-8204 DUAL clear
4
5
CAN SHIELD
CAN DATA (-)
BARE
GN-18
BARE CAN SHIELD 5
6
STATION 223-8205
223-8206
THROTTLE black
GEAR black
155-2273
RD-14 (+)BATTERY 1
6 CAN DATA (+) YL-18
OR-14 STATION LOCKOUT
7
8
PORT PORT STARBOARD STARBOARD 223-8208 DUAL black
FORWARD SLIM LINE CONTROL HEAD - STRAIGHT HANDLE
BK-14 (-)BATTERY 2 TRANSMISSION ECM/ETP ECM/ETP TRANSMISSION (+)V FORWARD SOLENOID 223-8211 THROTTLE clear
OR-14 (+)BATTERY SWITCHED 3
CONTROL STATION WITH BACKUP (END) 225-6107 225-6107 (-)V FORWARD
10
11
12
10
11
12
BARE CAN DATA SHIELD 4 223-8213 GEAR clear
TERMINATION
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
(+)V REVERSE
GN-18 CAN DATA (-) 5 RESISTOR 223-8214 DUAL clear
155-2264
155-2264
155-2252
155-2252
208-0432 (-)V REVERSE REVERSE
STATION LOCKOUT YL-18 CAN DATA (+) 6 SOLENOID
223-8216 THROTTLE black
155-2273 1
(+)V FORWARD
(+)V REVERSE
(-)V REVERSE
(-)V FORWARD
(+)V FORWARD
(+)V REVERSE
(-)V REVERSE
(-)V FORWARD
NOT USED
NOT USED
NOT USED
NOT USED
SWITCH 223-8218 GEAR black
3E-3364 155-2269 RD-14 (+)BATTERY 1
248-7494 2
155-2252 1 RD-18 223-8219 DUAL black
INTEGRATED CONTROL HEAD BK-14 (-)BATTERY 2 3
219-8022 1 2 BK-18 OR-14 STATION LOCKOUT SLIM LINE CONTROL HEAD - LEFT SLANT HANDLE
3 4
J1939 SHIELD
ENABLE
J1939 SHIELD
PRIMARY THROTTLE PWM
SYNC SWITCH INPUT 2
SECONDARY THROTTLE PWM
SVM
ENABLE
PRIMARY THROTTLE PWM
SYNC SWITCH INPUT 2
SECONDARY THROTTLE PWM
SVM
J1939 (+)
J1939 (-)
J1939 (+)
J1939 (-)
220-2313 2 226-0366 120 223-8220 THROTTLE clear
BARE CAN SHIELD 4 5
220-2315 3 LOCKOUT SWITCH BK-18 CABLE TEE
GN-18 CAN DATA (-) 5 221-9506 6 223-8221 GEAR clear
4 LOCKOUT BATTERY(+) RD-18 YL-18 CAN DATA (+) 6 155-2273 223-8222 DUAL clear
5 1 (+)BATTERY RD-14
223-8223 THROTTLE black
6 2 (-)BATTERY BK-14
223-8224 GEAR black
RD-18
OR-18
GN-18
WH-18
BU-18
BK-18
RD-18
OR-18
GN-18
WH-18
BU-18
BK-18
7 CAN DATA (+) YL-18 STATION LOCKOUT OR-14 225-6107 FORWARD
3
SOLENOID (+)V FORWARD 223-8225 DUAL black
8 CAN DATA (-) GN-18 TERMINATION 4 CAN SHIELD BARE 155-2273 3E-3382
9 CAN SHIELD BARE RESISTOR 5 CAN DATA (-) GN-18 (-)V FORWARD RD-18 (+)V FORWARD 1 (+)V FORWARD
226-0366 208-0432 (+)V REVERSE 224-9873 BUTTON PANEL (BP) black
10 STATION LOCKOUT OR-14 6 CAN DATA (+) YL-18 OR-18 (+)V REVERSE (+)V REVERSE
226-0371
2
11 (+)BATTERY RD-14 1 REVERSE (-)V REVERSE GN-18 (-)V REVERSE 3 (-)V REVERSE 224-9874 BUTTON PANEL (BP) gold
(-)BATTERY BK-14 2 SOLENOID
12 WH-18 4 225-6123 MARINE JUNCTION BOX (MJB) - DUAL ENGINE
GN-18
RD-18
OR-18
WH-18
BU-18
YL-18
GN-18
BARE
GN-18
RD-18
OR-18
WH-18
BU-18
YL-18
GN-18
BARE
3 BU-18 5 226-3422 CUSTOM PANEL BREAKOUT
120 4 BK-18 (-)V FORWARD 6 (-)V FORWARD 226-3424 SHAFT SPEED SENSOR
5 226-0371
CABLE TEE 229-3689 SIDE MOUNT CONTROL HEAD - DUAL - LEFT HANDLE
6 221-9506
229-3690 SIDE MOUNT CONTROL HEAD - DUAL - RIGHT HANDLE
STATION LOCKOUT
226-0371
SWITCH
3E-3364 155-2269 226-0367 226-0367
248-7494 155-2273
155-2252 1 RD-18
BACKUP PANEL RD-14 (+)BATTERY 1 155-2273 155-2273
219-8023 1 2 BK-18
BK-14 (-)BATTERY 2 1 1
Harness Chg Description
2 3E-3382 155-2273
OR-14 STATION LOCKOUT 3 2 2
3 LOCKOUT SWITCH BK-18 226-0366 (+)V FORWARD (+)V FORWARD RD-18 225-6102 00 MJB TO CUSTOM PANEL
BARE CAN SHIELD 4 1
4 LOCKOUT BATTERY(+) RD-18 3 3
GN-18 CAN DATA (-) (+)V REVERSE 2 (+)V REVERSE OR-18 225-6104 02 TPS TO MJB - DUAL ENGINE see other side
5 4 J1939 SHIELD BARE BARE J1939 SHIELD 4
5 (-)V REVERSE (-)V REVERSE GN-18 226-0367 226-0367
YL-18 CAN DATA (+) 6 155-2273 3 J1939 (-) GN-18 GN-18 J1939 (-)
225-6107 03 TEE TO TEE
6 5 5
1 (+)BATTERY RD-14 4 WH-18 155-2273 155-2273 225-6112 02 TEE TO MPD
7 CAN DATA (+) YL-18 6 J1939 (+) YL-18 YL-18 J1939 (+) 6
2 (-)BATTERY BK-14 5 BU-18 RD-14 (+)BATTERY 1 1 (+)BATTERY RD-14 225-6116 02 ECM TO MJB
8 CAN DATA (-) GN-18 225-6107 (-)V FORWARD (-)V FORWARD BK-18
3 STATION LOCKOUT OR-14 6 BK-14 (-)BATTERY 2 2 (-)BATTERY BK-14 225-6118 03 CDL TO MJB
9 CAN SHIELD BARE 225-6107 225-6107 225-6107
226-0366 TERMINATION 4 CAN SHIELD BARE OR-14 (+)BATTERY SWITCHED 3 3 (+)BATTERY SWITCHED OR-14 225-6120 02 MJB TO SYNC PANEL see other side
10 STATION LOCKOUT OR-14
RESISTOR 5 CAN DATA (-) GN-18 BARE J1939 SHIELD 4 4 J1939 SHIELD BARE
11 (+)BATTERY RD-14 208-0432 226-0361 02 MJB TO KEYSWITCH
6 CAN DATA (+) YL-18 GN-18 J1939 (-) 5 5 J1939 (-) GN-18
12 (-)BATTERY BK-14 226-0363 02 PCP TO MS, CS, BS
1 YL-18 J1939 (+) 6 155-2273 155-2273 6 J1939 (+) YL-18
2 1 (+)BATTERY RD-14 RD-14 (+)BATTERY 1 226-0365 00 TEE TO PCP
3 2 (-)BATTERY BK-14 BK-14 (-)BATTERY 2 226-0366 01 TEE TO BS, CSP, ICH
120 4 3 (+)BATTERY SWITCHED OR-14 OR-14 (+)BATTERY SWITCHED 3 226-0367 04 PCP TO MJB AND TEE
5 225-6107 225-6107
CABLE TEE 4 J1939 SHIELD BARE BARE J1939 SHIELD 4 226-0369 02 MJB TO PCP PWR
6 221-9506 5 J1939 (-) GN-18 GN-18 J1939 (-) 5
CABLE TEE CABLE TEE 226-0371 03 PCP TO GEAR
MARINE POWER DISPLAY 221-9506 6 J1939 (+) YL-18 YL-18 J1939 (+) 6 221-9506 see other side
226-0411 02 BP TO CSP
PORT ENGINE
212-6188 226-0417 01 ETP TO SENSOR AND VALVE
155-2273
155-2252 226-3414 00 TEE TO ETP
RD-14 (+)BATTERY 1
CONFIGURATION 1 1 226-3419 02 THROTTLE/GEAR "Y" HARNESS see other side
BK-14 (-)BATTERY 2
CONFIGURATION 2 2 226-0367 226-0367
OR-14 (+)BATTERY SWITCHED 3
CONFIGURATION RTN 3 DK/BU-18 225-6112
BARE J1939 SHIELD 4
EXTERNAL ALARM 4
GN-18 J1939 (-) 5
BUS NEGATIVE 5
YL-18 J1939 (+) 6 155-2273
BUS POSITIVE 6
1 (+)BATTERY RD-14
J1939 (+) 7 J1939 (+) YL-18
2 (-)BATTERY BK-14
J1939 (-) 8 J1939 (-) GN-18 225-6107
J1939 SHIELD 9 J1939 SHIELD BARE
3
4
(+)BATTERY SWITCHED
J1939 SHIELD
OR-14
BARE
TYPICAL CONTROL STATION CONFIGURATION
225-6112 TERMINATION
MPD ENABLE 10 (+)BATTERY SWITCHED OR-14 RESISTOR 5 J1939 (-) GN-18
THE MAXIMUM NUMBER OF MASTER STATIONS IS 1.
POSITIVE BATTERY 11 (+)BATTERY RD-14 208-0432 6 J1939 (+) YL-18 THE MAXIMUM NUMBER OF CONTROL STATIONS IS 7.
NEGATIVE BATTERY 12 (-)BATTERY BK-14
1
2 Control Station #7 with Backup(End) Control Station #6 with Backup Control Station #5 with Backup Control Station #4 with Backup Control Station #3 with Backup Control Station #2 with Backup Control Station #1 with Backup Master Station with Backup
3
120 4
5 CSP Backup MPD CSP Backup MPD CSP Backup MPD CSP Backup MPD CSP Backup MPD CSP Backup MPD CSP Backup MPD MPD CSP Backup MPD
CABLE TEE MPD ICH MPD ICH MPD ICH MPD ICH MPD ICH MPD ICH MPD ICH
6 221-9506 ICH
MARINE POWER DISPLAY
STARBOARD ENGINE
212-6188
155-2273
155-2252
RD-14 (+)BATTERY 1
CONFIGURATION 1 1
CONFIGURATION 2 2
BK-14 (-)BATTERY 2 Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE Cable TEE
OR-14 (+)BATTERY SWITCHED 3
CONFIGURATION RTN 3 DK/BU-18 225-6112
BARE J1939 SHIELD 4
EXTERNAL ALARM 4
GN-18 J1939 (-) 5
BUS NEGATIVE 5
YL-18 J1939 (+) 6 155-2273
BUS POSITIVE 6 120 120 120 120
J1939 (+) 7 J1939 (+) YL-18
1 (+)BATTERY RD-14 KEY KEY CDL
J1939 (-) 8 J1939 (-) GN-18
2 (-)BATTERY BK-14
225-6107
Alarm Alarm
3 (+)BATTERY SWITCHED OR-14
J1939 SHIELD 9 J1939 SHIELD BARE
225-6112 TERMINATION 4 J1939 SHIELD BARE
MPD ENABLE 10 (+)BATTERY SWITCHED OR-14 RESISTOR 5 J1939 (-) GN-18
POSITIVE BATTERY 11 (+)BATTERY RD-14 208-0432 6 J1939 (+) YL-18
NEGATIVE BATTERY 12 (-)BATTERY BK-14
1
2 MARINE JUNCTION BOX
3
120 4
5 POWERTRAIN CONTROL PROCESSOR
CABLE TEE
6 221-9506
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Systems Operation
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01989779
Air Inlet and Exhaust System
SMCS - 1050
The air inlet and the exhaust system includes the following components:
air cleaner
turbocharger
aftercooler (if equipped)
inlet manifold (passages inside the cylinder block)
cylinder head
valves
valve system components
exhaust manifold
Illustration 1 g00327243
Air inlet and exhaust system
Clean inlet air from the air cleaner is pulled through air inlet (6) of the turbocharger by the turning of compressor
wheel (4). The compressor wheel causes a compression of the air. The air then flows to the aftercooler (if
equipped), and then to inlet manifold (2) of the engine. When the inlet valves open, the air flows into engine
cylinders (3). The air is mixed with the fuel for combustion. When the exhaust valves open, the exhaust gases go
out of the engine cylinders and into exhaust manifold (1). From the exhaust manifold, the exhaust gases flow
through the blades of turbine wheel (5). This causes the turbine wheel and compressor wheel to turn. The
exhaust gases then flow out of exhaust outlet (7) of the turbocharger.
Illustration 2 g00332861
Air inlet and exhaust system
(1) Exhaust manifold
(2) Inlet manifold and aftercooler
(4) Air inlet
(7) Exhaust outlet
(8) Turbocharger
(9) Cylinder head
Illustration 3 g00332864
Airflow schematic (typical example)
(1) Exhaust manifold
(2) Inlet manifold and aftercooler
(4) Air inlet
(7) Exhaust outlet
(8) Turbochargers
Aftercooler
Some engines have an aftercooler (2). The aftercooler is installed above the inlet manifold.
Illustration 4 g00542273
Air inlet system (typical example)
(1) Turbocharger
(2) Aftercooler
(3) Elbow on the front bonnet of the oil cooler
The aftercooler has a core assembly that is charged by coolant. Coolant from elbow (3) on the front bonnet of
the oil cooler flows through the aftercooler core assembly. The coolant then flows out of the aftercooler through
a different pipe into the rear of the cylinder block.
The inlet air from the compressor side of the turbocharger flows into the aftercooler. The air passes through the
core assembly which lowers the temperature as much as 38°C to 93°C (100°F to 200°F). The cooler air flows
out of the bottom of the aftercooler and into the air chamber. The cooler air then flows through the inlet ports
(passages) in the cylinder heads. Cooler air is denser air. Dense air will help the engine burn the fuel more
efficiently. This gives the engine more power.
Turbocharger
Illustration 5 g00542300
Twin turbochargers
(1) Exhaust manifolds
(2) Oil drain line (one on each side)
(3) Oil supply line (one on each side)
(4) Air inlet
(7) Exhaust outlet
(20) Air outlet
Two turbochargers are mounted on the rear of the engine. All of the exhaust gases from the left exhaust manifold
goes through the left turbocharger, and the right turbocharger uses the exhaust from the right exhaust manifold.
Illustration 6 g00332960
Turbocharger (typical example)
(4) Air inlet
(5) Compressor wheel
(6) Turbine wheel
(7) Exhaust outlet
(8) Compressor housing
(9) Thrust bearing
(10) Sleeve
(11) Lubrication inlet port
(12) Turbine housing
(13) Sleeve
(14) Sleeve
(15) Oil deflector
(16) Bearing
(17) Oil outlet port
(18) Bearing
(19) Exhaust inlet
(20) Air outlet
The exhaust gases go into the turbine housing (12) and the exhaust gases push the blades of the turbine wheel
(6). This causes the turbine wheel and the compressor wheel to turn at a rate up to 70,000 rpm.
Clean air from the air cleaners is pulled through the compressor housing air inlet (4) by the rotation of the
compressor wheel (5). The action of the compressor wheel blades causes a compression of the inlet air. This
compression gives the engine more power. The engine gets more power because the engine is able to burn more
air and more fuel during combustion.
The maximum rpm of the turbocharger is controlled by the following items:
the fuel setting
the high idle rpm setting
the height above sea level
NOTICE
If the high idle rpm or the engine rating is higher than given in the
Technical Marketing Information (TMI) for the height above sea level
at which the engine is operated, there can be damage to engine or to
turbocharger parts. Damage will result when increased heat and/or
friction due to the higher engine output goes beyond the engine cooling
and lubrication system's abilities.
The bearings (16) and (18) in the turbocharger use engine oil under pressure for lubrication. The oil comes in
through the oil inlet port (11). The oil flows through the passages in the center section for the lubrication of the
bearings. The oil flows out of the oil outlet port (17) to the engine lubrication system.
Valve System Components
The valve system components control the flow of inlet air into the cylinders during engine operation. The valve
system components control the flow of exhaust gases out of the cylinders during engine operation.
The crankshaft gear drives the camshaft gear. The camshaft gear is in time with the crankshaft gear. The timing
provides the correct relationship between the piston and the valve movement.
The camshaft has two lobes for each cylinder. One lobe controls the exhaust valves. The other lobe controls the
inlet valves.
Illustration 7 g00327369
Valve system components (typical example)
(1) Inlet valve bridge
(2) Inlet rocker arm
(3) Valve pushrod
(4) Rotocoil
(5) Valve spring
(6) Valve guide
(7) Inlet valves
(8) Lifter
(9) Camshaft
Illustration 8 g00332964
Valve system components (typical example)
(1) Inlet valve bridge
(2) Inlet rocker arm
(7) Inlet valves
(10) Exhaust rocker arm
(11) Exhaust valve bridge
(12) Exhaust valves
The camshaft lobes turn and the lifters (8) and (9) move up and down. This movement causes the pushrods (3) to
move. The pushrods move the rocker arms (2) and (10) up and down. The rocker arms move the inlet valve
bridge (1) and the exhaust valve bridge (11) up and down. The bridges are attached to the cylinder head by
dowels. These bridges allow one rocker arm to either open or either close two valves at the same time. There are
two inlet valves and two exhaust valves for each cylinder.
Rotocoils (4) cause the valves to turn while the engine is running. Valve rotation provides a longer service life.
Valve rotation also minimizes carbon deposits on the valves.
The valve springs (5) cause the valves to close when the lifters move down.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988409
Air Inlet and Exhaust System - Inspect
SMCS - 1050-040
Visual Inspection
Inspect the following parts at each oil change:
Air lines
Hoses
Hose clamps
Gasket joints
Pressurized air can cause personal injury. When pressurized air is used
for cleaning, wear a protective face shield, protective clothing, and
protective shoes.
Ensure that the constant torque hose clamps are tightened to the correct torque. Check the welded joints for
cracks. Ensure that the brackets are tightened in the correct positions. Ensure that the brackets are in good
condition. Use compressed air to clean any debris or any dust from the aftercooler core assembly. Inspect the
cooler core fins for the following conditions:
Damage
Debris
Corrosion
Use a stainless steel brush to remove any corrosion. Ensure that you use soap and water.
Note: When parts of the aftercooler system are repaired, a leak test is recommended. When parts of the
aftercooler system are replaced, a leak test is recommended.
Inlet Manifold Pressure
Normal inlet manifold air pressure with high exhaust temperature can be caused by blockage of the fins of the
aftercooler core. Clean the fins of the aftercooler core. Refer to "Visual Inspection" for the cleaning procedure.
Low inlet manifold pressure and high exhaust manifold temperature can be caused by any of the following
conditions:
Plugged air cleaner - Clean the air cleaner or replace the air cleaner, as required. Refer to the Operation and
Maintenance Manual, "Engine Air Cleaner Element - Clean/Replace".
Blockage in the air lines - Blockage in the air lines between the air cleaner and the turbocharger must be
removed.
Aftercooler core leakage - Aftercooler core leakage should be pressure tested. Refer to "Aftercooler Core
Leakage" topic for the testing procedure.
Leakage of the induction system - Any leakage from the pressure side of the induction system must be
repaired.
Inlet manifold leak - An inlet manifold leak can be caused by the following conditions: loose fittings and plugs,
missing fittings and plugs, damaged fittings and plugs and leaking inlet manifold gasket.
Aftercooler Core Leakage
Illustration 1 g00295702
FT-1984 Aftercooler Testing Group
(1) Regulator and valve assembly
(2) Nipple
(3) Relief valve
(4) Tee
(5) Coupler
(6) Aftercooler
(7) Dust plug
(8) Dust plug
(9) Chain
A low power problem in the engine can be the result of aftercooler leakage. Aftercooler system leakage can
result in the following problems:
Low power
Low boost pressure
Black smoke
High exhaust temperature
NOTICE
Remove all air leaks from the system to prevent engine damage. In
some operating conditions, the engine can pull a manifold vacuum for
short periods of time. A leak in the aftercooler or air lines can let dirt
and other foreign material into the engine and cause rapid wear and/or
damage to engine parts.
A large leak of the aftercooler core can often be found by making a visual inspection. To check for smaller leaks,
use the following procedure:
1. Disconnect the air pipes from the inlet and outlet side of the aftercooler core.
Dust plug chains must be installed to the aftercooler core or to the
radiator brackets to prevent possible injury while you are testing. Do
not stand in front of the dust plugs while you are testing.
2. Install couplers (5) on each side of the aftercooler core. Also, install dust plugs (7) and (8). These items
are included with the FT-1984 Aftercooler Testing Group.
Note: Installation of additional hose clamps on the hump hoses is recommended in order to prevent the
hoses from bulging while the aftercooler core is being pressurized.
NOTICE
Do not use more than 240 kPa (35 psi) of air pressure or damage to the
aftercooler core can be the result.
3. Install the regulator and valve assembly (1) on the outlet side of the aftercooler core assembly. Also, attach
the air supply.
4. Open the air valve and pressurize the aftercooler to 205 kPa (30 psi). Shut off the air supply.
5. Inspect all connection points for air leakage.
6. The aftercooler system's pressure should not drop more than 35 kPa (5 psi) in 15 seconds.
7. If the pressure drop is more than the specified amount, use a solution of soap and water to check all areas
for leakage. Look for air bubbles that will identify possible leaks. Replace the aftercooler core, or repair
the aftercooler core, as needed.
To help prevent personal injury when the tooling is removed, relieve all
pressure in the system slowly by using an air regulator and a valve
assembly.
8. After the testing, remove the FT-1984 Aftercooler Testing Group. Reconnect the air pipes on both sides of
the aftercooler core assembly.
Restriction Of Air Inlet And Exhaust
There will be a reduction in the performance of the engine if there is a restriction in the air inlet system or the
exhaust system.
The air flow through a used air cleaner may have a restriction. The air flow through a plugged air cleaner will be
restricted to some degree. In either case, the restriction must not be more than the following amount:
7.5 kPa (30 in H2O)
Back pressure is the difference in the pressure between the exhaust at the outlet elbow and the atmospheric air.
Back pressure from the exhaust must not be more than the following amount:
6.7 kPa (27 in H2O)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988375
Turbocharger - Inspect
SMCS - 1052-040
Inspect the bearing of the turbocharger if any unusual sound or vibration is noticed.
A quick check of the bearing condition can be made without disassembling the turbocharger. This can be done
by removing the piping from the turbocharger and inspecting the following items.
The compressor impeller
The turbine wheel
The compressor cover
Rotate the compressor and the turbine wheel assembly by hand and observe by feeling excess end play. The
rotating assembly should rotate freely. There should be no rubbing or binding of the rotating assembly. If there is
any indication of internal damage to the rotating components of the turbocharger, replace the turbocharger.
Illustration 1 g00320945
Checking turbocharger rotating assembly end play (typical example)
End play is checked with a dial indicator. Attach a dial indicator with the indicator point on the end of the shaft.
Apply forward and backward force to the shaft of the turbocharger. Make a note of the total indicator reading.
If the end play is more than the maximum end play, rebuild the turbocharger or replace the turbocharger. A
measurement that is below the minimum specification could indicate that there is carbon on the turbine wheel.
The turbocharger should be disassembled for cleaning and inspection.
A more reliable check of the bearing conditions can be made only when the turbocharger is disassembled. The
bearings, the shaft journal, and the housing bore diameters can actually be measured.
Note: Do not cock the shaft. This could result in a false reading.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988379
Inlet Manifold Pressure - Test
SMCS - 1058-081
Measurement Of Inlet Manifold Air Pressure
The efficiency of an engine can be checked by making a comparison of the pressure in the inlet manifold with
the information in the Technical Marketing Information (TMI).
This test is used when there is a decrease of horsepower from the engine, yet there is no actual sign of a problem
with the engine.
The correct pressure for the inlet manifold is also given in the Technical Marketing Information (TMI), "Fuel
Setting and Related Information". These standards are established under the following conditions:
barometric pressure of 96 kPa (29 Inches Hg)
outside air temperature of 29°C (85°F)
API rated fuel of 35
Any change from these conditions can change the pressure in the inlet manifold. The outside air may have a
higher temperature and a lower barometric pressure than the values that are given above. This will cause a lower
inlet manifold pressure measurement than the pressure in the TMI. Outside air that has both a lower temperature
and a higher barometric pressure will cause a higher inlet manifold pressure measurement.
A difference in fuel density will change horsepower (stall speed) and boost. If the fuel is rated above 35 API, the
pressure in the inlet manifold can be less than the pressure that appears in the TMI. If the fuel is rated below 35
API, the pressure in the inlet manifold can be more than the pressure that appears in the TMI.
Note: Be sure that the air inlet or the exhaust does not have a restriction when you are checking the inlet
manifold air pressure.
Use 1U-5470 Engine Pressure Group to check the pressure in the inlet manifold.
Remove the plug on the aftercooler housing in order to measure inlet manifold pressure.
Illustration 1 g00293196
1U-5470 Engine Pressure Group
This tool group has a gauge to read pressure in the inlet manifold. Refer to Special Instruction, SEHS8524 for
the operation of this tool group.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988370
Exhaust Temperature - Test
SMCS - 1088-081
Measurement Of Exhaust Temperature
Table 1
Required Tools
Part Number Part Name Quantity
123-6700 Laser Infrared Thermometer 1
Use the 123-6700 Infrared Thermometer to check this exhaust temperature. You can find operating instructions
and maintenance instructions inside the Operator's Manual, NEHS0630, "123-6700 Infrared Thermometer II
with Laser Sighting".
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01780714
Aftercooler
SMCS - 1063
S/N - 3JK1-UP
S/N - 7BL1-UP
S/N - 8RG1-UP
S/N - REA1-UP
Illustration 1 g00910499
Typical example
(1) O-ring Seals
Lubricate the bore and O-ring seals (1) of the aftercooler sparingly with engine oil or glycerin.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01985735
Exhaust Manifold
SMCS - 1059
3408
One Piece Exhaust Manifold
Illustration 1 g00908388
Typical Example
Put 5P-3931 Anti-Seize Compound on the stud threads prior to assembly.
Use a centering tool in at least one oversize hole per manifold section in order to align the manifolds.
Use the procedure that follows to tighten the exhaust manifold on the cylinder head.
1. In a numerical sequence, tighten locknuts 1 through 8.
Torque for locknuts ... 38 ± 5 N·m (28 ± 4 lb ft)
Two-Piece Exhaust Manifold
Illustration 2 g00908392
Typical Example
Coat female ends of manifold with oil.
Apply 2P-2333 Manifold Sealer to the outside diameter of the male ends of the manifold prior to assembly.
Put 5P-3931 Anti-Seize Compound on the stud threads prior to assembly.
Use a centering tool in at least one oversize hole per manifold section in order to align the manifolds.
Use the procedure that follows to tighten the exhaust manifold on the cylinder head.
1. In a numerical sequence, tighten locknuts 1 through 8.
Torque for locknuts ... 20 ± 3 N·m (15 ± 2 lb ft)
2. In a numerical sequence, tighten locknuts 1 through 8 again.
Torque for locknuts ... 38 ± 5 N·m (28 ± 4 lb ft)
Two-Piece Exhaust Manifold (Bellows Flange)
Illustration 3 g00908401
Typical Example
Put 5P-3931 Anti-Seize Compound on the stud threads prior to assembly.
Use a centering tool in at least one oversize hole per each manifold section in order to align the manifolds.
Use the procedure that follows to tighten the exhaust manifold on the cylinder head.
1. In a numerical sequence, tighten locknuts 1 through 8.
Torque for locknuts ... 20 ± 3 N·m (15 ± 2 lb ft)
2. In a numerical sequence, tighten locknuts 1 through 8 again.
Torque for locknuts ... 38 ± 5 N·m (28 ± 4 lb ft)
3412
Three-Piece Exhaust Manifold
Illustration 4 g00837694
Typical Example
Coat female ends of manifold with oil.
Apply 2P-2333 Manifold Sealer to the outside diameter of the male ends of the manifold prior to assembly.
Put 5P-3931 Anti-Seize Compound on the stud threads prior to assembly.
Use a centering tool in at least one oversize hole per manifold section in order to align the manifolds.
Use the procedure that follows to tighten the exhaust manifold on the cylinder head.
1. In a numerical sequence, tighten locknuts 1 through 12.
Torque for locknuts ... 20 ± 3 N·m (15 ± 2 lb ft)
2. In a numerical sequence, tighten locknuts 1 through 12 again.
Torque for locknuts ... 38 ± 5 N·m (28 ± 4 lb ft)
Three-Piece Exhaust Manifold (Bellows Flange)
Illustration 5 g00904207
Typical Example
Put 5P-3931 Anti-Seize Compound on the stud threads prior to assembly.
Use a centering tool in at least one oversize hole per manifold section in order to align the manifolds.
1. In a numerical sequence, tighten locknuts 1 through 12.
Torque for locknuts ... 20 ± 3 N·m (15 ± 2 lb ft)
2. In a numerical sequence, tighten locknuts 1 through 12 again.
Torque for locknuts ... 38 ± 5 N·m (28 ± 4 lb ft)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01978019
Turbocharger
SMCS - 1052
3408
Illustration 1 g01025836
Typical example
(1) V-band clamps
Tighten the V-band clamps to the following torque. ... 14 ± 2 N·m (124 ± 18 lb in)
Gently hit around the V-band clamp with a soft faced hammer. Again tighten the V-band clamps to the
following torque. ... 14 ± 2 N·m (124 ± 18 lb in)
(2) Impeller
In order to install the impeller, the impeller must be at room temperature. Apply a thin coat of oil to the
threads and the nut's contact point on the impeller face. Tighten the nut to the following torque in order to
seat the impeller. ... 14 to 17 N·m (10 to 13 lb ft)
Loosen the nut. Again, tighten the nut to the following torque. ... 5 ± 4 N·m (44 ± 35 lb in)
Use a paint stick to place an index mark on the nut and the impeller housing. Tighten the nut for an
additional angle. ... 120 °
Apply 5P-3931 Anti-Seize Compound on the washer face and the bolt threads of the exhaust manifold before
assembly. Tighten the bolts and nuts that hold the turbocharger to the exhaust manifold to the following torque.
... 55 ± 10 N·m (40 ± 7 lb ft)
3412
Illustration 2 g01025755
Typical example
(1) V-band clamps
Tighten the V-band clamps to the following torque. ... 14 ± 2 N·m (124 ± 18 lb in)
Gently hit around the V-band clamp with a soft faced hammer. Again tighten the V-band clamps to the
following torque. ... 14 ± 2 N·m (124 ± 18 lb in)
Illustration 3 g01025767
Typical example
(2) Apply 5P-3931 Anti-Seize Compound on the washer face and the bolt threads before assembly. Tighten the
bolts and nuts that hold the turbocharger to the exhaust manifold to the following torque. ... 55 ± 10 N·m (40 ± 7
lb ft)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Systems Operation
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01981951
Basic Engine
SMCS - 1200
Cylinder Block Assembly
The cylinders in the left side of the block form a 65 degree angle with the cylinders in the right side. The main
bearing caps are fastened to the block with two bolts for each bearing cap.
The cylinder liners can be removed for replacement. The top surface of the block is the seat for the cylinder liner
flange. Engine coolant flows around the liners in order to keep the liners cool. Three O-ring seals around the
bottom of the liner make a seal between the liner and the cylinder block. A filler band goes under the liner
flange. This makes a seal between the top of the liner and the cylinder block. A steel spacer plate is used
between the cylinder head and the block. A thin gasket is used between the plate and the block. This thin gasket
seals water and oil. A thick gasket of metal and asbestos is used between the plate and the head. This thick
gasket seals the combustion gases, water and oil.
Cylinder Head Assembly
The cylinder heads are a one-piece cast iron head. Two inlet valves and two exhaust valves, which are controlled
by a pushrod valve system, are used for each cylinder. Valve guides without shoulders are pressed into the
cylinder heads. The opening for the direct injection adapter is located between the four valves. Series ports are
used for both inlet and exhaust valves.
The valve lifters can be removed without the removal of the head. The removal can be made because of the size
of the pushrod openings through the head.
Pistons, Rings And Connecting Rods
The type of pistons that are in the 3408 or 3412 engine depends on the engine's application. These engines will
have pistons that are made from aluminum or pistons that are made from steel. The crown of the piston carries
all three piston rings. Oil from the piston cooling jets flows through a chamber which is located directly behind
the rings. The oil cools the piston which improves the life of the rings. The pistons have three rings which
include two compression rings and one oil ring. All the rings are located above the piston pin bore. The oil ring
is a standard ring. Oil returns to the crankcase through holes in the oil ring groove. The top ring is a Keystone
ring, which is tapered. The intermediate ring will be a Keystone ring for the aluminum piston, or a standard ring
that is not tapered for the steel piston.
The piston is designed for a direct injection engine. The piston has a cardioid design on the top surface. This
piston design helps to improve combustion efficiency. The piston pin is held in place by two snap rings. These
snap rings fit in grooves in the pin bore of the piston.
The connecting rod has a taper on the pin bore end. This taper gives the rod and the piston more strength in the
areas with the most load.
Crankshaft
The crankshaft changes the combustion forces in the cylinder into usable rotating torque which powers the
equipment. A vibration damper is used at the front of the crankshaft in order to reduce torsional vibrations
(twist) that can cause damage to the engine.
The crankshaft drives a group of gears (front gear train) on the front of the engine. The front gear train provides
power for the following components: timing gears and oil pump. Seals and wear sleeves are used at both ends of
the crankshaft. The seals and wear sleeves are used for easy replacement and reduction of maintenance cost.
Pressure oil is supplied to all bearing surfaces through drilled holes in the webs of the cylinder block. The oil
then flows through drilled holes in the crankshaft in order to provide oil to the connecting rod bearings. The
crankshaft of the 3408 engine is held in place by five main bearings. The crankshaft of the 3412 engine is held in
place by seven main bearings. A thrust plate at either side of the center main bearing controls the end play of the
crankshaft.
Camshaft
The engine has a single camshaft that is driven at the front end. The camshaft is supported by five bearings for
the 3408. The camshaft is supported by seven bearings for the 3412. As the camshaft turns, the camshaft lobes
move a lifter assembly. The camshaft lobe moves either two inlet valves or two exhaust valves for each cylinder.
The camshaft must be in time with the crankshaft. The relation of the camshaft lobes to the crankshaft position
causes the valves and injectors in each cylinder to operate at the correct time.
Vibration Damper
The twisting of the camshaft is called torsional vibration. The torsional vibration is caused by the regular power
impacts along the length of the crankshaft. The vibration damper is installed on the front end of the crankshaft.
This vibration damper is used to reduce the torsional vibrations. This eliminates any damage that could occur to
the crankshaft.
There are two types of vibration dampers that are used on the 3408 and 3412 engine. The type of damper that is
used will depend on the engine's application.
The rubber damper is made of an outer hub connected to an inner hub by a rubber ring. The rubber makes a
flexible coupling between the outer hub and the inner hub.
The viscous damper consists of a casing that is welded to the inner hub. The casing contains a steel weight that
is suspended in a viscous silicone lubricant. The silicone lubricant acts as a flexible coupling between the weight
and the inner hub.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988438
Finding Top Center Position for No. 1 Piston
SMCS - 1105-531
Table 1
Required Tools
Part
Part Description Qty
Number
9S-9082 Engine Turning Tool 1
Note: The starting position for all timing procedures is with the No. 1 piston at the top center position on the
compression stroke.
Illustration 1 g00361852
Locating the top center position (typical example)
(1) The storage location for the timing bolt
(2) Plug
(3) Bolt
(4) Cover
1. Remove the timing bolt (1), the bolt (3), and the cover (4) .
2. Remove the plug (2) .
Illustration 2 g00361853
9S-9082 Engine Turning Tool
(1) The installed timing bolt
(5) 9S-9082 Engine Turning Tool
3. Install 9S-9082 Engine Turning Tool (5) in the housing.
4. Once plug (2) has been removed, insert the timing bolt (1) through the hole. Hold the timing bolt (1)
against the flywheel.
5. Turn the flywheel in the direction of normal engine rotation until the timing bolt engages with the
threaded hole. The No. 1 piston is at the top center position on the engine.
Note: If the flywheel is turned beyond the point of engagement, the flywheel must be turned in the
direction that is opposite of normal engine rotation. Turn the flywheel by approximately 30 degrees. Then
turn the flywheel in the direction of normal engine rotation until the timing bolt engages with the threaded
hole. When the No. 1 piston is at the top center position, this procedure will remove the play from the
gears.
Illustration 3 g01015545
Cylinder and valve location ( 3408 engines)
(A) Inlet valves
(B) Exhaust valves
(C) Fuel injection pumps
Illustration 4 g01015548
Cylinder and valve location ( 3412 engines)
(A) Inlet valves
(B) Exhaust valves
(C) Fuel injection pumps
6. Remove the left front valve cover. Look at the valves of No. 1 cylinder. The valves will be closed if the
No. 1 piston is on the compression stroke. You can move rocker arms up and down with your hand. If the
No. 1 piston is not on the compression stroke, perform the following steps.
7. Remove the timing bolt from the flywheel.
8. Rotate the crankshaft counterclockwise by 360 degrees. Install the timing bolt.
Note: If the flywheel is turned beyond the point of engagement, the flywheel must be turned in the direction that
is opposite of normal engine rotation. Turn the flywheel by approximately 30 degrees. Then turn the flywheel in
the direction of normal engine rotation until the timing bolt engages with the threaded hole. When the No. 1
piston is at the top center position, this procedure will remove the play from the gears.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988989
Fuel Injection Nozzle - Test
SMCS - 1254-081
Refer to Special Instruction, SEHS9083, "Test Sequence For Caterpillar 7000 Series Fuel Nozzles" for
instructions that are related to testing the fuel injection nozzles.
Refer to Tool Operating Manual, SEHS7292, "Using the 5P-4150 Nozzle Testing Group" for instructions that are
related to using the nozzle testing group.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i04643912
Engine Crankcase Pressure (Blowby) - Test
SMCS - 1215; 1317
Table 1
Tools Needed
Part Number Part Name Quantity
348-5430 Multi-Tool Gp 1
285-0900 Blowby Tool Group 1
NETG5049 Software License 1
Damaged pistons or rings can cause too much pressure in the crankcase. This condition will cause the engine to
run rough. There will be more than a normal amount of blowby fumes rising from the crankcase breather. The
breather can then become restricted in a short time, causing oil leakage at gaskets and seals that would not
normally have leakage. Blowby can also be caused by worn valve guides or by a failed turbocharger seal.
Illustration 1 g02709261
348-5430 Multi-Tool Gp
The 348-5430 Multi-Tool Gp, or the 285-0900 Blowby Tool Group is used to check the amount of blowby. Refer
to Tool Operating Manual, NEHS1087, " 348-5430 Multi-Tool Gp " for the test procedure for checking the
blowby.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988358
Compression - Test
SMCS - 1215
Compression
An engine that runs roughly can have a leak at the valves. An engine that runs roughly can also have valves that
need an adjustment. Remove the head and inspect the valves and valve seats. This is necessary in order to find
defects that would not normally cause a problem. Repairs of these problems are normally done when you are
reconditioning the engine.
Cylinder Head
The cylinder heads consist of three main components that can be removed:
valve seat inserts
valve guides
bridge dowels
When any of these components are worn or when these components are damaged, these components can be
removed. Refer to Disassembly and Assembly for the replacement of these components.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i02005028
Engine Valve Lash - Inspect/Adjust
SMCS - 1102-025
Bridge Adjustment (If Equipped)
When the head is disassembled, keep the bridges with the respective cylinders. Adjustment of the bridge will be
necessary for the following reasons.
Grinding the engine's valves
Resurfacing or reconditioning the engine's cylinder head
The bridge should be checked and/or adjusted when the valves have been adjusted. Use the procedure that
follows to make an adjustment to the bridge.
Illustration 1 g00363479
Bridge adjustment
Note: Valves must be fully closed.
1. Apply engine oil on the bridge dowel in the cylinder head. Apply engine oil in the bore in the bridge.
2. Install the bridge with the adjustment screw toward the exhaust manifold.
3. Loosen the locknut for the adjustment screw. Loosen the adjustment screw for several turns.
4. Put a force on the bridge with a finger. This will keep the bridge in contact with the valve stem opposite
the adjustment screw.
5. Turn the adjustment screw clockwise until the adjustment screw makes contact with the valve stem. Then,
turn the adjustment screw 20 to 30 degrees more in a clockwise direction. This will make the bridge
straight on the dowel. Also, this will make compensation for the clearance in the threads of the adjustment
screw.
6. Hold the adjustment screw in this position. Tighten the locknut to 47 ± 9 N·m (35 ± 7 lb ft).
7. Use clean engine oil to lubricate the contact points of the bridge assembly and the rocker arm.
Valve Lash Setting
Valve lash is measured between the rocker arm and the bridge for the inlet valves. Valve lash is measured
between the rocker arm and the valve stem for the exhaust valve. All of the clearance measurements and the
adjustments must be made with the engine stopped. The valves must be fully closed.
Valve Lash Check
An adjustment is not necessary if the measurement of the valve lash is in the acceptable range. The ranges are
given in the following tables.
Table 1
Quick Reference for Engine Valve Lash Setting
3408 Engines
Inlet Valves Exhaust Valves
Valve Lash Setting 0.28 to 0.48 mm (0.011 to 0.019 inch) 0.66 to 0.86 mm (0.026 to 0.034 inch)
TC Compression Stroke
1-2-5-7 1-3-4-8
TC Exhaust Stroke (1) 3-4-6-8 2-5-6-7
Firing Order 1-8-4-3-6-5-7-2 (2)
(1) 360° from TC compression stroke
(2) Refer to the following illustration in order to locate the No. 1 cylinder.
Table 2
Quick Reference for Engine Valve Lash Setting
3412 Engines
Inlet Valves Exhaust Valves
Valve Lash Setting 0.28 to 0.48 mm (0.011 to 0.019 inch) 0.66 to 0.86 mm (0.026 to 0.034 inch)
TC Compression Stroke 1-3-4-6-7-12 1-4-5-8-9-12
TC Exhaust Stroke (1) 2-5-8-9-10-11 2-3-6-7-10-11
Firing Order 1-4-9-8-5-2-11-10-3-6-7-12 (2)
(1) 360° from TC compression stroke
(2) Refer to the following illustration in order to locate the No. 1 cylinder.
Note: The inlet and exhaust valve lash adjustments should be made at the first recommended oil change. Refer
to Operation And Maintenance Manual for subsequent intervals.
Valve Lash Adjustment
Illustration 2 g01015545
Cylinder and valve locations for 3408 engines
(A) Inlet valves
(B) Exhaust valves
(C) Fuel injection pump
Illustration 3 g01015548
Cylinder and valve locations for 3412 engines
(A) Inlet valves
(B) Exhaust valves
(C) Fuel injection pump
Use a feeler gauge in order to measure the valve lash setting.
Illustration 4 g00363480
Valve lash
To make an adjustment to the valve lash, turn the adjustment screw in the rocker arm. Valve lash adjustments
can be made by using the following procedure:
Illustration 5 g00363481
Valve adjustment (typical example)
Table 3
Valve Lash
Valves Thickness of Gauge
Inlet
0.38 mm (0.015 inch)
Exhaust
0.76 mm (0.030 inch)
Adjust the valve lash while the engine is stopped. Use the following procedure in order to adjust the valves:
1. Put the No. 1 piston at the top center position.
Note: See Testing and Adjusting, "Finding Top Center Position for the No. 1 Piston" for further details.
2. With No. 1 piston at the top center position of the compression stroke, an adjustment can be made to the
valves.
Before any adjustments are made, lightly tap each rocker arm at the top of the adjustment screw. Use a
soft mallet to ensure that the lifter roller seats against the camshaft's base circle.
3. Make an adjustment to the valve lash on the inlet valves for the following cylinders.
For 3408 engines, adjust the valve lash on the inlet valves for cylinders 1, 2, 5, and 7.
For 3412 engines, adjust the valve lash on the inlet valves for cylinders 1, 3, 4, 6, 7, and 12.
a. Loosen the valve adjustment locknut.
b. Place the appropriate feeler gauge between the inlet rocker arm and the inlet valve bridge. Turn the
inlet adjustment screw while the valve adjustment locknut is being held from turning. Adjust the
valve lash until the correct specification is achieved. Refer to Table 3.
c. After each adjustment, tighten the valve adjustment locknut while the valve adjustment screw is
being held from turning. Use the following torque.
Engines with a bridge adjusting assembly Torque for the valve adjustment locknut ... 30 ± 4 N·m
(22 ± 3 lb ft)
Engines without a bridge adjusting assembly Torque for the valve adjustment locknut ... 47 ± 9
N·m (35 ± 7 lb ft)
Recheck each adjustment.
4. Make an adjustment to the valve lash on the exhaust valves for the following cylinders.
For 3408 engines, adjust the valve lash on the exhaust valves for cylinders 1, 3, 4, and 8.
For 3412 engines, adjust the valve lash on the exhaust valves for cylinders 1, 4, 5, 8, 9, and 12.
a. Loosen the valve adjustment locknut.
b. Place the appropriate feeler gauge between the exhaust rocker arm and the exhaust valve bridge.
Turn the exhaust adjustment screw while the valve adjustment locknut is being held from turning.
Adjust the valve lash until the correct specification is achieved. Refer to Table 3.
c. After each adjustment, tighten the valve adjustment locknut while the valve adjustment screw is
being held from turning. Use the following torque.
Engines with a bridge adjusting assembly Torque for the valve adjustment locknut ... 30 ± 4 N·m
(22 ± 3 lb ft)
Engines without a bridge adjusting assembly Torque for the valve adjustment locknut ... 47 ± 9
N·m (35 ± 7 lb ft)
Recheck each adjustment.
5. Remove the timing bolt, and turn the flywheel by 360 degrees in the direction of engine rotation. This will
position the No. 1 piston at the top center at the beginning of the exhaust stroke. Install the timing bolt in
the flywheel.
6. Make an adjustment to the valve lash on the inlet valves for the following cylinders.
For 3408 engines, adjust the valve lash on the inlet valves for cylinders 3, 4, 6, and 8.
For 3412 engines, adjust the valve lash on the inlet valves for cylinders 2, 5, 8, 9, 10, and 11.
a. Loosen the valve adjustment locknut.
b. Place the appropriate feeler gauge between the inlet rocker arm and the inlet valve bridge. Turn the
inlet adjustment screw while the valve adjustment locknut is being held from turning. Adjust the
valve lash until the correct specification is achieved. Refer to Table 3.
c. After each adjustment, tighten the valve adjustment locknut while the valve adjustment screw is
being held from turning. Use the following torque.
Engines with a bridge adjusting assembly Torque for the valve adjustment locknut ... 30 ± 4 N·m
(22 ± 3 lb ft)
Engines without a bridge adjusting assembly Torque for the valve adjustment locknut ... 47 ± 9
N·m (35 ± 7 lb ft)
Recheck each adjustment.
7. Make an adjustment to the valve lash on the exhaust valves for the following cylinders.
For 3408 engines, adjust the valve lash on the exhaust valves for cylinders 2, 5, 6, and 7.
For 3412 engines, adjust the valve lash on the exhaust valves for cylinders 2, 3, 6, 7, 10, and 11.
a. Loosen the valve adjustment locknut.
b. Place the appropriate feeler gauge between the exhaust rocker arm and the exhaust valve bridge.
Turn the exhaust adjustment screw while the valve adjustment locknut is being held from turning.
Adjust the valve lash until the correct specification is achieved. Refer to Table 3.
c. After each adjustment, tighten the valve adjustment locknut while the valve adjustment screw is
being held from turning. Use the following torque.
Engines with a bridge adjusting assembly Torque for the valve adjustment locknut ... 30 ± 4 N·m
(22 ± 3 lb ft)
Engines without a bridge adjusting assembly Torque for the valve adjustment locknut ... 47 ± 9
N·m (35 ± 7 lb ft)
Recheck each adjustment.
8. Remove the timing bolt from the flywheel after all valve lash adjustments have been made.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01126690
Excessive Bearing Wear - Inspect
SMCS - 1203-040; 1211-040; 1219-040
When some components of the engine show bearing wear in a short time, the cause can be a restriction in an oil
passage.
An engine oil pressure indicator may show that there is enough oil pressure, but a component is worn due to a
lack of lubrication. In such a case, look at the passage for the oil supply to the component. A restriction in an oil
supply passage will not allow enough lubrication to reach a component. This will result in early wear.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01989183
Piston Ring Groove - Inspect
SMCS - 1214-040
Aluminum Pistons
For 3408 or 3412 engines that have aluminum pistons with a top ring groove that is a keystone type, use the 4C-
8169 Gauge (Piston Ring Groove) to check the top ring groove. The intermediate piston ring groove is also a
keystone design ring groove. A special 1U-6431 Piston Ring Groove Gauge is available to check the
intermediate piston ring groove. Refer to Illustration 101 for instructions that relate to the use of the piston ring
groove gauge.
Illustration 1 g01026793
Instructions for 1U-6431 Piston Ring Groove Gauge
Refer to Guideline For Reusable Parts, "Pistons and Cylinder Liners".
Steel Pistons
For 3412 engines that have steel pistons with a top ring groove that is a keystone type, use the 1U-6431 Piston
Ring Groove Gauge to check the top ring groove. Refer to Illustration 101 for instructions that relate to the use
of the piston ring groove gauge. The intermediate piston ring groove is rectangular in shape. Use the 5P-3519
Piston Ring Groove Gauge Gp to check the intermediate ring groove.
Refer to Guideline For Reusable Parts, "Pistons and Cylinder Liners".
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i03506701
Connecting Rod Bearings - Inspect
SMCS - 1219-040
The connecting rod bearings fit tightly in the bore in the rod. If the bearing joints are worn, check the bore size.
This can be an indication of wear because of a loose fit.
Refer to Reuse And Salvage Guidelines , SEBF8009, "Visual Inspection of Main Bearings and Connecting Rod
Bearings" for reuse information.
Connecting rod bearings are available with smaller inside diameters than the original size bearings. These
bearings are for crankshafts that have been ground.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i03506721
Main Bearings - Inspect
SMCS - 1203-040
Main bearings are available with smaller inside diameters than the original size bearings. These bearings are for
crankshafts that have been ground.
Main bearings are available with larger outside diameters than the original size bearings. These bearings are
used for the cylinder blocks with the main bearing bore that is made larger than the bore's original size.
Refer to the Reuse And Salvage Guidelines , SEBF8009, "Visual Inspection of Main Bearings and Connecting
Rod Bearings" for reuse information.
Refer to Special Instruction, SMHS7606, "Use of 1P-4000 Line Boring Tool Group" for the instructions that are
needed to use the tool group. This tool is used in order to check the alignment of the main bearing bores. The
1P-3537 Dial Bore Gauge Group can be used to check the size of the bore.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i02487145
Cylinder Block - Inspect
SMCS - 1201-040
Table 1
Required Tools
Part Number Part Name Quantity
1P-3537 Dial Bore Gauge Group 1
Illustration 1 g00285686
1P-3537 Dial Bore Gauge Group
If the main bearing caps are installed without bearings, the bore in the block for the main bearings can be
checked. Tighten the nuts on the bearing caps to the torque that is given in Specifications, "Cylinder Block".
Alignment error in the bores must not be more than 0.08 mm (0.003 inch).
The 1P-3537 Dial Bore Gauge Group can be used to check the size of the bore.
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Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01636218
Cylinder Head - Inspect
SMCS - 1100-040
1. Remove the cylinder head from the engine. Refer to Disassembly and Assembly, "Cylinder Head -
Remove".
2. Clean the cylinder head thoroughly. Make sure that the contact surfaces of the cylinder head and the
cylinder block are clean, smooth and flat.
3. Inspect the bottom surface of the cylinder head for pitting, corrosion, and cracks. Inspect the area around
the valve seat inserts and the holes for the fuel injection nozzles.
4. Refer to Specifications, "Cylinder Head" for the proper dimensions of the cylinder head.
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Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01833053
Cylinder Liner Projection - Inspect
SMCS - 1216-040
Note: The following procedure does not require the use of an “H” bar to hold the liners while the liner
projection measurements are taken.
The 8T-0455 Liner Projection Tool Group can be used to check the liner projection. Refer to Special Instruction,
"Use of the 8T-0455 Liner Projection Tool Group" for more information on the use of the tool.
Illustration 1 g00294304
Liner Projection Components
(1) Bolt
(2) Washer
(3) Washer
(4) Spacer plate
(5) Block
(6) Cylinder liner
Table 1
Needed Components
Item Part Number Description Quantity For One Cylinder
1 7H-3598 Bolt 6
2 8F-1484 Washer 6
3 7K-1977 Washer 6
7 7X-0564 Washer 6
8 126-1454 Washer 6
Note: The 7K-1977 Washer and the 126-1454 Washer are fabric washers. These washers are a disposable item.
You may wish to order more washers than the amount that is indicated.
Illustration 2 g00681556
Illustration 3 g00533882
1. Install a new spacer plate gasket and a clean spacer plate.
2. Install the cylinder liners in the cylinder block without seals or bands.
3. Install the washers.
4. Install all bolts or the six bolts around the liner.
Torque for bolts ... 95 N·m (70 lb ft)
5. Use the 8T-0455 Liner Projection Tool Group to measure the liner projection at "A", "B", "C" and "D".
6. Record measurements for each cylinder.
7. Add the four readings for each cylinder. Divide the sum by four in order to find the average.
Table 2
Specifications
Liner Projection 0.025 to 0.152 mm (0.0010 to 0.0060 inch)
Maximum Variation In Each Liner 0.051 mm (0.0020 inch)
Maximum Average Variation Between Adjacent Liners 0.051 mm (0.0020 inch)
Maximum Variation Between All Liners 0.102 mm (0.0040 inch)
Note: If the liner projection changes around the liner, turn the liner to a new position within the bore. If the liner
projection is not within specifications, move the liner to a different bore. Inspect the top face of the cylinder
block.
A thinner spacer plate should be installed if the liner projection measurements are below the specifications. The
spacer plate should also be installed if the liner projection measurements are low within a range. These plates are
0.076 mm (0.0030 inch) thinner than the regular plate. The plates will increase the liner projection. This will
increase the fire ring crush. Use these spacer plates to compensate for low liner projections that are less than the
0.076 mm (0.0030 inch). Use these spacer plates if the inspection of the top deck reveals no measurable damage
directly under the liner flanges but the average liner projection is less than 0.076 mm (0.0030 inch).
Do not exceed the maximum liner projection of 0.152 mm (0.006 inch). The excessive liner projection will
contribute to cracking of the liner flange.
When the liner projection is correct, put a temporary mark on the liner and the spacer plate. Set the liners aside.
Note: Refer to Disassembly and Assembly, "Cylinder Liner - Install" for the correct final installation procedure
for the cylinder liners.
When the engine is ready for final assembly, the following items must be lubricated before installation.
O-ring seals
cylinder block
upper filler band
Note: Apply liquid soap and/or clean engine oil immediately before assembly. Avoid applying the liquid soap
and/or clean engine oil to the seals too early. The seals may swell. This will cause the seals to be pinched
underneath the liners during the liner installation.
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Testing and Adjusting
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Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i02630856
Flywheel - Inspect
SMCS - 1156-040
Face Runout (Axial Eccentricity) of the Flywheel
Table 1
Tools Needed Quantity
8T-5096 Dial Indicator Gp 1
Illustration 1 g00812156
Checking face runout of the flywheel
1. Refer to Illustration 1 and install the dial indicator. Always put a force on the crankshaft in the same
direction before the dial indicator is read. This will remove any crankshaft end clearance.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial indicator.
4. Take the measurements at all four points. The difference between the lower measurements and the higher
measurements that are performed at all four points must not be more than 0.15 mm (0.006 inch), which is
the maximum permissible face runout (axial eccentricity) of the flywheel.
Bore Runout (Radial Eccentricity) of the Flywheel
Table 2
Tools Needed Quantity
8T-5096 Dial Indicator Gp 1
Illustration 2 g00812155
Checking bore runout of the flywheel
1. Install 7H-1942 Dial Indicator. Make an adjustment of 7H-1940 Universal Attachment so the dial
indicator makes contact on the flywheel.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and read the dial indicator.
4. Take the measurements at all four points. The difference between the lower measurements and the higher
measurements that are performed at all four points must not be more than the following values for the
maximum permissible bore runout (radial eccentricity) of the flywheel.
Maximum flywheel bore runout ... 0.15 mm (0.006 inch)
Illustration 3 g00286058
Checking the flywheel clutch pilot bearing bore
5. To find the runout (eccentricity) of the pilot bearing bore, use the preceding procedure.
6. The runout (eccentricity) of the bore for the pilot bearing in the flywheel must not exceed the following
value:
Maximum runout of the bore for the pilot bearing in the flywheel ... 0.13 mm (0.005 inch)
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Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i07516426
Flywheel Housing - Inspect
SMCS - 1157-040
Table 1
Required Tools
Part Number Part Name Qty
8T-5096 Dial Indicator Gp 1
Face Runout (Axial Eccentricity) of the Flywheel Housing
Illustration 1 g02510176
8T-5096 Dial Indicator Gp
If you use any other method except the method that is given here, always remember that the bearing clearance
must be removed in order to receive the correct measurements.
1. Fasten a dial indicator to the flywheel so the anvil of the dial indicator will contact the face of the flywheel
housing.
2. Use a rubber mallet and tap the crankshaft toward the rear before the dial indicator is read at each point.
Illustration 2 g00285932
Checking face runout of the flywheel housing
3. Turn the flywheel while the dial indicator is set at 0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C), and (D).
4. The difference between the lower measurements and the higher measurements that are performed at all
four points must not be more than 0.38 mm (0.015 inch), which is the maximum permissible face runout
(axial eccentricity) of the flywheel housing.
Bore Runout (Radial Eccentricity) of the Flywheel Housing
Illustration 3 g02170195
8T-5096 Dial Indicator Gp
1. Fasten a dial indicator to the flywheel so the anvil of the dial indicator will contact the bore of the
flywheel housing.
Illustration 4 g00285932
Checking bore runout of the flywheel housing
Illustration 5 g00763974
2. While the dial indicator is in the position at location (C), adjust the dial indicator to 0.0 mm (0.00 inch).
Push the crankshaft upward against the top of the bearing. Refer to Illustration 5. Write the measurement
for bearing clearance on line 1 in column (C).
Note: Write the measurements for the dial indicator with the correct notations. This notation is necessary
for making the calculations in the chart correctly.
3. Divide the measurement from Step 2 by two. Write this number on line 1 in columns (B) and (D).
4. Turn the flywheel in order to put the dial indicator at position (A). Adjust the dial indicator to 0.0 mm
(0.00 inch).
5. Turn the flywheel counterclockwise in order to put the dial indicator at position (B). Write the
measurements in the chart.
6. Turn the flywheel counterclockwise in order to put the dial indicator at position (C). Write the
measurement in the chart.
7. Turn the flywheel counterclockwise in order to put the dial indicator at position (D). Write the
measurement in the chart.
8. Subtract the smaller number from the larger number in column B and column D. Place this number on line
III. The result is the horizontal eccentricity (out of round). Line III in column C is the vertical eccentricity.
Illustration 6 g00286046
Graph for total eccentricity
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value
9. Find the intersection of the eccentricity lines (vertical and horizontal) in Illustration 6.
10. If the point of the intersection is in the “Acceptable” range, the bore is in alignment. If the point of
intersection is in the “Not acceptable” range, the flywheel housing must be changed.
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Testing and Adjusting
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Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01660532
Belt Tension Chart
SMCS - 1357
Note: Do not use the belt tension charts for belts with tensioners that are spring loaded.
Table 1
Belt Tension Chart
Gauge Reading Kent-Moore Gauge Numbers
Size of
Width of Belt Belt Tension Belt Tension Number of the Number of the
Belt
“Initial”(1) “Used”(2)(3) Old Gauge New Gauge
10.72 mm 534 ± 111 N 400 ± 22 N
3/8 BT-33-97 BT 3397
(0.422 inch) (120 ± 25 lb) (90 ± 5 lb)
13.89 mm 578 ± 111 N 445 ± 44 N
1/2 BT-33-97 BT 3397
(0.547 Inch) (130 ± 25 lb) (100 ± 10 lb)
15.88 mm 712 ± 111 N 445 ± 44 N
5V BT-33-72C BT 3372C
(0.626 Inch) (160 ± 25 lb) (100 ± 10 lb)
17.48 mm 712 ± 111 N 445 ± 44 N
11/16 BT-33-72C BT 3372C
(0.688 Inch) (160 ± 25 lb) (100 ± 10 lb)
19.05 mm 712 ± 111 N 445 ± 44 N
3/4 BT-33-72C BT 3372C
(0.750 Inch) (160 ± 25 lb) (100 ± 10 lb)
23.83 mm 712 ± 111 N 445 ± 44 N
15/16 BT-33-77 BT 3372C
(0.938 Inch) (160 ± 25 lb) (100 ± 10 lb)
27.82 mm 1068 ± 111 N 890 ± 44 N
8PK BT-33-109 BT 33109
(1.095 inch) (240 ± 25 lb) (200 ± 10 lb)
20.94 mm 801 ± 111 N 667 ± 44 N
6PK BT-33-109 BT 33109
(0.824 Inch) (180 ± 25 lb) (150 ± 10 lb)
Measure the tension of the belt that is farthest from the engine.
(1) Belt tension “Initial” is for a new belt.
(2) Belt tension “Used” is for a belt that has operated for 30 minutes or more of operation at the rated speed.
(3) If a belt falls below the “Used” belt tension, the belt should be tightened again to the high side of the “Used” belt tension.
Table 2
DAYCO Supplied Belts Only
Belt Tension Belt Tension
Size of Belt
“Initial” “Used”(1)
0.380 (V-Belt) 623 ± 22 N (140 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.440 (V-Belt) 667 ± 22 N (150 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.500 (V-Belt) 712 ± 22 N (160 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.600 (V-Belt) 779 ± 22 N (175 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.660 (V-Belt) 890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.790 (V-Belt) 890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
4 - RIB PVK 623 ± 22 N (140 ± 5 lb) 267 - 445 N (90 ± 5 lb)
5 - RIB PVK 779 ± 22 N (175 ± 5 lb) 334 - 556 N (100 ± 5 lb)
6 - RIB PVK 934 ± 22 N (210 ± 5 lb) 400 - 667 N (130 ± 5 lb)
8 - RIB PVK 1157 ± 22 N (260 ± 5 lb) 534 - 890 N (180 ± 5 lb)
10 - RIB PVK 1557 ± 22 N (350 ± 5 lb) 667 - 1112 N (230 ± 5 lb)
12 - RIB PVK 1869 ± 22 N (420 ± 5 lb) 800 - 1335 N (270 ± 5 lb)
15 - RIB PVK 2336 ± 22 N (525 ± 5 lb) 1000 - 1669 N (350 ± 5 lb)
(1) If a belt falls below the “Used” belt tension, the belt should be tightened again to the “Initial” belt tension.
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i07142159
Belt Tension Chart
SMCS - 1357
Table 1
Specification for the 7N-9693 Tension Chart
Item Qty Part Specification Description
The new belt tension chart has been standardized. The belt tension chart eliminates
confusion about the correct belt tension to use. Studies were completed with different
belt suppliers and the information that was gathered from the studies was developed
into a new belt tension for each belt size.
The chart does not apply to belts that use a spring loaded tensioner.
For more accurate results, a Clavis frequency gauge should be used in order to measure
the natural frequency of the belt. By the use of a formula, the natural frequency is
converted into the belt tension force. If the Clavis frequency gauge cannot be used, then
- - -
use the appropriate Kent-Moore belt tension gauge to measure the belt tension force.
When matched sets of belts are used, check the tension of all the belts in order to verify
that the lowest belt is in the acceptable tolerance range. Variations in tension between
the belts can vary by as much as 65 lbs.
In order to determine the tension of a "banded" belt, refer to the chart above. Multiply
the tension value of the belt by the number of belts that are banded together.Two 1/2
inch belts would require a used belt tension equal to twice the value of the used belt
tension for one 1/2 inch belt (2 X 80 = 160 lb).
Table 2
Field Service Tension
Belt Tension Chart
Check
SAE or RMA Width of Belt ( Setting Tension of Setting Tension of Reset Belt Tension if
Belt Size Reference) New Belt Used(1) Belts Tension Falls Below
IN MM IN MM LB N LB N LB N
3/8
10A 0.42 10.72 145±10 645±44 115±10 512±44 70±10 311±44
(0.380)
7/16
11A 0.46 11.68 155±10 689±44 125±10 556±44 75±10 333±44
(0.440)
1/2 13A 0.55 13.89 165±10 734±44 130±10 578±44 80±10 356±44
(0.500)
5V/5VX 5V 0.63 15.88 180±10 801±44 145±10 645±44 85±10 378±44
11/16
15A 0.69 17.48 180±10 801±44 145±10 645±44 85±10 378±44
(0.600)
3/4
17A 0.75 19.05 205±10 912±44 165±10 734±44 95±10 423±44
(0.660)
7/8
20A 0.88 22.23 205±10 912±44 165±10 734±44 95±10 423±44
(0.790)
15/16 N/A 0.98 23.83 205±10 912±44 165±10 734±44 95±10 423±44
4K 4PK 0.54 13.72 145±10 645±44 115±10 512±44 60±10 267±44
6K 6PK 0.82 20.94 215±10 956±44 170±10 756±44 90±10 400±44
8K 8PK 1.1 27.82 285±10 1179±44 230±10 1023±44 115±10 512±44
10K 10PK 1.38 35.05 355±10 1579±44 285±10 1268±44 145±10 645±44
12K 12PK 1.66 42.16 425±10 1891±44 340±10 1512±44 175±10 778±44
14K 14PK 1.94 49.28 495±10 2202±44 395±10 1757±44 205±10 912±44
15K 15PK 2.08 52.83 530±10 2358±44 425±10 1891±44 215±10 956±44
(1) Belt tension with less than 10 hours of operation
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Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i05958493
Camshaft
SMCS - 1210
Refer to Guideline For Reusable Parts and Salvage Operations, SEBF8146, "Visual Inspection of Camshafts"
and Guideline For Reusable Parts and Salvage Operations, SEBF8097, "Camshaft Measurement" for
information that relates to the reusability of camshafts.
Illustration 1 g00838990
(1) Camshaft drive gear
(2) Camshaft
(3) Diameter of the bearing journals for a new camshaft ... 69.850 ± 0.013 mm (2.7500 ± 0.0005 inch)
Bore in the front and the rear bearings for a new camshaft ... 69.969 ± 0.048 mm (2.7547 ± 0.0019 inch)
Bore of inner bearings for a new camshaft ... 69.982 ± 0.061 mm (2.7552 ± 0.0024 inch)
(4) Protrusion of dowel ( 3408E) ... 8.5 ± 0.5 mm (0.33 ± 0.02 inch)
(5) Thickness of a new thrust plate ... 4.65 ± 0.03 mm (0.183 ± 0.001 inch)
End play of camshaft ... 0.10 to 0.25 mm (0.004 to 0.010 inch)
Illustration 2 g00839053
Follow this procedure in order to calculate the actual lobe lift:
1. Measure the camshaft lobe height (6) .
2. Measure the base circle (7) .
3. Subtract the base circle (Step 2) from the camshaft lobe height (Step 1). The difference is the actual lobe
lift (8) .
4. Specified camshaft lobe lift (8)
Exhaust lobe ... 8.783 mm (0.3458 inch)
Inlet lobe ... 8.100 mm (0.3189 inch)
The maximum permissible difference between actual lobe lift (Step 3) and the specified lobe lift (Step 4)
is the following value. ... 0.05 mm (0.0012 inch)
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01949171
Camshaft Bearings
SMCS - 1211
Illustration 1 g00367371
(1) Install the camshaft bearings with the oil holes in the horizontal position. Angle of installation ... 90 ± 15
degrees
Note: Two different camshaft bearings are used. Install the wider camshaft bearings in the two outer bores.
Install the narrow camshaft bearings in the inner bores.
(2) Bore in the camshaft bearings after installation
Outer bearings ... 69.969 ± 0.048 mm (2.7547 ± 0.0019 inch)
Inner bearings ... 69.982 ± 0.061 mm (2.7552 ± 0.0024 inch)
Diameter of camshaft journals ... 69.850 ± 0.013 mm (2.7500 ± .0005 inch)
3408 Camshaft Bearing Positions
Illustration 2 g00674274
The camshaft bearings are installed from the front face of the cylinder block to the following distance.
Dimension (A) ... 4.6 ± 0.5 mm (0.18 ± 0.02 inch)
Dimension (B) ... 225.6 ± 0.5 mm (8.88 ± 0.02 inch)
Dimension (C) ... 409.7 ± 0.5 mm (16.13 ± 0.02 inch)
Dimension (D) ... 593.9 ± 0.5 mm (23.38 ± 0.02 inch)
Dimension (E) ... 803.1 ± 0.5 mm (31.62 ± 0.02 inch)
3412 Camshaft Bearing Positions
Illustration 3 g00368053
The camshaft bearings are installed from the front face of the cylinder block to the following distance.
Dimension (A) ... 7.40 ± 0.50 mm (0.291 ± 0.020 inch)
Dimension (B) ... 211.30 ± 0.50 mm (8.319 ± 0.020 inch)
Dimension (C) ... 395.50 ± 0.50 mm (15.571 ± 0.020 inch)
Dimension (D) ... 579.60 ± 0.50 mm (22.819 ± 0.020 inch)
Dimension (E) ... 763.80 ± 0.50 mm (30.071 ± 0.020 inch)
Dimension (F) ... 947.90 ± 0.50 mm (37.319 ± 0.020 inch)
Dimension (G) ... 1144.30 ± 0.50 mm (45.051 ± 0.020 inch)
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01954994
Crankshaft
SMCS - 1202
Reference: Refer to the Guideline for Reusable Parts in order to check for a bent crankshaft.
Illustration 1 g01016809
Typical example
During the installation of the crankshaft seals, the seal driver should not contact the seal on the inside diameter
of the wear sleeve's flange. Diameter ... 177.80 ± 0.25 mm (7.000 ± 0.010 inch)
(1) Install the front crankshaft seal until the seal is flush with the front face of the crankshaft. Maximum
installation depth past crankshaft's front face ... 0.013 mm (0.0005 inch)
(2) Install the rear crankshaft seal onto the rear of the crankshaft or onto the rear drive gear. Installation depth
(A) ... 1.5 ± 0.5 mm (0.06 ± 0.02 inch)
(3) Thrust plates are used on the center main bearing only. Thrust plates control the end play of the crankshaft.
Measure the end play of the crankshaft after installation into the cylinder block.
Thickness of new thrust plate ... 5.74 ± 0.04 mm (0.226 ± 0.002 inch)
3408B, 3408C, 3412, and 3412C engines
Maximum crankshaft end play after installation ... 0.13 to 0.50 mm (0.005 to 0.020 inch)
3412D engines
Maximum crankshaft end play after installation ... 0.10 to 0.60 mm (0.004 to 0.024 inch)
(4) The locating pin for the crankshaft gear is installed to the following height. Maximum height of pin from the
crankshaft flange ... 4.1 ± 0.5 mm (0.16 ± 0.02 inch)
Note: During the installation of the crankshaft gear, the gear must be installed on the crankshaft with the timing
mark "V" toward the outside of the crankshaft.
(5) Some applications have oil gallery plugs. Minimum torque for the plugs ... 23 N·m (17 lb ft)
Note: Apply 5P-3413 Pipe Sealant to the threads of the oil gallery plugs prior to installation.
(6) The dowel extends from the rear face of the crankshaft. Maximum distance ... 8.4 mm (0.33 inch)
Reference: Refer to Specifications, "Connecting Rod and Main Bearing Journals" for information on the
crankshaft journals.
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02739840
Connecting Rod and Main Bearing Journals
SMCS - 1230
S/N - 3JK1-UP
S/N - 7BL1-UP
S/N - 8RG1-UP
S/N - REA1-UP
Refer to the Guideline for Reusable Parts for more information.
Connecting Rod Bearing Journals
Table 1
Diameter of Crankshaft Journal (Bearing Surface) For Connecting Rod
Original Size 97.028 ± 0.020 mm (3.8200 ± 0.0008 inch)
Clearance between new bearing and new journal ... 0.070 to 0.178 mm (0.0028 to 0.0070 inch)
Main Bearing Journals
Table 2
Diameter of Crankshaft Journal (Bearing Surface) for Main Bearings
Original Size 120.650 ± 0.020 mm (4.7500 ± 0.0008 inch)
Undersize Journal
120.015 ± 0.020 mm (4.7250 ± 0.0008 inch)
0.63 mm (0.025 inch)
Undersize Journal
119.380 ± 0.020 mm (4.7000 ± 0.0008 inch)
1.27 mm (0.050 inch)
Main bearing cap with two bolts
Clearance between new bearing and new journal ... 0.076 to 0.186 mm (0.0030 to 0.0073 inch)
Main bearing cap with four bolts
Clearance between new bearing and new journal ... 0.071 to 0.178 mm (0.0028 to 0.0070 inch)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01949695
Cylinder Block
SMCS - 1201
Illustration 1 g01014592
Cylinder block
Typical example
(1) Apply 6V-6640 Sealant to the outside diameter of the cup plugs before installation into the cylinder block.
(2) Apply 5P-3413 Pipe Sealant to the threads of the plugs before installation into the front and rear of the
cylinder block.
(3) The dowels extend from the top deck of the cylinder block. ... 18.5 ± 0.5 mm (0.73 ± 0.02 inch)
(4) Tighten the studs into the front of the cylinder block to the following torque. ... 35 ± 5 N·m (26.0 ± 4.0 lb ft)
(5) The dowels project from the front of the cylinder block and from the rear of the cylinder block. Distance ...
19.0 ± 0.5 mm (0.75 ± 0.02 inch)
(6) Main bearing caps
Width of the main bearing caps ... 215.900 ± 0.025 mm (8.5000 ± 0.0010 inch)
The width of the slot that is machined into the cylinder block for the main bearing caps ... 215.900 ± 0.013
mm (8.5000 ± 0.0005 inch)
(7) Apply 5P-3413 Pipe Sealant on the threads of the plugs before installation into the front and the rear of the
cylinder block. Tighten the plugs to the following torque. ... 80 ± 15 N·m (60 ± 10 lb ft)
(8) Use the procedure that follows in order to install the main bearing caps.
Illustration 2 g00285128
Index marks for the tightening procedure
1. Lubricate the threads of the bolts with engine oil prior to installation.
2. First, tighten the bolts that are on the bearing tab side of the cap.
Torque for bolts ... 258 ± 14 N·m (190.0 ± 10.0 lb ft)
3. Tighten the bolts on the opposite side of the bearing tab.
Torque for bolts ... 258 ± 14 N·m (190.0 ± 10.0 lb ft)
4. Use a paint stick in order to place an index mark on each bolt and each cap. Refer to Illustration 2.
5. Tighten the bolts that are on the opposite side of the bearing tab for an additional amount.
Turn the bolt clockwise from the index mark. Angle ... 120 ± 5 degrees
6. Tighten the bolts that are on the bearing tab side of the cap for an additional amount.
Turn the bolt clockwise from the index mark. Angle ... 120 ± 5 degrees
Illustration 3 g01014946
Front face of cylinder block
Typical example
(A) Thickness of a new cylinder head gasket ... 0.208 ± 0.025 mm (0.0082 ± 0.0010 inch)
(B) Thickness of the cylinder head spacer plate ... 8.585 ± 0.025 mm (0.3380 ± 0.0010 inch)
(C) The size of the bore in the cylinder block for the camshaft bearings ... 76.835 ± 0.018 mm (3.0250 ± 0.0007
inch)
(D) The size of the bore in cylinder block for the main bearings
Standard size bearings ... 129.891 ± 0.013 mm (5.1138 ± 0.0005 inch)
0.64 mm (0.025 inch) larger than the standard size ... 130.526 ± 0.013 mm (5.1388 ± 0.0005 inch)
Illustration 4 g01015335
(E) The distance from the centerline of the crankshaft bearing bore to the top deck of the cylinder block ...
419.10 ± 0.15 mm (16.500 ± 0.006 inch)
(F) The distance from the centerline of the crankshaft bearing bore to the pan rail ... 165.10 ± 0.10 mm (6.500 ±
0.004 inch)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01955559
Cylinder Liner
SMCS - 1216
Illustration 1 g01026513
(1) Bore
3408B, 3408C, 3412, and 3412C engines
Bore in new cylinder liner ... 137.185 ± 0.025 mm (5.4010 ± 0.0010 inch)
3412D engines
Bore in new cylinder liner ... 145.000 ± 0.025 mm (5.7087 ± 0.0010 inch)
(2) Flange
Flange on cylinder liner
Thickness ... 8.89 ± 0.02 mm (0.350 ± 0.001 inch)
Minimum thickness ... 8.87 mm (0.349 inch)
(3) Filler band
Use the following procedure to install the cylinder liner:
1. Put liquid soap on the cylinder block liner bore surfaces and the rubber seals that are on the lower end of
the cylinder liner.
2. Dip the filler band completely in clean engine oil.
3. Immediately install the filler band in the groove that is under the cylinder liner flange.
4. Install the cylinder liner into the cylinder block before the expansion of the filler band.
Note: Refer to Guideline For Reusable Parts, SEBF8049, "Pistons" for more information. Also, refer to
Guideline For Reusable Parts, SEBF8068, "Cylinder Liners" for more information.
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02276600
Cylinder Liner Projection
SMCS - 1216
Refer to the Systems Operation, Testing and Adjusting manual for the complete procedure for the cylinder liner
projection.
Table 1
Cylinder Liner Projection
0.025 to 0.152 mm
Cylinder liner projection
(0.0010 to 0.0060 inch)
Maximum variation in each cylinder 0.051 mm (0.0020 inch)
Maximum average variation between cylinders that are
0.051 mm (0.0020 inch)
adjacent
Maximum variation between all cylinders 0.102 mm (0.004 inch)
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01267756
Cylinder Head Valves
SMCS - 1105
Note: The Guidelines for Reusable Parts, Valves and Valve Springs has the necessary procedure and
specifications for checking used valves and springs.
Illustration 1 g00355375
(1) 4N-5906 Spring
Length under test force ... 54.99 mm (2.165 inch)
Test force ... 344 ± 34 N (77 ± 7.6 lb)
Length of spring at valve open position ... 42.93 mm (1.690 inch)
Minimum load at the valve open position ... 880 ± 44 N (198 ± 10 lb)
Free length after test ... 62.74 mm (2.470 inch)
Outside diameter ... 31.75 mm (1.250 inch)
(2) Height to top of valve guide ... 32.3 ± 0.8 mm (1.27 ± 0.03 inch)
(3) Diameter of new valve stem ... 9.441 ± 0.010 mm (.3717 ± 0.0004 inch)
The minimum diameter of the valve stems for use in the cylinder head
Exhaust valves ... 9.408 mm (0.3704 inch)
Inlet valves ... 9.408 mm (0.3704 inch)
Bore in the new valve guide that is installed in cylinder head ... 9.487 ± 0.025 mm (0.3735 ± 0.0010 inch)
(4) Diameter of valve head
Exhaust valve ... 41.81 ± 0.13 mm (1.646 ± 0.005 inch)
Inlet valve ... 44.98 ± 0.13 mm (1.771 ± 0.005 inch)
(5) Angle of valve face
Exhaust valve ... 44 1/4 ± 1/4 degree
Inlet valve ... 29 1/4 ± 1/4 degree
Illustration 2 g00355699
(6) Depth of bore in cylinder head for new valve seat insert ... 13.01 ± 0.38 mm (0.512 ± 0.015 inch)
(7) Diameter of valve seat insert
Exhaust valve ... 42.850 ± 0.013 mm (1.6870 ± 0.0005 inch)
Inlet valve ... 46.025 ± 0.013 mm (1.8120 ± 0.0005 inch)
Bore in cylinder head for valve seat insert
Exhaust valve ... 42.774 ± 0.025 mm (1.6840 ± 0.0010 inch)
Inlet valve ... 45.949 ± 0.025 mm (1.8090 ± 0.0010 inch)
(8) Angle of face of valve seat insert
Exhaust valve ... 45 1/4 ± 1/2 degrees
Inlet valve ... 30 1/4 ± 1/2 degrees
(9) Valve projection
Maximum permissible projection of the inlet valves and the exhaust valves from the face of the cylinder
head ... minus 1.2192 to 0.2032 mm (minus 0.048 to 0.008 inch)
(10) Outside diameter of the face of the valve seat insert
Exhaust seat ... 40.41 ± 0.13 mm (1.591 ± 0.005 inch)
Inlet seat ... 44.04 ± 0.13 mm (1.734 ± 0.005 inch)
(11) Minimum thickness of valve lip
Exhaust valves ... 2.03 mm (0.080 inch)
Inlet valves ... 2.49 mm (0.0980 inch)
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Configuration: 3412D Marine Engine REA00001-UP
Specifications
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02001614
Cylinder Head
SMCS - 1100
3408
Illustration 1 g01035860
Note: Use engine oil to lubricate the threads of the cylinder head bolts prior to installation.
The tightening sequence for the cylinder head bolts follows:
1. Tighten bolt (1) through bolt (10) in a numerical sequence.
Torque for bolts ... 270 ± 25 N·m (200 ± 18 lb ft)
2. Again, tighten bolt (1) through bolt (10) in a numerical sequence.
Torque for bolts ... 450 ± 20 N·m (330 ± 15 lb ft)
3. Finally tighten bolt (1) through bolt (10) in a numerical sequence.
Torque for bolts ... 450 ± 20 N·m (330 ± 15 lb ft)
4. Install the rocker arm assemblies onto the cylinder head.
5. Tighten bolts (11) through bolt (18) in a numerical sequence.
Torque for bolts ... 270 ± 25 N·m (200 ± 18 lb ft)
6. Again tighten bolts (11) through bolt (18) in a numerical sequence.
Torque for bolts ... 450 ± 20 N·m (330 ± 15 lb ft)
7. Finally tighten bolts (11) through bolt (18) in a numerical sequence.
Torque for bolts ... 450 ± 20 N·m (3330 ± 15 lb ft)
8. Tighten bolts (19). Use any tightening sequence.
Torque for bolts ... 47 ± 7 N·m (34 ± 5 lb ft)
If equipped, use the following procedure in order to tighten the bracket for the fuel pump and the bracket
for the timing cover to the cylinder heads:
Note: The first four bolts (either cylinder head) toward the front of the engine are used in order to secure
the brackets for the timing cover and the fuel pump to the engine.
a. Position the mounting brackets over the bolt holes that are in the cylinder head. Install the cylinder
head bolts through the bracket. Finger tighten the bolts.
b. Align the fuel pump or the timing cover against the mounting brackets and install the mounting
bolts. Finger tighten the bolts.
c. Tighten the cylinder head bolts.
Torque for bolts ... 47 ± 7 N·m (34 ± 5 lb ft)
d. Torque the mounting bolts for the fuel pump or the timing cover to the standard torque.
(20) Tighten the exhaust manifold studs into each cylinder head to the following torque. ... 35 ± 5 N·m (26 ± 4 lb
ft)
Illustration 2 g01017447
(A) Height of new cylinder head ... 112.78 ± 0.25 mm (4.440 ± 0.010 inch)
Illustration 3 g01017453
Note: Use 6V-6640 RTV Silicone Sealant on the plugs.
(B) The plugs are installed into the cylinder head at the following depth. ... 4.5 ± 0.5 mm (0.18 ± 0.02 inch)
(C) The plugs are installed into the cylinder head at the following depth. ... 2.0 ± 0.5 mm (0.08 ± 0.02 inch)
Illustration 4 g01017394
(29) Tighten the adapter to the following torque. ... 200 ± 14 N·m (147 ± 10 lb ft)
(30) Apply liquid soap to the O-ring seal and to the bore of the cylinder head prior to installation of the adapter.
(31) Apply 5P-3931 Anti-Seize Compound onto the threads of the adapter prior to installation.
3412
Illustration 5 g01035834
Note: Use engine oil to lubricate the threads of the cylinder head bolts prior to installation.
The tightening sequence for the cylinder head bolts follows:
1. Tighten bolt (1) through bolt (20) in a numerical sequence.
Torque for bolts ... 280 ± 27 N·m (207 ± 20 lb ft)
2. Again tighten bolts (1) through bolt (20) in a numerical sequence.
Torque for bolts ... 440 ± 20 N·m (325 ± 15 lb ft)
3. Finally tighten bolts (1) through bolt (20) in a numerical sequence.
Torque for bolts ... 440 ± 20 N·m (325 ± 15 lb ft)
4. Install the rocker arm assemblies onto the cylinder head.
5. Tighten bolts (21) through bolt (26) in a numerical sequence.
Torque for bolts ... 280 ± 27 N·m (207 ± 20 lb ft)
6. Again tighten bolts (21) through bolt (26) in a numerical sequence.
Torque for bolts ... 440 ± 20 N·m (325 ± 15 lb ft)
7. Finally tighten bolts (21) through bolt (26) in a numerical sequence.
Torque for bolts ... 440 ± 20 N·m (325 ± 15 lb ft)
8. Tighten bolts (27) .
Torque for bolts ... 44 ± 7 N·m (32 ± 5 lb ft)
If equipped, use the following procedure in order to tighten the bracket for the fuel pump and the bracket
for the timing cover to the cylinder heads:
Note: The first four bolts (either cylinder head) toward the front of the engine are used in order to secure
the brackets for the timing cover and the fuel pump to the engine.
a. Position the mounting brackets over the bolt holes. Install the cylinder head bolts. Finger tighten the
bolts.
b. Align the fuel pump, or the timing cover, against the mounting brackets and install the mounting
bolts. Finger tighten the bolts.
c. Tighten the cylinder head bolts for the brackets.
Torque for bolts ... 44 ± 7 N·m (32 ± 5 lb ft)
d. Torque the mounting bolts for the fuel pump or the timing cover to the standard torque.
e.
(28) Tighten the exhaust manifold studs that are in each cylinder head to the following torque. ... 35 ± 5 N·m (26
± 4 lb ft)
Illustration 6 g01017447
(A) Height of new cylinder head ... 112.78 ± 0.25 mm (4.440 ± 0.010 inch)
Illustration 7 g01017453
Note: Use 6V-6640 RTV Silicone Sealant on the plugs.
(B) The plugs are installed into the cylinder head at the following depth. ... 4.5 ± 0.5 mm (0.18 ± 0.02 inch)
(C) The plugs are installed into the cylinder head at the following depth. ... 2.0 ± 0.5 mm (0.08 ± 0.02 inch)
Illustration 8 g01017654
(41) Tighten the adapter for the injector to the following torque. ... 200 ± 14 N·m (147 ± 10 lb ft)
(42) Apply liquid soap to the O-ring seal and to the bore of the cylinder head prior to installation of the adapter.
(43) Apply 5P-3931 Anti-Seize Compound onto the threads of the adapter prior to installation.
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Configuration: 3412D Marine Engine REA00001-UP
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01667278
Vibration Damper and Pulley
SMCS - 1205
Type 1
Illustration 1 g00861221
Typical example
(1) Adapter
(2) Damper assembly
(3) Pulley, single groove or double groove
(4) Studs
Torque for studs ... 65 ± 10 N·m (48 ± 7 lb ft)
(5) Nuts
Torque for nuts ... 135 ± 20 N·m (100 ± 15 lb ft)
Type 2
Illustration 2 g00861234
Typical example
(1) Adapter
(2) Damper assembly
(3) Pulley
(4) Bolts
Torque for bolts ... 135 ± 20 N·m (100 ± 15 lb ft)
Type 3
Illustration 3 g00861190
Typical example
(1) Adapter
(2) Damper assembly
(3) Pulley
(4) Bolts
Torque for bolts ... 240 ± 40 N·m (177 ± 30 lb ft)
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02817273
Auxiliary Drive Pulley
SMCS - 1205
Illustration 1 g01405020
Use the following procedure to tighten the nut (1) :
1. Tighten the nut to 290 ± 10 N·m (210 ± 7 lb ft).
2. Tap the nut with a hammer.
3. Again tighten the nut to 290 ± 10 N·m (210 ± 7 lb ft).
(2) Lubricate the bore of the O-ring seal with clean engine oil or glycerin.
Note: If the slots of the locknut (3) are not in alignment, increase the torque of the locknut.
(3) Torque for locknut ... 108 ± 7 N·m (80 ± 5 lb ft)
(4) Torque for taperlock studs ... 30 ± 5 N·m (22 ± 4 lb ft)
(A) Distance from the end of the housing to the inner bearing ... 6.6 ± 0.5 mm (0.26 ± 0.02 inch)
(5) Lubricate the sealing lip of the lip type seal with the lubricant that is being sealed.
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01334624
Flywheel
SMCS - 1156
Type 1
Illustration 1 g00361392
Note: Refer to the Systems Operation/Testing and Adjusting for the correct method for flywheel runout and
flywheel inspection.
(1) Put 4C-5593 Anti-Seize Compound on the 12 Point Head bolt threads before assembly. Tighten the bolts to
the following torque. ... 360 ± 25 N·m (265 ± 18 lb ft)
Note: Do not use a torch to install the gear onto the flywheel.
(2) The maximum permissible temperature of the gear for installation on the flywheel is the following value. ...
320°C (610°F)
Type 2
Illustration 2 g00361392
Note: Refer to the Systems Operation/Testing and Adjusting for the correct method for flywheel runout and
flywheel inspection.
(1) Put 4C-5593 Anti-Seize Compound on the Hex Head bolt threads before assembly. Tighten the bolts to the
following torque. ... 270 ± 40 N·m (199 ± 30 lb ft)
Note: Do not use a torch to install the gear onto the flywheel.
(2) The maximum permissible temperature of the gear for installation on the flywheel is the following value. ...
320°C (610°F)
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i00974205
Flywheel Housing
SMCS - 1157
Illustration 1 g00370206
Rear view
Typical example
Illustration 2 g00370292
Left side view
(1) The front face of the flywheel housing and the rear face of the cylinder block must be free of contaminants
during assembly. The gasket for the flywheel housing must be free of contaminants during assembly.
(2) Apply 4C-4030 Thread Lock Compound to the four bolts before assembly.
(3) Apply a layer of sealant between the cylinder block, the flywheel housing, and the oil pan in order to fill the
space.
Illustration 3 g00370207
Tightening sequence
Tighten the bolts that hold the flywheel housing to the cylinder block in the sequence that follows:
1. In a numerical sequence, tighten bolt 1 through bolt 8.
Torque for bolts ... 136 ± 14 N·m (100 ± 10 lb ft)
2. In a numerical sequence, tighten bolt 9 through bolt 20.
Torque for bolts ... 55 ± 7 N·m (41 ± 5 lb ft)
3. In a numerical sequence, again tighten bolt 1 through bolt 8.
Torque for bolts ... 136 ± 14 N·m (100 ± 10 lb ft)
4. In a numerical sequence, again tighten bolt 9 through bolt 20.
Torque for bolts ... 55 ± 7 N·m (41 ± 5 lb ft)
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Configuration: 3412D Marine Engine REA00001-UP
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02832515
Gear Group (Front)
SMCS - 1206
3408
Illustration 1 g01412703
(1) Fuel pump drive gear and timing advance unit
(2) Camshaft gear
Note: Align the "V" timing marks prior to installation.
(3) Water pump drive gear
(4) Accessory drive gear
(5) Idler gear assembly
(A) Diameter of new idler shaft ... 63.500 ± 0.013 mm (2.5000 ± 0.0005 inch)
Bore in bearing after assembly ... 63.602 ± 0.038 mm (2.5040 ± 0.0015 inch) (B) Installation depth of the
bearing ... 0.38 ± 0.25 mm (0.015 ± 0.010 inch)
Note: Align the "V" timing marks prior to installation.
(6) Torque for bolts ... 55 ± 10 N·m (41 ± 7 lb ft)
Prior to assembly, lubricate the idler shaft, the bore of the shaft bearing, and the faces of thrust plate (7) with
engine oil. Install the thrust plate with the oil groove side toward the idler gear.
(8) Crankshaft gear
Note: Align the "V" timing marks prior to installation.
(9) Engine oil pump drive gear
(10) Torque for the gear retaining bolt ... 55 ± 10 N·m (41 ± 7 lb ft)
3412
Illustration 2 g01412711
(11) Fuel pump drive gear and timing advance unit
Illustration 3 g01412720
Timing marks
Typical example
(12) Camshaft gear
Note: Align the "V" timing marks prior to installation.
(13) Water pump drive gear
(14) Accessory drive gear
(15) Thrust plate
(16) Torque for the Idler shaft's retaining bolts ... 55 ± 10 N·m (41 ± 7 lb ft)
(17) (18) Idler gear assembly
(C) Diameter of new idler shaft ... 63.500 ± 0.013 mm (2.5000 ± 0.0005 inch)
Bore in the idler shaft's bearing after assembly ... 63.602 ± 0.038 mm (2.5040 ± 0.0015 inch) (D) Diameter
of new oil pump idler shaft ... 34.943 ± 0.013 mm (1.3757 ± 0.0005 inch)
Bore in the oil pump idler shaft's bearing after assembly ... 35.034 ± 0.038 mm (1.3793 ± 0.0015 inch) (E)
Extension of the pin from the front of the oil pump idler shaft ... 3.048 mm (0.1200 inch) (F) Extension of
dowel from the bottom of the oil pump's idler shaft ... 4.826 mm (0.1900 inch)
Prior to assembly, lubricate the idler shaft, the bearing's bore, and the faces of thrust plate (15) with engine oil.
Install the thrust plate with the oil groove side toward the idler gear.
(19) Crankshaft gear
(20) Oil pump idler gear
(21) Thrust plate for the engine oil pump's idler gear
During assembly, install the thrust plate with the oil groove side toward the idler gear.
(22) Bolt for the oil pump's idler shaft
Prior to assembly, apply 4C-9502 Gasket Sealant to the bolt threads and to the bearing face of the bolt.
Torque for the oil pump's retaining bolt ... 55 ± 10 N·m (41 ± 7 lb ft)
(23) Oil pump drive gear
(24) Torque for the oil pump drive gear's retaining bolt ... 55 ± 10 N·m (41 ± 7 lb ft)
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Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02910350
Gear Group (Rear)
SMCS - 1204; 1206
Illustration 1 g01448268
(1) Bolt
Torque for bolts ... 27 ± 4 N·m (20 ± 3 lb ft)
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i00974205
Flywheel Housing
SMCS - 1157
Illustration 1 g00370206
Rear view
Typical example
Illustration 2 g00370292
Left side view
(1) The front face of the flywheel housing and the rear face of the cylinder block must be free of contaminants
during assembly. The gasket for the flywheel housing must be free of contaminants during assembly.
(2) Apply 4C-4030 Thread Lock Compound to the four bolts before assembly.
(3) Apply a layer of sealant between the cylinder block, the flywheel housing, and the oil pan in order to fill the
space.
Illustration 3 g00370207
Tightening sequence
Tighten the bolts that hold the flywheel housing to the cylinder block in the sequence that follows:
1. In a numerical sequence, tighten bolt 1 through bolt 8.
Torque for bolts ... 136 ± 14 N·m (100 ± 10 lb ft)
2. In a numerical sequence, tighten bolt 9 through bolt 20.
Torque for bolts ... 55 ± 7 N·m (41 ± 5 lb ft)
3. In a numerical sequence, again tighten bolt 1 through bolt 8.
Torque for bolts ... 136 ± 14 N·m (100 ± 10 lb ft)
4. In a numerical sequence, again tighten bolt 9 through bolt 20.
Torque for bolts ... 55 ± 7 N·m (41 ± 5 lb ft)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02748519
Housing (Front)
SMCS - 1151
Illustration 1 g01022142
(1) Install the taperlock studs into the front housing to following depth. ... 28.5 ± 1.5 mm (1.12 ± 0.06 inch)
Note: Remove all old sealant and gasket material after disassembling the front housing. The rear face of the
front housing and the front face of the cylinder block must be free of oil, fuel, water, dirt and any other
contaminants during assembly.
(2) The cylinder block gasket for the front housing must be trimmed after assembly. Trim the excess cylinder
block gasket from the bottom of the front housing after assembly.
(3) Apply a layer of 4C-9612 Silicone Sealant between the cylinder block, the front housing, and the oil pan.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01618589
Engine Oil Pan
SMCS - 1302
Type 1
Illustration 1 g00682648
(1) Tighten the plug to the following torque. ... 70 ± 10 N·m (52± 7 lb ft)
Illustration 2 g00682651
Bolts (X) are 3/8-16 X 1 1/2 inches.
Bolts (Y) are 3/8-16 X 4 inches.
The remaining oil pan bolts are 3/8-16 X 1 1/4 inches.
Type 2
Illustration 3 g00837904
(1) Tighten the plugs to the following torque. ... 80 ± 10 N·m (59 ± 7 lb ft)
Type 3
Illustration 4 g00837963
(1) Tighten the plug to the following torque. ... 70 ± 10 N·m (52± 7 lb ft)
Bolts (X) are 3/8-16 X 2 3/4 inches.
Bolts (Y) are 3/8-16 X 4 1/4 inches.
Bolts (Z) are 3/8-16 X 1 3/8 inches.
The remaining oil pan bolts are 3/8-16 X 1 1/4 inches.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02200195
Connecting Rod
SMCS - 1218
3408B, 3408C, 3412, and 3412C Engines
Illustration 1 g01018411
Index mark for torque-turn process
(1) Connecting rod nut
Use the following procedure for torquing the connecting rod nuts:
1. Use new engine oil to lubricate the bolt threads and the seating faces between the cap and the nut before
assembly.
2. Torque the connecting rod nuts.
Torque for nuts ... 82 ± 8 N·m (60.0 ± 6.0 lb ft)
Note: Use a paint stick to place an index mark on each of the rod cap nuts. Use the index mark as a
reference in order to torque the nuts for an additional angle.
3. Tighten the connecting rod nuts for an additional angle.
(A) Torque-turn angle ... 120° ± 5°
Note: The connecting rods should be installed in the engine so that the chamfered edge around the bore for the
crank journal is facing the thrust surface of the crankshaft (fillet of the crankshaft pin). The opposite side of the
connecting rods will mate together on the crankshaft pin.
Illustration 2 g01018441
(2) Connecting rod
(B) Inside diameter of the connecting rod for the piston pin bearing. ... 55.436 ± 0.013 mm (2.1825 ± 0.0005
inch) (C) Distance between the center of the bore for the piston pin bearing and the center of the bore for the
crankshaft journal ... 261.62 ± 0.05 mm (10.300 ± 0.002 inch) (D) Inside diameter of the connecting rod for the
crankshaft journal after the connecting rod bearing has been installed and the nuts have been torqued. ... 103.500
± 0.013 mm (4.0748 ± 0.0005 inch)
Illustration 3 g01018846
(3) Piston pin bearing
Outside diameter of the piston pin bearing before installation into the connecting rod. ... 55.512 ± 0.013
mm (2.1855 ± 0.0005 inch)
Apply heat to the connecting rod prior to installation of the piston pin bearing. Do not use a torch to heat the
connecting rod.
Heat the connecting rod for a maximum length (E) during the installation of the piston pin bearing. ... 89
mm (3.5 inch)
Maximum temperature for heating of connecting rod ... 175 to 260 °C (350 to 500 °F)
The bearing joint must be located within area (F) along the horizontal centerline of the piston pin bore. (G)
Maximum angle from the horizontal centerline ... ± 5°
The bore of piston pin bearing must be machined after installation into the connecting rod. (H) Bore diameter of
the piston pin bearing after machining ... 50.830 ± 0.008 mm (2.0012 ± 0.0003 inch)
Diameter of new piston pin ... 50.795 ± 0.005 mm (1.9998 ± 0.0002 inch)
3412D Engines
Illustration 4 g01018368
Tightening sequence, and index mark for torque-turn process
(1) (2) (3) (4) Rod cap bolts
Use the following procedure for torquing the rod cap bolts:
Note: The connecting rods should be installed in the engine so that the part number of the forging for the rod
assembly is facing the connecting rod that is on the same crankshaft pin. The opposite side of the connecting
rods will face the thrust surface of the crankshaft journal.
1. Prior to assembly, lubricate the threads of the rod cap bolts and the seating face of the bolt heads with
engine oil.
2. Finger tighten all of the rod cap bolts.
3. Torque bolts (1) and (3) .
Torque for rod cap bolts ... 70 ± 4 N·m (50 ± 3 lb ft)
4. Torque bolts (2) and (4) .
Torque for rod cap bolts ... 70 ± 4 N·m (50 ± 3 lb ft)
Note: Use a paint stick to place an index mark on each of the rod cap bolts. Use the index mark as a
reference in order to torque the bolts for an additional angle.
5. Tighten bolts (2) and (4) for an additional angle.
(A) Torque-turn angle ... 60° ± 5
6. Torque bolts (1) and (3) again.
Torque for rod cap bolts ... 70 ± 4 N·m (50 ± 3 lb ft)
7. Tighten bolts (1) and (3) for an additional angle.
(A) Torque-turn angle ... 60° ± 5
Illustration 5 g01018366
(5) Connecting rod
(B) Inside diameter of the connecting rod for the piston pin bearing. ... 64.592 ± 0.013 mm (2.5430 ± 0.0005
inch) (C) Distance between the center of the bore for the piston pin bearing and the center of the bore for the
crankshaft journal ... 274.91 ± 0.01 mm (10.823 ± 0.001 inch) (D) Inside diameter of the connecting rod for the
crankshaft journal after the connecting rod bearing has been installed and the bolts have been torqued. ...
103.500 ± 0.013 mm (4.0748 ± 0.0005 inch)
Illustration 6 g01018369
(6) Piston pin bearing
Outside diameter of the piston pin bearing before installation into the connecting rod. ... 64.717 ± 0.013
mm (2.5479 ± 0.0005 inch)
Apply heat to the connecting rod prior to installation of the piston pin bearing. Do not use a torch to heat the
connecting rod.
Heat the connecting rod for a maximum length (E) during the installation of the piston pin bearing. ... 95
mm (3.7 inch)
Maximum temperature for heating of connecting rod ... 175 to 260 °C (350 to 500 °F)
The bearing joint must be located within area (F) along the horizontal centerline of the piston pin bore. (G)
Maximum angle from the horizontal centerline ... ± 5°
The bore of piston pin bearing must be machined after installation into the connecting rod. (H) Bore diameter of
the piston pin bearing after machining ... 60.035 ± 0.008 mm (2.3636 ± 0.0003 inch)
Diameter of piston pin ... 59.975 ± 0.005 mm (2.3612 ± 0.0002 inch)
Illustration 7 g01026026
(7) Piston cooling jet
Tighten the bolt for the piston cooling jet to the following torque. ... 25 ± 6 N·m (18 ± 4 lb ft)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01978173
Piston and Rings
SMCS - 1214; 1215
Type 1
Illustration 1 g00287964
Typical example
Note: Refer to Guideline for Reusable Parts for information on the pistons, the piston pins, and the retaining
rings.
The 1U-6431 Piston Ring Groove Gauge is used for measuring the ring grooves in keystone style pistons. Refer
to the Special Instruction that is supplied with the Piston Ring Groove Gauge .
The 5P-3519 Piston Ring Groove Gauge is available for checking the ring grooves with straight sides. Refer to
the Guideline for Reusable Parts for instructions on the Piston Ring Groove Gauge .
Top Piston Ring
(1) Top piston ring
Install the piston ring with "UP-1" mark toward the top of the piston.
There is a clearance between the ends of the piston ring. When the piston ring is installed in a cylinder liner with
a bore of 137.16 mm (5.400 inch), the clearance is the following value. ... 0.724 ± 0.190 mm (0.0285 ± 0.0075
inch)
There is an increase in the clearance between the ends of the piston rings for each 0.030 mm (0.0012 inch)
increase in the cylinder liner bore. Increase ... 0.08 mm (0.003 inch)
Intermediate Piston Ring
(2) Intermediate piston ring
Install the piston ring with "UP-2" mark toward the top of the piston.
There is a clearance between the ends of the piston ring. When the piston ring is installed in a cylinder liner with
a bore of 137.16 mm (5.400 inch), the clearance is the following value. ... 1.080 ± 0.190 mm (0.0425 ± 0.0075
inch)
There is an increase in the clearance between the ends of the piston rings for each 0.030 mm (0.0012 inch)
increase in the cylinder liner bore. Increase ... 0.08 mm (0.003 inch)
Oil Control Ring
(3) Oil Control Ring
The spring ends of the oil control ring should be assembled 180 degrees from the ring end gap.
Width of groove in new piston for oil control ring ... 3.210 ± 0.010 mm (0.1264 ± 0.0004 inch)
Thickness of new piston ring ... 3.137 ± 0.013 mm (0.1235 ± 0.0005 inch)
Clearance between groove and new piston ring ... 0.073 ± 0.025 mm (0.0029 ± 0.0010 inch)
Maximum permissible clearance of worn ring ... 0.15 mm (0.006 inch)
There is a clearance between the ends of the piston ring. When the piston ring is installed in a cylinder liner with
a bore of 137.16 mm (5.400 inch), the clearance is the following value. ... 0.57 ± 0.19 mm (0.022 ± 0.008 inch)
There is an increase in the clearance between the ends of the piston rings for each 0.030 mm (0.0012 inch)
increase in the cylinder liner bore. Increase ... 0.08 mm (0.003 inch)
Piston Pin Bore
(4) Piston pin bore
Bore in the piston skirt for the piston pin ... 50.814 ± 0.004 mm (2.0005 ± 0.0002 inch)
Diameter of the new piston pin ... 50.795 ± 0.005 mm (1.9998 ± 0.0002 inch)
Clearance between the piston pin and the bore in the piston ... 0.005 to 0.014 mm (0.0002 to 0.0006 inch)
Type 2
Illustration 2 g01026521
Typical example
Note: Refer to Guideline for Reusable Parts for information on the pistons, the piston pins, and the retaining
rings.
The 1U-6431 Piston Ring Groove Gauge is used for measuring the ring grooves in keystone style pistons. Refer
to the Special Instruction that is supplied with the Piston Ring Groove Gauge .
The 5P-3519 Piston Ring Groove Gauge is available for checking the ring grooves with straight sides. Refer to
the Guideline for Reusable Parts for instructions on the Piston Ring Groove Gauge .
Top Piston Ring
(1) Top piston ring
Install the piston ring with "UP-1" mark toward the top of the piston.
There is a clearance between the ends of the piston ring. When the piston ring is installed in a cylinder liner with
a bore of 144.975 mm (5.7077 inch), the clearance is the following value. ... 0.4 ± 0.10 mm (0.02 ± 0.004 inch)
There is an increase in the clearance between the ends of the piston rings for each 0.030 mm (0.0012 inch)
increase in the cylinder liner bore. Increase ... 0.08 mm (0.003 inch)
Intermediate Piston Ring
(2) Intermediate piston ring
Install the piston ring with "UP-2" mark toward the top of the piston.
There is a clearance between the ends of the piston ring. When the piston ring is installed in a cylinder liner with
a bore of 144.975 mm (5.7077 inch), the clearance is the following value. ... 0.6 ± 0.10 mm (0.02 ± 0.004 inch)
There is an increase in the clearance between the ends of the piston rings for each 0.030 mm (0.0012 inch)
increase in the cylinder liner bore. Increase ... 0.08 mm (0.003 inch)
Oil Control Ring
(3) Oil Control Ring
The spring ends of the oil control ring should be assembled 180 degrees from the ring end gap.
Width of groove in new piston for oil control ring ... 3.02 ± 0.010 mm (0.119 ± 0.0004 inch)
Thickness of new piston ring ... 2.98 ± 0.010 mm (0.117 ± 0.0004 inch)
Clearance between groove and new piston ring ... 0.04 mm (0.002 inch)
Maximum permissible clearance of worn ring ... 0.15 mm (0.006 inch)
There is a clearance between the ends of the piston ring. When the piston ring is installed in a cylinder liner with
a bore of 144.975 mm (5.7077 inch), the clearance is the following value. ... 0.55 ± 0.15 mm (0.028 ± 0.006
inch)
There is an increase in the clearance between the ends of the piston rings for each 0.030 mm (0.0012 inch)
increase in the cylinder liner bore. Increase ... 0.08 mm (0.003 inch)
Piston Pin Bore
(4) Piston pin bore
Diameter of the bore in the bearing that is installed into the piston skirt for the piston pin ... 59.40 ± 0.04 mm
(2.339 ± 0.002 inch)
Diameter of the new piston pin ... 59.945 ± 0.005 mm (2.3600 ± 0.0002 inch)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01667278
Vibration Damper and Pulley
SMCS - 1205
Type 1
Illustration 1 g00861221
Typical example
(1) Adapter
(2) Damper assembly
(3) Pulley, single groove or double groove
(4) Studs
Torque for studs ... 65 ± 10 N·m (48 ± 7 lb ft)
(5) Nuts
Torque for nuts ... 135 ± 20 N·m (100 ± 15 lb ft)
Type 2
Illustration 2 g00861234
Typical example
(1) Adapter
(2) Damper assembly
(3) Pulley
(4) Bolts
Torque for bolts ... 135 ± 20 N·m (100 ± 15 lb ft)
Type 3
Illustration 3 g00861190
Typical example
(1) Adapter
(2) Damper assembly
(3) Pulley
(4) Bolts
Torque for bolts ... 240 ± 40 N·m (177 ± 30 lb ft)
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Product: MARINE ENGINE
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Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02817273
Auxiliary Drive Pulley
SMCS - 1205
Illustration 1 g01405020
Use the following procedure to tighten the nut (1) :
1. Tighten the nut to 290 ± 10 N·m (210 ± 7 lb ft).
2. Tap the nut with a hammer.
3. Again tighten the nut to 290 ± 10 N·m (210 ± 7 lb ft).
(2) Lubricate the bore of the O-ring seal with clean engine oil or glycerin.
Note: If the slots of the locknut (3) are not in alignment, increase the torque of the locknut.
(3) Torque for locknut ... 108 ± 7 N·m (80 ± 5 lb ft)
(4) Torque for taperlock studs ... 30 ± 5 N·m (22 ± 4 lb ft)
(A) Distance from the end of the housing to the inner bearing ... 6.6 ± 0.5 mm (0.26 ± 0.02 inch)
(5) Lubricate the sealing lip of the lip type seal with the lubricant that is being sealed.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i07142159
Belt Tension Chart
SMCS - 1357
Table 1
Specification for the 7N-9693 Tension Chart
Item Qty Part Specification Description
The new belt tension chart has been standardized. The belt tension chart eliminates
confusion about the correct belt tension to use. Studies were completed with different
belt suppliers and the information that was gathered from the studies was developed
into a new belt tension for each belt size.
The chart does not apply to belts that use a spring loaded tensioner.
For more accurate results, a Clavis frequency gauge should be used in order to measure
the natural frequency of the belt. By the use of a formula, the natural frequency is
converted into the belt tension force. If the Clavis frequency gauge cannot be used, then
- - -
use the appropriate Kent-Moore belt tension gauge to measure the belt tension force.
When matched sets of belts are used, check the tension of all the belts in order to verify
that the lowest belt is in the acceptable tolerance range. Variations in tension between
the belts can vary by as much as 65 lbs.
In order to determine the tension of a "banded" belt, refer to the chart above. Multiply
the tension value of the belt by the number of belts that are banded together.Two 1/2
inch belts would require a used belt tension equal to twice the value of the used belt
tension for one 1/2 inch belt (2 X 80 = 160 lb).
Table 2
Field Service Tension
Belt Tension Chart
Check
SAE or RMA Width of Belt ( Setting Tension of Setting Tension of Reset Belt Tension if
Belt Size Reference) New Belt Used(1) Belts Tension Falls Below
IN MM IN MM LB N LB N LB N
3/8
10A 0.42 10.72 145±10 645±44 115±10 512±44 70±10 311±44
(0.380)
7/16
11A 0.46 11.68 155±10 689±44 125±10 556±44 75±10 333±44
(0.440)
1/2 13A 0.55 13.89 165±10 734±44 130±10 578±44 80±10 356±44
(0.500)
5V/5VX 5V 0.63 15.88 180±10 801±44 145±10 645±44 85±10 378±44
11/16
15A 0.69 17.48 180±10 801±44 145±10 645±44 85±10 378±44
(0.600)
3/4
17A 0.75 19.05 205±10 912±44 165±10 734±44 95±10 423±44
(0.660)
7/8
20A 0.88 22.23 205±10 912±44 165±10 734±44 95±10 423±44
(0.790)
15/16 N/A 0.98 23.83 205±10 912±44 165±10 734±44 95±10 423±44
4K 4PK 0.54 13.72 145±10 645±44 115±10 512±44 60±10 267±44
6K 6PK 0.82 20.94 215±10 956±44 170±10 756±44 90±10 400±44
8K 8PK 1.1 27.82 285±10 1179±44 230±10 1023±44 115±10 512±44
10K 10PK 1.38 35.05 355±10 1579±44 285±10 1268±44 145±10 645±44
12K 12PK 1.66 42.16 425±10 1891±44 340±10 1512±44 175±10 778±44
14K 14PK 1.94 49.28 495±10 2202±44 395±10 1757±44 205±10 912±44
15K 15PK 2.08 52.83 530±10 2358±44 425±10 1891±44 215±10 956±44
(1) Belt tension with less than 10 hours of operation
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i04941169
Valve Rocker Arms, Lifters, and Bridges
SMCS - 1102; 1121; 1209
Type 1
Illustration 1 g03124097
Table 1
Specification for 4N-4298 Valve Mechanism Gp
Item Qty
Part Specification Description
1 8 4N-5613 Bore in the rocker arm for the rocker arm shaft is 24.803 ± 0.013 mm (0.9765 ±
Rocker 0.0005 inch).
Arm
Refer to Specifications, "Cylinder Head" for information that is related to the
2 - -
tightening sequence of the cylinder head bolts.
After setting the valve lash, tighten to
30 ± 4 N·m (266 ± 35 lb in).
Inlet valve lash setting is
9L-7712
3 8 0.38 ± 0.10 mm (0.015 ± 0.004 inch).
Nut
Exhaust valve lash setting is
0.76 ± 0.10 mm (0.030 ± 0.004 inch).
Recheck the valve lash setting.
4W-5998 Before assembly, lubricate the ball and the socket of the pushrod assembly with
16
4 Pushrod As the 50/50 mixture of clean engine oil and 8T-2998 Lubricant before installation.
305-6843 Refer to Reuse And Salvage Guidelines, SEBF8066, "Visual Inspection of Lifter
16
5 Guide Guide Springs in 3400 Series Engines" in order to obtain reuse information on
Spring guide springs.
101-7788
16 Diameter is
6 Valve Lifter
27.896 ± 0.013 mm (1.0983 ± 0.0005 inch).
As
Illustration 2 g03124098
Table 2
Item Qty
Part Specification Description
Protrusion (A) of the dowel above the top surface of the shaft
7 2 4N-0955 Dowel bracket is
9.7 ± 1.0 mm (0.38 ± 0.04 inch).
B 1 4N-1107 Rocker Arm Diameter is
Shaft 24.752 ± 0.013 mm (0.9745 ± 0.0005 inch).
Length under test force is
74.17 mm (2.920 inch).
Test force is
8 3 2N-7229 Spring
44.5 to 53.4 N (10.0 to 12.0 lb).
Free length after test is
114.3 mm (4.50 inch).
As requires, use the washers in order to obtain
0.30 to 1.40 mm (0.012 to 0.055 inch) end play for rocker arm.
9 4 2N-7228 Washer
Thickness of new washer is
0.76 ± 0.13 mm (0.030 ± 0.005 inch).
Type 2
Illustration 3 g03124099
Table 3
Specification for 4N-4298 Valve Mechanism Gp
Item Qty
Part Specification Description
4N-5613
Bore in the rocker arm for the rocker arm shaft is
1 8 Rocker
24.803 ± 0.013 mm (0.9765 ± 0.0005 inch).
Arm
2 - - Refer to Specifications, "Cylinder Head" for information that is related to the
tightening sequence of the cylinder head bolts.
After setting the valve lash, tighten to
30 ± 4 N·m (266 ± 35 lb in).
Inlet valve lash setting is
9L-7712
3 8 0.38 ± 0.10 mm (0.015 ± 0.004 inch).
Nut
Exhaust valve lash setting is
0.76 ± 0.10 mm (0.030 ± 0.004 inch).
Recheck the valve lash setting.
Tighten the nut to
4 - -
47 ± 9 N·m (35 ± 7 lb ft).
Protrusion of the dowel is
A - -
32.3 mm (1.27 inch).
305-6843 Refer to Reuse And Salvage Guidelines, SEBF8066, "Visual Inspection of Lifter
16
5 Guide Guide Springs in 3400 Series Engines" in order to obtain reuse information on
Spring guide springs.
101-7788
16 Diameter is
6 Valve Lifter
27.896 ± 0.013 mm (1.0983 ± 0.0005 inch).
As
Illustration 4 g03124100
Table 4
Item Qty
Part Specification Description
Protrusion (B) of the dowel above the top surface of the shaft
7 2 4N-0955 Dowel bracket is
9.7 ± 1.0 mm (0.38 ± 0.04 inch).
C 1 4N-1107 Rocker Arm Diameter is
Shaft 24.752 ± 0.013 mm (0.9745 ± 0.0005 inch).
Length under test force is
74.17 mm (2.920 inch).
Test force is
8 3 2N-7229 Spring
44.5 to 53.4 N (10.0 to 12.0 lb).
Free length after test is
114.3 mm (4.50 inch).
As requires, use the washers in order to obtain
0.30 to 1.40 mm (0.012 to 0.055 inch) end play for rocker arm.
9 4 2N-7228 Washer
Thickness of new washer is
0.76 ± 0.13 mm (0.030 ± 0.005 inch).
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Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01953534
Valve Mechanism Cover
SMCS - 1107
Illustration 1 g01016004
Valve mechanism cover for the 3408 and 3412
Typical example
(1) Tighten the bolts for the valve cover base to the following torque. ... 14 ± 4 N·m (124 ± 35 lb in)
(2) Tighten the bolts for the valve cover to the following torque. ... 14 ± 4 N·m (124 ± 35 lb in)
(3) Cut the seal for valve cover base to the following length. ... 1625 ± 5 mm (64.0 ± 0.2 inch)
(4) Cut the seal for the valve cover to the following length. ... 1410 ± 5 mm (55.5 ± 0.2 inch)
Coat both ends of the seals with 3S-6252 Sealant prior to installation.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Systems Operation
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988115
Cooling System
SMCS - 1350
Coolant Circuit
Illustration 1 g01029677
Cooling system schematic (typical example)
(1) Turbocharger drain lines
(2) Water cooled turbocharger housing
(3) Aftercooler
(4) Vent lines
(5) Deaerator
(6) Expansion tank
(7) Raw water heat exchanger
(8) Riser to water cooled manifold
(9) Water pump inlet
(10) Water cooled manifold
(11) Tube from expansion tank to water pump
(12) Jacket water pump
(13) Manifold
(14) Jacket water heater
(15) Bonnet
(16) Oil cooler
The 3408 and 3412 High Performance Marine Engines use a separate raw water pump, an integral surge tank,
and a heat exchanger in order to provide a more compact engine installation. The jacket water cooling system is
a pressure type cooling system. The system is designed with the following components that are water cooled:
exhaust manifolds
risers
turbochargers
This pressure type cooling system can operate safely at a temperature that is higher than the normal boiling point
(steam) of water. A pressure type cooling system also helps to prevent cavitation which can damage engine
components. Cavitation is the sudden formation of low pressure bubbles that are caused by mechanical forces in
liquids. An integral deaerator is built into the jacket water cooling system in order to remove air bubbles from
the coolant. The formation of air or steam pockets is more difficult within a pressure type cooling system. The
extensive use of water cooled manifolds helps to minimize excess heat that would be radiated into the engine
room.
Illustration 2 g01029686
(6) Expansion tank
(7) Raw water heat exchanger
(12) Jacket water pump
(17) Raw water inlet
(18) Raw water pump
(19) Turbocharger supply from block
The jacket water pump (12) forces coolant into manifold (13). The coolant flow is then divided.
Part of the coolant from the water pump is sent to the aftercooler (3) in order to cool the inlet air for the engine.
From the aftercooler core, the coolant then enters the cylinder block at the top rear of the engine. This flow is
directed from the rear of the cylinder block into the rear of the cylinder heads toward the front of the engine. The
coolant exits the cylinder heads at the front of the engine into the risers (8) through the water cooled manifolds
(10) in the front of the cylinder heads. This coolant then combines with the coolant flow from the cylinder block
and the cylinder heads.
Another part of the coolant flows through the engine oil cooler (16). After leaving the oil cooler, the flow is
divided again at the bonnet of the oil cooler (15). A portion of the flow is redirected in order to cool the cylinder
block, the cylinder liners, and the cylinder heads. After passing through the temperature regulators, the coolant is
pumped through the bypass lines, or through the deaerators into the heat exchanger. The coolant then returns to
the inlet of the water pump. The remaining flow is directed through lines (19) into the bottom of the
turbocharger housing (2). The coolant then flows out of the top of the housing, into the turbocharger drain lines
(1), into the risers (8), and through the exhaust manifolds (10). The flow moves from the exhaust manifold to the
front of the cylinder head for return through the temperature regulators. Vent lines (4) connect the turbochargers,
the deaerator and the expansion tank. A separate tube (11) connects the expansion tank directly with the water
pump.
The raw water pump (auxiliary water pump) (18) supplies a continuous flow of raw water to the heat exchanger
for cooling. Raw water is drawn in through the raw water inlet (17). This water is used in order to cool the jacket
water. The water is then pumped through the outlet tube and into the marine gear cooler and the water cooled
exhaust manifold.
Note: The water temperature regulator is an important part of the cooling system. The regulator divides coolant
flow between the heat exchanger and the bypass lines in order to maintain the correct temperature. If the water
temperature regulator is not installed in the system, there is no mechanical control, and most of the coolant will
take the path of least resistance through the bypass. This will cause the engine to overheat in hot weather and the
engine will not reach the normal operating temperature in cold weather. If this is allowed to happen, the engine
may not reach operating temperatures.
When the engine is cold, the water temperature regulators are closed, and the coolant is stopped from flowing to
the heat exchanger. The coolant flows from the temperature regulator housing back to the water pump through
the bypass lines.
Coolant Conditioner
Some conditions of operation can cause pitting on the outer surface of the cylinder liners and on the cylinder
block surface next to the liners. This pitting is caused by corrosion or by cavitation erosion. A corrosion
inhibitor is a chemical that provides a reduction in pitting. The addition of a corrosion inhibitor can keep this
type of damage to a minimum.
The coolant conditioner element is a spin-on element that is similar to a fuel filter and to oil filter elements. The
coolant conditioner element attaches to the coolant conditioner base that is mounted on the engine or mounted
on a remote location. Coolant flows through lines from the water pump to the base and back to the block. There
is a constant flow of coolant through the element.
The element has a specific amount of inhibitor for acceptable cooling system protection. As the coolant flows
through the element, the corrosion inhibitor goes into the solution. The corrosion inhibitor is a dry solution, so
the inhibitor dissolves. The corrosion inhibitor then mixes to the correct concentration. Two basic types of
elements are used for the cooling system. The two elements are the precharge elements and the maintenance
elements. Each type of element has a specific use. The elements must be used correctly in order to get the
necessary concentration for cooling system protection. The elements also contain a filter. The elements should
remain in the system after the conditioner material is dissolved.
The precharge elements contain more than the normal amount of inhibitor. The precharge element is used when
a system is first filled with new coolant. This element must add enough inhibitor in order to bring the complete
cooling system up to the correct concentration.
The maintenance elements have a normal amount of inhibitor. The maintenance elements are installed at the first
change interval. A sufficient amount of inhibitor is provided by the maintenance elements in order to maintain
the corrosion protection at an acceptable level. After the first change interval, only maintenance elements are
installed. In order to provide the cooling system with protection, maintenance elements are installed at specific
intervals.
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Product: MARINE ENGINE
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Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01989226
Cooling System - Inspect
SMCS - 1350-040
Visual Inspection Of The Cooling System
Cooling systems that are not regularly inspected are the cause for increased engine temperatures. Make a visual
inspection of the cooling system before any tests are performed.
At operating temperature, the engine coolant is hot and under pressure.
Steam can cause personal injury.
Check the coolant level only after the engine has been stopped and the
filler cap is cool enough to touch with the bare hand.
Remove the filler cap slowly to relieve pressure.
Cooling system conditioner contains alkali. Avoid contact with skin and
eyes to prevent personal injury.
1. Check the coolant level in the cooling system. Refer to Operation and Maintenance Manual, "Cooling
System Coolant Level - Check".
2. Look for leaks in the system.
Note: A small amount of coolant leakage across the surface of the water pump seals is normal. This
leakage is required in order to provide lubrication for this type of seal. A hole is provided in the water
pump housing in order to allow this coolant/seal lubricant to drain from the pump housing. Intermittent
leakage of small amounts of coolant from this hole is not an indication of water pump seal failure.
3. Look for leaks or restrictions in the expansion tank. Look for leaks or restrictions in the raw water heat
exchanger.
4. Inspect the drive belts for the fan.
5. Check for damage to the fan blades.
6. Look for air or combustion gas in the cooling system.
7. Inspect the filler cap, and check the surface that seals the filler cap. This surface must be clean.
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Product: MARINE ENGINE
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Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01989224
Cooling System - Test
SMCS - 1350-040; 1350-081
Testing the Cooling System
Illustration 1 g00286266
Boiling point of water
Remember that temperature and pressure work together. When a diagnosis is made of a cooling system problem,
temperature and pressure must be checked. Cooling system pressure will have an effect on the cooling system
temperature. For an example, refer to Illustration 94. This will show the effect of pressure on the boiling point
(steam) of water. This will also show the effect of height above sea level.
Personal injury can result from hot coolant, steam and alkali.
At operating temperature, engine coolant is hot and under pressure.
The radiator and all lines to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only when engine is stopped
and radiator cap is cool enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid contact with skin
and eyes.
The coolant level must be to the correct level in order to check the coolant system. The engine must be cold and
the engine must not be running.
After the engine is cool, loosen the pressure cap in order to relieve the pressure out of the cooling system. Then
remove the pressure cap.
The level of the coolant should not be more than 13 mm (0.5 inch) from the bottom of the filler pipe. If the
cooling system is equipped with a sight glass, the coolant should be to the proper level in the sight glass.
Tools for Testing the Cooling System
Table 1
Required Tools
Part Number Part Name Quantity
4C-6500 Digital Thermometer (1)
8T-2700 Blowby/Air Flow Indicator (1)
9S-8140 Pressurizing Pump (1)
9U-7400 Multitach Tool Group (1)
Making contact with a running engine can cause burns from hot parts
and can cause injury from rotating parts.
When working on an engine that is running, avoid contact with hot
parts and rotating parts.
Illustration 2 g00300241
4C-6500 Digital Thermometer
The 4C-6500 Digital Thermometer is used in the diagnosis of overheating conditions and in the diagnosis of
overcooling conditions. This group can be used to check temperatures in several different parts of the cooling
system. Refer to Operating Manual, NEHS0554, " 4C-6500 Digital Thermometer Group" for the testing
procedure.
The 8T-2700 Blowby/Air Flow Indicator is used to check the air flow through the radiator core. Refer to Special
Instruction, SEHS8712, "Using the 8T-2700 Blowby/Air Flow Indicator " for the test procedure for checking
blowby.
Illustration 3 g00300249
9U-7400 Multitach
The 9U-7400 Multitach Tool Group is used to check the fan speed. Refer to Operating Manual, NEHS0605, "
9U-7400 Multitach Tool Group " for the testing procedure.
Illustration 4 g00286369
9S-8140 Pressurizing Pump
The 9S-8140 Pressurizing Pump is used to test the filler caps. This pressurizing pump is also used to pressure
test the cooling system for leaks.
Checking the Filler Cap
Table 2
Required Tools
Part Number Part Name Quantity
9S-8140 Pressurizing Pump (1)
One cause for a pressure loss in the cooling system can be a damaged seal on the radiator filler cap.
Illustration 5 g00296067
Typical schematic of filler cap
(1) Sealing surface of both filler cap and radiator
Personal injury can result from hot coolant, steam and alkali.
At operating temperature, engine coolant is hot and under pressure.
The radiator and all lines to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only when engine is stopped
and radiator cap is cool enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid contact with skin
and eyes.
To check for the amount of pressure that opens the filler cap, use the following procedure:
1. After the engine cools, carefully loosen the filler cap. Slowly release the pressure from the cooling system.
Then, remove the filler cap.
Carefully inspect the filler cap. Look for any damage to the seals and to the sealing surface. Inspect the
following components for any foreign substances:
filler cap
seal
surface for seal
Remove any deposits that are found on these items, and remove any material that is found on these items.
2. Install the filler cap on the 9S-8140 Pressurizing Pump .
3. Look at the gauge for the exact pressure that opens the filler cap.
4. Compare the gauge reading with the opening pressure that is listed on the filler cap.
5. If the filler cap is damaged, replace the filler cap.
Testing the Water Temperature Gauge
Table 3
Required Tools
Part Number Part Name Quantity
4C-6500 Digital Thermometer (1)
or or
2F-7112 Thermometer
Personal injury can result from escaping fluid under pressure.
If a pressure indication is shown on the indicator, push the release valve
in order to relieve pressure before removing any hose from the radiator.
Making contact with a running engine can cause burns from hot parts
and can cause injury from rotating parts.
When working on an engine that is running, avoid contact with hot
parts and rotating parts.
Check the accuracy of the water temperature indicator or water temperature sensor if you find either of the
following conditions:
The engine runs at a temperature that is too hot, but a normal temperature is indicated. A loss of coolant is
found.
The engine runs at a normal temperature, but a hot temperature is indicated. No loss of coolant is found.
Coolant temperature can also be read on the display screens of the Electronic Service Tool.
Illustration 6 g00331990
The back of the left cylinder head
(Sending unit for the water temperature gauge.)
Remove the plug (1). Install one of the following thermometers in the open port:
The 4C-6500 Digital Thermometer
The 2F-7112 Thermometer
A temperature indicator of known accuracy can also be used to make this check.
Start the engine. Run the engine until the temperature reaches the desired range according to the test
thermometer. If necessary, place a cover over part of the radiator in order to cause a restriction of the air flow.
The reading on the water temperature indicator should agree with the test thermometer within the tolerance
range of the water temperature indicator.
At operating temperature, the engine coolant is hot and under pressure.
Steam can cause personal injury.
Check the coolant level only after the engine has been stopped and the
filler cap is cool enough to touch with the bare hand.
Remove the filler cap slowly to relieve pressure.
Cooling system conditioner contains alkali. Avoid contact with skin and
eyes to prevent personal injury.
Illustration 7 g00300300
Water temperature gauge
Start the engine. Run the engine until the temperature reaches the desired range according to the test
thermometer. If necessary, place a cover over part of the radiator in order to cause a restriction of the coolant
flow. The reading on the water temperature indicator should agree with the test thermometer within the tolerance
range of the water temperature indicator.
Table 4
Test Test
Pointer
Thermometer Thermometer
Position
°C °F
1 65 to 77 150 to 170
2 99 to 103 210 to 218
Testing the Water Temperature Regulator
Personal injury can result from escaping fluid under pressure.
If a pressure indication is shown on the indicator, push the release valve
in order to relieve pressure before removing any hose from the radiator.
1. Remove the water temperature regulator from the engine.
2. Heat water in a pan until the temperature is 92°C (198°F).
3. Hang the water temperature regulator in the pan of water. The water temperature regulator must be below
the surface of the water and away from the sides and the bottom of the pan.
4. Keep the water at the correct temperature for ten minutes.
5. After ten minutes, remove the water temperature regulator. Check the distance of the opening of the water
temperature regulator.
If the distance is less than the distance specified in the manual, replace the water temperature regulator.
Refer to Specifications, "Water Temperature Regulator".
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Product: MARINE ENGINE
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Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02910232
Coolant Conditioner Base
SMCS - 1352
Illustration 1 g01448163
(A) Apply 7M-7456 Compound to the tapered end of the stud to the following length. ... 10.0 ± 1.5 mm (0.39 ±
.06 inch)
(1) Stud
Tighten the stud to the following torque. ... 70 ± 15 N·m (50 ± 11 lb ft)
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Product: MARINE ENGINE
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Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i04907651
Water Temperature Regulator
SMCS - 1355
S/N - 3JK1-UP
S/N - 7BL1-UP
S/N - 8RG1-UP
S/N - REA1-UP
Illustration 1 g02545979
Table 1
Specification for 248-5513 Temperature Regulator
Item Qty Part Specification Description
A - - Minimum opening distance at fully open temperature is 10.4 mm (0.41 inch).
- - - Opening temperature is 81 to 84 °C (178 to 183 °F).
- - - Fully open temperature is 92 °C (198 °F).
Leakage at the seat and sleeve shall not exceed minimum 10.0 cc (0.6 cubic inch) at
- - -
207 kPa (30 psi).
Force required to separate valve from seat is 165 ± 9 N (37 ± 2 lb), measured at
- - -
temperature 75 °C (167 °F).
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Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i07317779
Water Pump
SMCS - 1361
Illustration 1 g06281930
Table 1
Item Qty Part Specification Description
Note: Do not install the lip type seal (1) by hand. Use the installation tool and a press to install the lip type
seal. Make sure that the primary lip is towards the water pump drive gear. Press the lip type seal is flush into
the counterbore.
Use the installation tool to install the seal group (2). Press the seal group onto the shaft until the stationary
cup of the seal group is fully seated in the pump housing.
3 1 0S-1591 Bolt Torque to 39 ± 3 N.m (29 ± 2 lb ft).
135-4928 Water Pump Diameter of the water pump shaft is 19.100 ± 0.010 mm
A 1
Shaft (0.752 ± 0.0004 inch).
B - - Installation height is 10.92 ± 0.13 mm (0.43 ± 0.005 inch).
- - - Maximum air leakage per minute with an air pressure test of
140 kPa (20 psi).
Water side not to exceed 10 cc (0.6 cu in).
Oil side not to exceed 24 cc (1.5 cu in).
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Specifications
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i00997093
Auxiliary Water Pump
SMCS - 1371
Illustration 1 g00509562
(1) Tighten three screws to the following torque. ... 11 ± 3 N·m (8 ± 2 lb ft)
Illustration 2 g00509595
View A-A
(2) Apply 9S-3263 Thread Lock Compound on the threads of the impeller.
(3) Tighten the nuts to the following torque. ... 40 ± 5 N·m (30 ± 4 lb ft)
Illustration 3 g00509560
(4) Tighten the nut to the following torque. ... 55 ± 7 N·m (41 ± 5 lb ft)
Lightly tap the gear with a hammer. Tighten the nut again to the following torque. ... 55 ± 7 N·m (41 ± 5 lb ft)
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Specifications
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i04907651
Water Temperature Regulator
SMCS - 1355
S/N - 3JK1-UP
S/N - 7BL1-UP
S/N - 8RG1-UP
S/N - REA1-UP
Illustration 1 g02545979
Table 1
Specification for 248-5513 Temperature Regulator
Item Qty Part Specification Description
A - - Minimum opening distance at fully open temperature is 10.4 mm (0.41 inch).
- - - Opening temperature is 81 to 84 °C (178 to 183 °F).
- - - Fully open temperature is 92 °C (198 °F).
Leakage at the seat and sleeve shall not exceed minimum 10.0 cc (0.6 cubic inch) at
- - -
207 kPa (30 psi).
Force required to separate valve from seat is 165 ± 9 N (37 ± 2 lb), measured at
- - -
temperature 75 °C (167 °F).
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Systems Operation
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i00767316
Glossary of Electronic Control Terms
SMCS - 1900
Actual Rack - The ECM interprets the signal from the Rack Position Sensor. This is read as Rack Pos on the
ECAP.
After Market Device - The customer or the machine (OEM) installs these devices or accessories. This
installation is completed after the engine is delivered.
Alternating Current (AC) - The direction of current flow changes. The current flow alternates constantly.
American Wire Gauge (AWG) - This is the measurement of the diameter of electrical wire. This is also the
measurement of the ability of electrical wire to carry current. A smaller AWG number reflects a larger wire.
Before Top Center (BTC) - BTC is the 180 degrees of crankshaft rotation before the piston reaches Top Center
in the normal direction of rotation.
Boost Pressure Sensor - This sensor measures inlet manifold air pressure. The sensor sends the signal to the
ECM.
Brushless Torque Motor (BTM) - This solenoid moves the fuel rack servo spool valve. This is also called rack
solenoid.
Bypass Circuit - This circuit substitutes an existing circuit. The circuit is usually a temporary circuit. The circuit
is used for testing.
Calibration - Calibration is an electronic adjustment of a sensor signal.
CAT Data Link - The data link is an electrical connection that is used to communicate with other
microprocessor based devices. The microprocessor based devices are compatible with the proposed American
Trucking Association and the SAE Standard. These devices include trip recorders, electronic dashboards, and
maintenance systems. The data link is also the communication medium that is used for programming with the
electronic service tool. The data link is also used for troubleshooting with the electronic service tool.
Code - See Diagnostic Code.
Desired Rack Position (DES Rack Pos on ECAP) - The ECM calculates this rack setting. This is needed to
attain or maintain the desired RPM.
Desired RPM - The desired RPM is input to the electronic governor within the ECM. The electronic governor
uses inputs from the Throttle Position Sensor, the Speed Timing Sensor and the Customer Parameters in order to
determine the desired RPM.
Desired Timing Advance (DES Timing ADV on ECAP) - The fuel injection timing advance is calculated by
the ECM. The calculation is used to meet emission and performance specifications.
Diagnostic Code - A diagnostic code is an indication of a problem or event in the electronic system.
Direct Current (DC) - Direct current is the type of current that flows consistently in only one direction.
Duty Cycle - See Pulse Width Modulation.
Electrically Erasable Programmable Read Only Memory (EEPROM) - The EEPROM is a large scale
integrated circuit chip for storing digital data. This chip can be electronically erased and reprogrammed. This is
used to store electronic engine control parameters that can be changed using the ECAP.
Electronic Control Analyzer And Programmer (ECAP) - The ECAP is a Caterpillar electronic service tool.
The ECAP is used for programming and for diagnosing various types of electronic controls.
Electronic Control Module (ECM) - The ECM is the engine's control computer. The ECM provides power to
the electronics for the system. The ECM monitors the information that is input by the system. The ECM acts as a
governor in order to control engine rpm.
Electronic Control System - This is the complete electronic system. This system monitors and controls the
engine operation under all conditions.
Engine Speed Sensor - This magnetic sensor measures the engine speed. The engine speed is measured from
the rotation of the fuel injection pump camshaft (slotted retainer).
Estimated Dynamic Timing - This is the estimated calculation of actual injection timing by the ECM. Est Dyn
Timing = Static Timing Spec + Actual Timing Advance + Port Effect (.2 deg/100 rpm).
Fuel Ratio Control (FRC) - The FRC is a limit that is based on the control of the fuel to air ratio. The FRC is
used for emission control. When the ECM senses a higher turbocharger outlet pressure, the ECM increases the
limit for the FRC in order to allow more fuel into the cylinders.
Fuel Off and Fuel On - This refers to the minimum fuel and the maximum fuel positions of the fuel rack.
Harness - The harness is the bundle of wiring that connects all the components of the electrical engine system.
Hertz (Hz) - Hertz is the measure of frequency in cycles per second.
Inlet Air Pressure Sensor - This sensor measures the inlet air pressure. The sensor sends a signal to the
Electronic Control Module (ECM).
Jacket Water Aftercooler (JWAC) - This is a method of cooling inlet air after the turbocharger. This method
uses jacket water for cooling. The inlet air is passed through an aftercooler (heat exchanger) before going to the
inlet manifold.
Oil Pressure Sensor - This sensor measures engine oil pressure. The sensor sends a signal to the ECM.
Open Circuit - An open circuit is a broken electrical wire connection. The signal or the supply voltage cannot
reach the intended destination.
Original Equipment Manufacturer (OEM) - The equipment manufactured by an OEM that has a Caterpillar
engine for power.
Parameter - A parameter is a programmable value which affects the characteristics or the behavior of the
engine and/or machine.
Password - A password is a group of numeric characters or alphanumeric characters. A password is designed to
restrict access to parameters. The Electronic Control system requires correct passwords in order to change
Customer Specified Parameters (Customer Passwords). Factory passwords are also required in order to change
certain engine specifications. Passwords are also required to clear certain diagnostic codes.
Personality Module Or Ratings Personality Module - A personality module refers to the software that is
downloaded onto the small, blue module. The module is inserted into the ECM. The module contains all the
instructions (software) for the ECM and performance maps for a specific horsepower family.
Programmable Read Only Memory (PROM) - A large scale integrated circuit chip. This chip stores digital
data. The chip can only be programmed at the factory. This chip is used in the personality module. The chip
stores the control logic and stores the rating information.
Pulse Width Modulation (PWM) - A PWM is a digital type of electronic signal that corresponds to a measured
variable. The length of the pulse (signal) is controlled by the measured variable. The variable is quantified by a
certain ratio. This ratio is the percent of "TIME-ON" that is divided by the percent of "TIME-OFF".
Illustration 1 g00350656
Example of pluse width modulation
Rated Rack Position - This is a limit on the rack position. This provides the specified horsepower and torque
curves. This value comes from maps that have been programmed into the personality module at the factory.
Rack Position Sensor - A linear position sensor which follows the movement of the rack assembly. This sensor
sends an electrical signal to the ECM.
Rack Solenoid (BTM) - A rotary proportional solenoid used to move the fuel rack servo spool valve. This is
also called a Brushless Torque Motor (BTM).
Reference Voltage - The regulated voltage supplied by the ECM to a sensor. The reference voltage is used by
the sensor to generate a signal voltage.
Sensor - A sensor is used to detect a change in the pressure, in the temperature, or in mechanical movement.
When any of these changes are detected, a sensor converts the change into an electrical signal.
Service Program Module (SPM) - This module is a software program. This module is part of a computer chip
that is programmed at the factory. The module is designed to adapt an ECAP to a specific application.
Short Circuit - A short circuit is an electrical circuit that is mistakenly connected to an undesirable point. For
example, an electrical contact is made with the frame whenever an exposed wire rubs against a truck's frame.
Signal - A signal is a voltage or a wave that is used to transmit information that is typically from a sensor to the
ECM.
Speed Burp - A speed burp is a sudden brief change in engine speed.
Static Timing Specification - The fixed number of degrees determined by the design of the fuel pump camshaft.
This will determine the injection timing with no advance. The value displayed is the specification for static
timing and is NOT an electrically measure value.
Subsystem - A subsystem is part of the EUI system that relates to a particular function.
Supply Voltage - Supply voltage is a constant voltage that is supplied to a component in order to provide
electrical power for operation. Supply voltage may be generated by the ECM. Supply voltage may also be the
battery voltage that is supplied by the wiring harness.
"T" Harness - This harness is a test harness that is designed to permit normal circuit operation and the
measurement of the voltage simultaneously. Typically, the harness is inserted between the two ends of a
connector.
Throttle Position - The throttle position is the ECM interpretation of the signal from the Throttle Position
Sensor.
Throttle Position Sensor - This is an electronic sensor connected to the throttle control. The sensor sends a
Pulse Width Modulated Signal to the ECM.
Total Tattletale - The total tattletale is the total number of changes to all system parameters.
Transducer - A device which converts a mechanical signal to an electrical signal.
Transducer Module - This is a sealed unit mounted below the rack actuator housing. The module contains the
engine Oil Pressure Sensor, the Boost Pressure Sensor and the protective signal conditioning circuitry.
Copyright 1993 - 2020 Caterpillar Inc. Sat Aug 29 2020 16:40:30 GMT+0700 (Indochina Time)
All Rights Reserved.
Private Network For SIS Licensees.
Shutdown SIS
Previous Screen
Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Systems Operation
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01982638
Electronic Control System Components
SMCS - 1900
Illustration 1 g01027452
Right side view
(1) Rack solenoid (Brushless Torque Motor)
Illustration 2 g01027458
Rear view
(2) Personality module
(3) Electronic Control Module (ECM)
The electronic control system is designed into the engine's fuel system. The system is designed to electronically
control the delivery of fuel and injection timing.
The engine uses the following three types of electronic components:
input component
control component
output component
An input component is one that sends an electrical signal to the Electronic Control Module (ECM) of the system.
The signal that is sent varies in either of the following ways:
voltage
frequency
The ECM interprets the signal from the input component as information about the condition, environment, or
operation of the engine.
A control component (ECM) receives the input signals from the input components. Electronic circuits inside the
control component evaluate the signals from the input components. These electronic circuits also supply
electrical energy to the output components of the system. The electrical energy that is supplied to the output
components is based on predetermined combinations of input signal values.
An output component is one that is operated by a control module. The output component receives electrical
energy from the control group. The output component uses that electrical energy in one of two ways. The output
component can use that electrical energy in order to perform work. As an example, a moving solenoid plunger
will perform work. The output component can use that electrical energy in order to provide information. As an
example, a dash panel light or an alarm will provide information to the operator of the engine.
These electronic components provide the ability to electronically control the engine operation. Engines with
electronic controls offer the following advantages:
improvement in performance
improvement in fuel consumption
reduction in emissions levels
Various sensors feed engine data to the ECM. These sensors modify the following functions:
boost pressure
engine oil pressure
engine speed
fuel rack position
throttle position
on/off ignition
The ECM processes the data. Then, the ECM sends electronic signals to the fuel injection solenoids. The fuel
injection solenoids move the fuel rack. This will optimize the efficiency and the performance of the engine.
The electronic engine control system also has the following built-in functions:
engine overspeed
on board diagnostics
Data Link
A data link is used for the following items:
Communicate the engine information.
Communicate with Caterpillar electronic service tools.
Calibrate the electronic engine control system.
Troubleshoot the electronic engine control system.
Program the electronic engine control system.
The electronic engine control system includes a data link. The data link communicates with other
microprocessor based devices. These devices are compatible with SAE Recommended Practices J1708 and
J1587. The data link can reduce the duplication of sensors by allowing the controls to share information.
The data link is used to communicate engine information to other electronic control systems. Also, the data link
can interface with Caterpillar electronic service tools.
The data link monitors engine information. The engine information that is available on the data link includes the
following information:
boost pressure
engine identification
engine speed
oil pressure
rack position
status and diagnostic information
throttle position
The electronic service tools can be used to program the customer specified parameters. The tool is plugged into
the data link connector. This allows the tool to communicate with the ECM. Also, the electronic service tools
can be used to display the real time values of all the information that is available on the data link. This will help
diagnose engine problems.
The electronic service tool is one method of programming the customer specified parameters that are selected by
the customer.
System Diagnostic Codes
Table 1
Diagnostic Flash Codes
Flash Code Description of Code
21 Sensor Supply Voltage Fault
22 Rack Position Sensor Fault
24 Oil Pressure Sensor Fault
25 Boost Pressure Sensor Fault
26 Atmospheric Pressure Sensor Fault
27 Coolant Temperature Sensor Fault
28 Throttle Sensor Adjustment
32 Throttle Position Sensor Fault
33 Engine RPM Signal Fault
34 Loss Of Engine Speed Signal
35 Engine Overspeed Warning
42 Check Boost Sensor Calibration
43 Rack Subsystem Fault
45 Shutoff Solenoid Fault
46 Low Engine Oil Pressure Fault
48 Excessive Engine Power
51 Intermittent Battery Power to ECM
52 ECM or Personality Module Fault
53 ECM Fault
55 No Detected Faults
56 Check Customer or System Parameters
61 High Coolant Temperature Warning
62 Low Coolant Level Warning
64 Transmission Oil Pressure Fault
67 Transmission Oil Temperature
81 High Transmission Oil Temperature Warning
86 High Transmission Oil Pressure Warning
Refer to Electronic Troubleshooting Guide for a complete explanation of the Diagnostic Codes.
Electronic Control Module (ECM) And Personality Module
Illustration 3 g00354015
ECM and personality module
(1) Electronic Control Module (ECM)
(2) Fuel outlet
(3) Fuel inlet
(4) Personality module
The electronic engine control system uses an Electronic Control Module (ECM). The ECM is a microprocessor
based device. The ECM is mounted on the top of the aftercooler housing. The ECM (1) and the personality
module (4) are cooled by fuel. The fuel circulates through a manifold between two circuit boards in the control
module. The fuel enters the control module from the fuel transfer pump. The fuel enters the control module
through the fuel inlet (3). Then, the fuel exits the control module through the fuel outlet (2) .
The inputs and the outputs to the control module are designed to withstand the short circuits to the battery
voltage without damage to the control. The electronic engine control system has the following features that are
designed into the system.
Resistance to radio frequency
Resistance to electromagnetic interference
The system has passed tests for interference that is caused by two-way radios and by switching noise.
The ECM power supply provides electrical power to all engine mounted sensors and actuators. The following
precautions have been designed into the ECM.
reverse voltage polarity protection
protection from voltage spikes or fluctuations
In addition to acting as a power supply, the ECM also monitors all sensor inputs. The ECM provides the correct
outputs. Also, the ECM ensures the desired engine operation.
The ECM memory stores a selected factory engine rating. The memory also contains a personality module
identification code. This code is used to avoid unauthorized tampering or switching of personality modules and
other pertinent manufacturing information.
The wiring harness provides communications to the following areas:
various sensors
data link connector
engine connectors
The Personality Module is attached to the ECM. The personality module provides all the instructions that are
necessary for the ECM to function. The personality module contains the performance maps and the certification
information for the engine. This certification information includes information on the fuel ratio and the rack
control maps for a particular ratings group that utilizes common engine components.
The ECM is programmed to perform the following functions:
diagnostic tests on all inputs
diagnostic tests on all outputs
identification of faulty circuits
Once a fault is detected, the fault can be displayed on a diagnostic lamp. The diagnostic code can be read by
using an electronic service tool. A multimeter can be used to check most problems. Also, a multimeter can be
used to troubleshoot most problems. The ECM will log the diagnostic codes that are generated during engine
operation. These logged codes can be read by the electronic service tool.
Throttle Control Sensor
A throttle control sensor is used to interface with the throttle. The throttle control sensor's output signal is a
Pulse Width Modulation (PWM) of constant frequency. Refer to Pulse Width Modulation in the Systems
Operation, "Glossary of Electronic Control Terms". The PWM signal overcomes the serious errors that can
result from analog signals. These errors occur from the following problems.
current leakage between connector pins
contamination in the wiring harness
contamination in the connectors
The engine returns to low idle if the PWM signal is invalid due to an open wire or a shorted wire.
Fuel Rack Controls
Illustration 4 g00354016
Cross section view of the rack housing
(1) Shutoff solenoid
(2) Rack solenoid (BTM)
(3) Fuel rack servo
Illustration 5 g00354018
Cross section view of rack position sensor
(4) Fuel rack
(5) Rack position sensor
(6) Shutoff override shaft and lever assembly (manual shutoff)
Illustration 6 g00354019
Cross section view of engine speed sensor
(7) Flywheel starter gear
(8) Engine speed sensor
Engine oil pressure is used to move the fuel rack. An electronically actuated rack solenoid (BTM) (2) controls a
double acting hydraulic servo. The servo directs engine oil pressure to either side of a piston that is connected to
the fuel rack. The oil pressure moves the piston. The piston moves the fuel rack.
The servo is a rotor type oil pump. The servo increases the pressure of the engine oil that is supplied to the
governor. The increased oil pressure allows a better regulation of engine speed during the rapid application or
the removal of heavy loads on the engine.
The rack solenoid (BTM) (2) is installed in the side of the rack actuator housing on the fuel injection pump. The
rack solenoid (BTM) (2) is controlled by the ECM. The lever of the rack solenoid (BTM) is engaged in a collar
on the rack servo valve. The rack solenoid (BTM) is spring loaded toward the position of fuel off. The solenoid
must receive a positive voltage in order to move to the position of fuel on.
Rack position sensor (5) is located inside the rack actuator housing. The rack position sensor is attached to the
fuel rack by a magnet. The rack position sensor is a linear potentiometer that provides accurate feedback
information for the ECM.
In addition to the rack position data, the ECM receives data from other sensors that are located in the rack
actuator housing. The engine speed sensor (8) is triggered by radial slots on the flywheel. Oil pressure, inlet air
pressure, and the boost pressure sensors are mounted on the engine. These sensors are connected to the ECM.
The ECM will limit engine speed and power output of the engine if low oil pressure occurs. When there is a
change in boost and/or inlet air pressure, the control module adjusts the quantity of fuel or the timing of fuel that
is delivered to the engine.
The ECM operates shutoff solenoid (1). If the rack solenoid (BTM) (2) is unable to move the fuel rack to the
position of fuel off, the shutoff solenoid will apply an additional force on the fuel rack in order to move the rack
to the position of fuel off. A manual shutoff (6) (shutoff override shaft and lever assembly) is provided. The
manual shutoff control shaft is spring loaded to a neutral position.
If the shutoff solenoid fails to energize, the solenoid override may be used to move the shutoff lever away from
the fuel rack servo (3). This will allow the rack solenoid (BTM) to move the fuel rack even though the shutoff
solenoid is not energized.
The manual shutoff may be used to shut down the engine when the shutoff solenoid energized and power is
maintained to the ECM. The manual shutoff will be needed for some troubleshooting procedures.
The mechanical type of fuel ratio control, the torque control group, and various adjustment screws have been
eliminated. The electronic control module performs all of these functions. The control module adjusts the engine
power and the torque rise. This compensates for plugged air cleaners in order to limit the amount of smoke.
The amount of fuel that is needed by the engine to maintain a desired rpm is determined by the ECM. During a
constant engine speed, the engine speed will decrease when an additional load is applied. The signal from the
engine speed sensor (8) to the ECM changes. The control module identifies the change in the engine speed
signal. The ECM then collects data from the other engine sensors. After the data is processed, the ECM will
send a positive voltage to the rack solenoid.
The rack solenoid (BTM) moves the valve in fuel rack servo (3). This will cause the fuel rack to move in the fuel
on direction. The increase in fuel to the engine will increase engine speed. This action will continue until the
engine is again running at the desired speed or until the rack position has increased up to a rack position limit.
With the engine at a desired speed, the engine speed will increase when the load is decreased. The ECM receives
the changed signal from the engine speed sensor (8). The ECM reduces the electrical signal that goes to the rack
solenoid (BTM). The rack solenoid (BTM) moves the valve in the fuel rack servo (3). This will move the fuel
rack in the fuel off direction. The decrease in fuel to the engine will decrease engine speed. This action will
continue until the engine is again running at the desired speed.
During engine start-up, the electronic engine control system controls the start-up cycle. The throttle control is
not needed. The ECM will automatically provide the engine with the correct amount of fuel that is required to
start the engine. Since some oil pressure is required for the fuel rack servo to move the fuel rack, electronically
controlled engines may require a slightly longer cranking time to start.
Governor Servo
Illustration 7 g00354021
Rack movement toward full fuel
(1) Piston
(2) Cylinder
(3) Sleeve
(4) Valve
(5) Fuel rack
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil passage
When the rack solenoid (BTM) is energized, the rack solenoid (BTM) moves valve (4) to the left. The valve
opens oil outlet (B) and the valve closes oil passage (D). Pressure oil from oil inlet (A) pushes piston (1) and
fuel rack (5) to the left. Oil that is behind the piston travels through oil passage (C), along valve (4), and exits
through oil outlet (B).
Illustration 8 g00354022
No rack movement (constant engine speed)
(1) Piston
(2) Cylinder
(3) Sleeve
(4) Valve
(5) Fuel rack
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil passage
When the desired engine speed is reached, the rack solenoid (BTM) holds valve (4) in a fixed position. Piston
(1) moves to the left until both oil outlet (B) and oil passage (D) are blocked by valve (4). Oil is trapped in the
chamber behind piston (1). This creates a hydraulic lock. The piston and the fuel rack movement is stopped.
Illustration 9 g00354023
Rack movement toward fuel off
(1) Piston
(2) Cylinder
(3) Sleeve
(4) Valve
(5) Fuel rack
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil passage
When the rack solenoid (BTM) is de-energized, spring force in the solenoid moves valve (4) to the right. The
valve closes oil outlet (B) and opens oil passage (D). Pressure oil from oil inlet (A) is now on both sides of
piston (1). The area of the piston is larger on the left side. The area of the piston is smaller on the right side. The
force of the oil is also greater on the left side of the piston. The piston and the fuel rack (5) moves to the right.
Copyright 1993 - 2020 Caterpillar Inc. Sat Aug 29 2020 16:40:55 GMT+0700 (Indochina Time)
All Rights Reserved.
Private Network For SIS Licensees.
Shutdown SIS
Previous Screen
Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Systems Operation
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i02494578
Electrical System
SMCS - 1400; 1550; 1900
Electronic Control Module Power Circuit (Electronically Controlled
Engines)
The electronically controlled engine uses a wide variety of electronic input devices. These components require
an operating voltage. Also, these components could require a reference voltage.
The electronic control modules on these engines are not sensitive to the common external sources of noise.
However, electro-mechanical buzzers can cause disruptions in the power supply. If electro-mechanical buzzers
are used near the engine, the engine electronics should be powered directly from the battery system through a
dedicated relay. The engine electronics should not be powered through a common power bus with other devices
that are activated by the keyswitch.
The ordinary switch input circuits inside the Electronic Control Module (ECM) have a tolerance for resistance
and a tolerance to shorts between wires. The tolerances are listed below.
The Electronic Engine Control System will tolerate resistance in any ordinary switch up to 2.5 Ohms
without malfunctioning.
In any ordinary switch input, the Electronic Engine Control System will tolerate shorts between wires to
5000 Ohms without a malfunction.
NOTICE
The +24 Volt wire in the data link harness of the ECM is provided to
power the Electronic Engine Control System service tools only. No
other devices should be powered by this wire. The ECM was not
designed to carry high current loads and is not short circuit protected.
The ECM draws a maximum of 6.5 Amperes at 24 volts from the electrical system under steady state conditions.
While you are starting the engine, the ECM will draw a maximum of 9 Amperes. However, the Electronic
Engine Control System will function with less than 24 volts. A minimum of 8 volts is required when the engine
is cranked. A minimum of 24 volts is needed when the engine is running.
Power enters the ECM through the + battery wire. Power exits the ECM through the negative battery wire.
The Electronic Engine Control System is protected against power surges on the 24 Volt power supply. These
power surges are due to alternator load dumps and due to jump starting with voltages up to 32 volts.
Engine Speed Input Circuit
Engine speed is sensed by an electronic engine speed sensor. This is similar to an electromagnetic pickup. The
signal is generated by placing the sensor near a rotating component. However, the sensor requires an operating
voltage. The sensor requires an operating voltage of 8.0 ± 0.4 Volts. This voltage is provided by the ECM.
The output of the engine speed sensor is a voltage pulse. The frequency is dependent on the speed of the engine.
The frequency of the pulse is interpreted by the ECM as engine speed. When you crank the engine, the
frequency of the signal is 10 to 50 Hz (Hertz). The frequency of the signal is approximately 120 Hz at low idle.
Fuel Rack Input Circuit
The engine fuel rack signal is obtained from an electronic linear position sensor. The sensor follows the
movement of the rack assembly. This sensor requires an operating voltage of 8.0 ± 0.4 Volts. The sensor requires
a reference voltage of 5.0 ± 0.25 Volts. These voltages are provided by the ECM.
The output of the rack position sensor is a voltage between 0.3 and 5.25 Volts. This voltage is dependent upon
the position of the rack position sensor. The output voltage is interpreted by the ECM as the rack position.
Engine Coolant Temperature Circuit
The engine coolant temperature is obtained from an electronic sensor. The sensor is mounted on the engine. This
sensor sends the data to the ECM through the engine wiring harness. The sensor requires an operating voltage of
8.0 ± 0.4 Volts. The sensor operates at a temperature range between 40 to 120°C (104 to 248°F).
At this range of input, the output of the coolant temperature sensor is good between 0.5 Volts and 4.5 Volts. This
voltage is dependent upon the engine coolant temperature. The signal is interpreted by the ECM as the coolant
temperature.
Input Circuit for the Inlet Air Pressure
The inlet air pressure sensor is located on the engine. Inlet air pressure is taken before the turbocharger and after
the air cleaner. The inlet air pressure is routed to the sensor. The sensor requires a reference voltage of 5.0 ± 0.25
Volts.
The output of the inlet air pressure sensor is a DC voltage between 1.0 Volts and 5.0 Volts. This voltage is
dependent upon the pressure that is felt by the inlet air pressure sensor. The signal is interpreted by the ECM as
absolute inlet air pressure.
Boost Pressure Input Circuit
The boost pressure sensor is mounted in the air inlet manifold. The same operating voltages and the same
reference voltages that are provided to the inlet air pressure sensor are also provided to this sensor.
The output of the boost pressure sensor is a DC voltage between 0.35 Volts and 4.6 Volts. This voltage is
dependent upon the pressure that is felt by the boost pressure sensor. The signal is interpreted by the ECM as
boost pressure (gauge).
Engine Oil Pressure Input Circuit
The engine oil pressure sensor is located in the engine oil lines. Engine oil pressure from the fuel injection pump
is routed to this sensor. This sensor requires an operating voltage of 5 Volts.
The output of the oil pressure sensor is a DC voltage between 0.35 Volts and 4.6 Volts. This voltage is dependent
upon engine oil pressure. The signal is interpreted by the ECM as oil pressure.
The engine oil pressure sensor is designed to measure oil pressure between 0 and 690 kPa (0 and 100 psi).
Engine oil pressures that are greater than 690 kPa (100 psi) are read as 690 kPa (100 psi). This limited oil
pressure reading range provides more accurate low oil pressure readings than a sensor that is capable of reading
the maximum engine oil pressure. Low oil pressure readings are the most important oil pressure readings.
Input Circuit for the Throttle Control
The throttle position is obtained from an electronic sensor. An operating voltage of 24 Volts is provided to the
sensor by the electrical system.
The output of the throttle position sensor is a constant frequency pulsed voltage of 0 to 5.25 Volts. The throttle
position sensor regulates the pulse width of the signal that is generated. The frequency of the signal remains
constant. The signal is interpreted by the ECM as the throttle position. The throttle position sensor's output pulse
width is from 10 to 90%. The ECM interprets this signal. The ECM then generates a signal that represents the
throttle position from 0 to 100%.
Shutoff Solenoid Output Circuit
The shutoff solenoid is an output component of the Electronic Engine Control System. This solenoid must be
energized in order for the engine to run.
The output of the ECM to the shutoff solenoid is a pulsed voltage. This pulsed voltage can reach up to 6 Volts
for about one half of a second after the power switch is turned ON for the purpose of pulling in the solenoid.
This pulsed voltage can then drop off to approximately 1 Volt. This is adequate voltage to hold in the solenoid.
The Electronic Engine Control System is designed to continue operation of the engine with as many faults as
possible. There are five conditions which will de-energize the shutoff solenoid. These conditions will shut down
the engine. The five conditions are listed below:
The loss of electrical power to the Electronic Control Module
A worn shutoff solenoid
An engine speed signal that is greater than 2500 RPM
The loss of both engine speed signals
A worn relay or switch in the engine overspeed switch box
Fuel Rack Output Circuit
Movement of the engine fuel rack is accomplished by the electronic engine control system with a rack solenoid.
This rack solenoid is called a Brushless Torque Motor (BTM).
The movement of the rack solenoid (BTM) is proportional to the electrical current that flows through the
solenoid. The ECM provides a pulsed voltage of 0.0 to 3.6 Volts to the rack solenoid (BTM).
The rack solenoid (BTM) moves the engine fuel rack through the movement of the governor servo spool valve
and hydraulic pressure.
The electronic engine control system has a built-in operational test for the rack solenoid (BTM). This test is
accomplished by using the following steps:
1. Remove the rack solenoid (BTM) from the housing.
2. Position the solenoid so that the arm of the solenoid is free to move.
3. Turn the power switch "ON".
The following results are the expected results.
After five seconds, the solenoid arm will sweep to the full ON position.
The solenoid arm will remain at the full ON position for a few seconds.
The solenoid arm will then sweep back to the OFF position.
Sweep time will be about five seconds in both directions.
Output Circuit for the Check Engine Light
The data link harness provides information about the electronic engine control system to the check engine light.
The light is ON when the power switch is ON and the engine is not running. This verifies that the lamp is
working. The light should go out when the engine has been started and the correct engine oil pressure is reached.
When the light does not go out shortly after starting the engine, this is an indication of either low oil pressure or
an electronic system fault has been detected.
Electronic Speed Switch
Illustration 1 g00359852
The Overspeed Protection System is designed with controls that are built into a single unit. These controls
monitor several functions at the same time. The following functions are monitored:
Engine Overspeed
Crank Termination
Engine Overspeed
Personal injury or death can result from engine overspeed.
If the engine overspeeds, it can cause injury or parts damage. Do Not
operate the engine without the rack actuator solenoid (BTM) in place
and with the fuel shutoff solenoid disabled.
This is an adjustable engine speed setting. This is normally set at 127% of rated speed. This setting prevents the
engine from running at a speed that could cause damage.
An overspeed condition will cause the relay "SR1" to open. This will de-energize the shutoff solenoid. The de-
energizing of the shutoff solenoid will cut the fuel to the engine. This will cause the engine to shut down.
Crank Termination
This is an adjustable engine speed setting that signals the starting motor that the engine is firing and cranking
must be terminated. Once the speed setting is reached, a switch opens and the hour meter of the engine will start.
The Overspeed Protection System consists of the following components:
Electronic Speed Switch (ESS)
Relay "SR1"
Terminal Block
Engine Electrical System
The engine electrical system has two circuits.
The charging circuit
The low amperage circuit
Some of the electrical system components are used in more than one circuit. The components are common in
both circuits.
Battery
Disconnect switch
Circuit breaker
Ammeter
Cables
Wires from the battery
The charging circuit is in operation when the engine is running. An alternator makes electricity for the charging
circuit. A voltage regulator in the circuit controls the electrical output. This electrical output will keep the battery
at full charge.
NOTICE
The disconnect switch, if so equipped, must be in the ON position to let
the electrical system function. There will be damage to some of the
charging circuit components if the engine runs with the disconnect with
in the OFF position.
The low amperage circuit is connected through the ammeter and the charging circuit is connected through the
ammeter.
Charging System Components
NOTICE
Never operate the alternator without the battery in the circuit. Making
or breaking an alternator connection with heavy load on the circuit can
cause damage to the regulator.
Alternator
Illustration 2 g01247051
Typical example
(1) Regulator
(2) Roller bearing
(3) Stator winding
(4) Ball bearing
(5) Rectifier bridge
(6) Field winding
(7) Rotor assembly
(8) Fan
The alternator is driven by the crankshaft pulley through a belt that is a Poly-vee type. This alternator is a three-
phase self-rectifying charging unit. The regulator is part of the alternator.
This alternator design has no need for slip rings or for brushes. The only part of this alternator that moves is the
rotor assembly. All of the conductors that carry current are stationary. The following components are the
conductors: the field winding, the stator windings, six rectifying diodes and the regulator circuit.
The rotor assembly has many magnetic poles. The magnetic poles are similar to fingers. An air space exists
between each of the opposite poles. The poles have residual magnetism that produces a small amount of magnet-
like lines of force (magnetic field). This magnetic field is produced between the poles. As the rotor assembly
begins to turn between the field winding and the stator windings, a small amount of alternating current (AC) is
produced in the stator windings. The alternating current is produced from the small magnetic lines of force that
are created by the residual magnetism of the poles. The AC is changed into direct current (DC) when the current
passes through the diodes of the rectifier bridge. Most of this current provides the battery charge and the supply
for the low amperage circuit. The remainder of the current is sent to the field windings. The DC current flow
through the field windings (wires around an iron core) increases the strength of the magnetic lines of force.
These stronger magnetic lines of force increase the amount of AC that is produced in the stator windings. The
increased speed of the rotor assembly also increases the current output of the alternator and the voltage output of
the alternator.
Regulator Assembly
Illustration 3 g00360155
Typical example
The voltage regulator is a solid-state electronic switch. The voltage regulator senses the voltage of the system.
The regulator then uses switches to control the current to the field windings. This controls the voltage output in
order to meet the electrical demand of the system.
Starting System Components
Solenoid
A solenoid is an electromagnetic switch that performs two basic functions:
The solenoid closes the high current starting motor circuit with a low current start switch circuit.
The solenoid engages the starting motor pinion with the ring gear.
Illustration 4 g00292316
Typical solenoid schematic
The solenoid has windings (one set or two sets) around a hollow tube. A plunger with a spring load device is
inside of the tube. The plunger can move forward and backward. When the start switch is closed and electricity
is sent through the windings, a magnetic field is created. The magnetic field pulls the plunger forward in the
tube. This moves the shift lever in order for the pinion drive gear to engage with the ring gear. The front end of
the plunger then makes contact across the battery and across the motor terminals of the solenoid. The starting
motor then begins to turn the flywheel of the engine.
When the start switch is opened, current no longer flows through the windings. The spring now returns the
plunger to the original position. At the same time, the spring moves the pinion gear away from the flywheel.
When two sets of windings in the solenoid are used, the windings are called the hold-in winding and the pull-in
winding. Both of the windings wind around the cylinder for an equal amount of times. The pull-in winding uses
a wire with a larger diameter in order to produce a stronger magnetic field. When the start switch is closed, part
of the current flows from the battery through the hold-in winding. The remainder of the current flows through
the pull-in windings, to the motor terminal, and then to the ground. When the solenoid is fully activated, the
current is shut off through the pull-in windings. Only the smaller hold-in windings are in operation for the
extended period of time that is necessary for the engine to be started. The solenoid will now take a smaller
amount of current from the battery. Heat that is created by the solenoid will be kept at an acceptable level.
Starting Motor
The starting motor rotates the engine flywheel at a rate that is fast enough to start the engine.
The starting motor has a solenoid (2). When the start switch is activated, the solenoid (2) will move the starter
pinion (4) in order to engage the starter pinion (4) and the ring gear on the engine flywheel. The starter pinion
(4) and the ring gear will engage before the circuit between the battery and the starting motor is closed by the
electric contacts in the solenoid (2). When the circuit between the battery and the starting motor is complete, the
starter pinion (4) will rotate the engine flywheel. A clutch provides protection for the starting motor so that the
engine cannot turn the starting motor too fast. When the switch is released, the starter pinion (4) will move away
from the ring gear.
Illustration 5 g01247102
Starting motor cross section
(1) Field
(2) Solenoid
(3) Clutch
(4) Starter pinion
(5) Commutator
(6) Brush assembly
(7) Armature
Other Components
Circuit Breaker
The circuit breaker is a switch that opens the battery circuit if the current in the electrical system is higher than
the rating of the circuit breaker. The metal disc (2) is activated by heat. If the current in the electrical system gets
too high, the metal disc will get hot. This heat causes a distortion of the metal disc. A circuit breaker that is open
can be reset when the metal disc becomes cooler. Push the reset button (1) in order to close the contact points
and reset the circuit breaker.
Illustration 6 g01247131
Circuit breaker schematic
(1) Reset button
(2) Disc in open position
(3) Contacts
(4) Disc
(5) Battery circuit terminals
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Product: MARINE ENGINE
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Testing and Adjusting
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Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01126605
Battery - Test
SMCS - 1401-081
Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be clean, and both components must be tight.
Never disconnect any charging unit circuit or battery circuit cable from
the battery when the charging unit is operated. A spark can cause an
explosion from the flammable vapor mixture of hydrogen and oxygen
that is released from the electrolyte through the battery outlets. Injury
to personnel can be the result.
The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of the
charge in the battery.
NOTICE
The charging unit will be damaged if the connections between the
battery and the charging unit are broken while the battery is being
charged. Damage occurs because the load from the battery is lost and
because there is an increase in charging voltage. High voltage will
damage the charging unit, the regulator, and other electrical
components.
See Special Instruction, SEHS7633, "Battery Test Procedure" for the correct procedures to use to test the battery.
This publication also contains the specifications to use when you test the battery.
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Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01660532
Belt Tension Chart
SMCS - 1357
Note: Do not use the belt tension charts for belts with tensioners that are spring loaded.
Table 1
Belt Tension Chart
Gauge Reading Kent-Moore Gauge Numbers
Size of
Width of Belt Belt Tension Belt Tension Number of the Number of the
Belt
“Initial”(1) “Used”(2)(3) Old Gauge New Gauge
10.72 mm 534 ± 111 N 400 ± 22 N
3/8 BT-33-97 BT 3397
(0.422 inch) (120 ± 25 lb) (90 ± 5 lb)
13.89 mm 578 ± 111 N 445 ± 44 N
1/2 BT-33-97 BT 3397
(0.547 Inch) (130 ± 25 lb) (100 ± 10 lb)
15.88 mm 712 ± 111 N 445 ± 44 N
5V BT-33-72C BT 3372C
(0.626 Inch) (160 ± 25 lb) (100 ± 10 lb)
17.48 mm 712 ± 111 N 445 ± 44 N
11/16 BT-33-72C BT 3372C
(0.688 Inch) (160 ± 25 lb) (100 ± 10 lb)
19.05 mm 712 ± 111 N 445 ± 44 N
3/4 BT-33-72C BT 3372C
(0.750 Inch) (160 ± 25 lb) (100 ± 10 lb)
23.83 mm 712 ± 111 N 445 ± 44 N
15/16 BT-33-77 BT 3372C
(0.938 Inch) (160 ± 25 lb) (100 ± 10 lb)
27.82 mm 1068 ± 111 N 890 ± 44 N
8PK BT-33-109 BT 33109
(1.095 inch) (240 ± 25 lb) (200 ± 10 lb)
20.94 mm 801 ± 111 N 667 ± 44 N
6PK BT-33-109 BT 33109
(0.824 Inch) (180 ± 25 lb) (150 ± 10 lb)
Measure the tension of the belt that is farthest from the engine.
(1) Belt tension “Initial” is for a new belt.
(2) Belt tension “Used” is for a belt that has operated for 30 minutes or more of operation at the rated speed.
(3) If a belt falls below the “Used” belt tension, the belt should be tightened again to the high side of the “Used” belt tension.
Table 2
DAYCO Supplied Belts Only
Belt Tension Belt Tension
Size of Belt
“Initial” “Used”(1)
0.380 (V-Belt) 623 ± 22 N (140 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.440 (V-Belt) 667 ± 22 N (150 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.500 (V-Belt) 712 ± 22 N (160 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.600 (V-Belt) 779 ± 22 N (175 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.660 (V-Belt) 890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.790 (V-Belt) 890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
4 - RIB PVK 623 ± 22 N (140 ± 5 lb) 267 - 445 N (90 ± 5 lb)
5 - RIB PVK 779 ± 22 N (175 ± 5 lb) 334 - 556 N (100 ± 5 lb)
6 - RIB PVK 934 ± 22 N (210 ± 5 lb) 400 - 667 N (130 ± 5 lb)
8 - RIB PVK 1157 ± 22 N (260 ± 5 lb) 534 - 890 N (180 ± 5 lb)
10 - RIB PVK 1557 ± 22 N (350 ± 5 lb) 667 - 1112 N (230 ± 5 lb)
12 - RIB PVK 1869 ± 22 N (420 ± 5 lb) 800 - 1335 N (270 ± 5 lb)
15 - RIB PVK 2336 ± 22 N (525 ± 5 lb) 1000 - 1669 N (350 ± 5 lb)
(1) If a belt falls below the “Used” belt tension, the belt should be tightened again to the “Initial” belt tension.
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i01989210
Charging System - Test
SMCS - 1406-081
Charging System
The condition of charge in the battery at each regular inspection will show if the charging system operates
correctly. An adjustment is necessary when the battery is constantly in a low condition of charge or a large
amount of water is needed. A large amount of water would be more than one ounce of water per cell per week or
per every 100 service hours.
When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and
components that are a permanent part of the system. Off-engine testing or bench testing will give a test of the
charging unit and voltage regulator operation. This testing will give an indication of needed repair. After repairs
are made, perform a test in order to prove that the units have been repaired to the original condition of operation.
To check for correct output of the alternator, see the Specifications module.
Before the start of on-engine testing, the charging system and the battery must be checked according to the
following steps.
1. The battery must be at least 75 percent (1.225 Sp Gr) of the full charge. The battery must be held tightly in
place. The battery holder must not put too much stress on the battery.
2. Cables between the battery, the starter, and the engine ground must be the correct size. Wires and cables
must be free of corrosion. Wires and cables must have cable support clamps in order to prevent stress on
battery connections (terminals).
3. Leads, junctions, switches, and panel instruments that have direct relation to the charging circuit must give
correct circuit control.
4. Inspect the drive components for the charging unit in order to be sure that the components are free of
grease and oil. Be sure that the drive components have the ability to operate the charging unit.
5. Check the tension of the belt for the alternator pulley. Refer to the Belt Tension Chart for the correct
tension of the belt.
Alternator
Illustration 1 g00292313
Alternator (typical example)
(1) Regulator
(2) Roller bearing
(3) Stator winding
(4) Ball bearing
(5) Rectifier bridge
(6) Field winding
(7) Rotor assembly
(8) Fan
The charging rate of the alternator should be checked when an alternator is charging the battery too much. The
charging rate of the alternator should be checked when an alternator is not charging the battery enough. Make
reference to the Specifications module in order to find all testing specifications for the alternators and regulators.
No adjustment can be made in order to change the rate of charge on the alternator regulators. If the rate of charge
is not correct, a replacement of the regulator is necessary.
Tightening The Alternator Pulley Nut
Illustration 2 g00283568
Tools for tightening the alternator pulley nut
(1) 8T-9293 Torque Wrench
(2) 8S-1588 Adapter (1/2 inch female to 3/8 inch male)
(3) 2P-8267 Socket Assembly
(4) 8H-8517 Combination Wrench (1-1/8 inch)
(5) 8T-5314 Socket
Tighten the nut that holds the pulley with the tools shown. Refer to the Specifications module for the torque.
Regulator
Illustration 3 g00360155
Regulator assembly (typical example)
The voltage regulator is a solid-state electronic switch. The regulator senses the voltage of the system. This
controls the field current to the alternator. The output voltage from the alternator will supply the needs of the
battery. The output voltage will also supply the other components in the electrical system.
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Testing and Adjusting
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Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01833081
Electric Starting System - Test
SMCS - 1450-081
Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be clean, and both components must be tight. The battery must
be fully charged. If the on-engine test shows a defect in a component, remove the component for more testing.
The starting system consists of the following four components:
Keyswitch
Start relay
Starting motor solenoid
Starting motor
Trouble with the starting system could be caused by the battery or by charging system problems. If the starting
system is suspect, refer to Service Manual, SENR3581, "37-MT, 41-MT & 42-MT Series Starting Motors". This
publication contains troubleshooting for the starting system, test procedures, and specifications.
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Testing and Adjusting
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i01286702
Pinion Clearance - Adjust
SMCS - 1454-025
The solenoid position on the starting motor controls the pinion clearance. If the solenoid position is correct, the
pinion clearance is correct. Do the following procedure to adjust the solenoid position.
Illustration 1 g00301238
Solenoid Assembly
Typical example
(1) Intermediate housing
(2) Solenoid mounting bracket
(3) Bolts
(X) Distance for adjustment
1. Check the distance (X) between the intermediate housing (1) and the solenoid mounting bracket (2). Use
calipers to check distance (X) .
(X) Distance ... 62.05 ± 0.35 mm (2.443 ± 0.014 inch)
2. If the distance (X) is not correct, loosen bolts (3) and move the solenoid until distance (X) is correct. The
solenoid mounting bracket (2) has elongated holes.
3. Tighten the bolts (3) to 12 ± 3 N·m (9 ± 2 lb ft) after the adjustment is correct.
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01121140
Alternator and Regulator
SMCS - 1405; 1410
4N-3986 Alternator
Illustration 1 g00286493
Illustration 2 g00286494
4N-3986 Alternator
Note: Load the battery with a carbon pile 4C-4911 Battery Load Tester in order to get the maximum alternator
output.
Polarity ... Negative Ground
Rotation ... Either Direction
Minimum full load current at 5000 rpm ... 54 Amp
Minimum full load current at 1500 rpm ... 19 Amp
Output voltage ... 28 ± 1.0 V
(1) Shaft nut torque ... 102 ± 7 N·m (75 ± 5 lb ft)
(2) Torque for output terminal ... 7.1 ± 0.8 N·m (63 ± 7 lb in)
(3) 3T-6354 Regulator Assembly
Voltage setting ... No Adjustment
Permissible voltage range ... 27 to 29 V
Voltage rating ... 24 V
8C-6163 Alternator
Illustration 3 g00286493
Illustration 4 g00286494
8C-6163 Alternator
Note: Load the battery with a carbon pile 4C-4911 Battery Load Tester in order to get the maximum alternator
output.
Polarity ... Negative Ground
Rotation ... Either Direction
Minimum full load current at 5000 rpm ... 96 Amp
Minimum full load current at 1500 rpm ... 42 Amp
Output voltage ... 14.0 ± .5 V
(1) Shaft nut torque ... 102 ± 7 N·m (75 ± 5 lb ft)
(2) Torque for output terminal ... 7.1 ± 0.8 N·m (63 ± 7 lb in)
(3) 3E-5451 Regulator Assembly
Voltage setting ... No Adjustment
Permissible voltage range ... 13.5 to 14.5 V
Voltage rating ... 24 V
6T-1395 Alternator
Illustration 5 g00508868
6T-1395 Alternator
Note: Load the battery with a carbon pile 4C-4911 Battery Load Tester in order to get the maximum alternator
output.
Polarity ... Negative Ground
Rotation ... Either Direction
Minimum full load current at 5000 rpm ... 27.9 Amp
Minimum full load current at 1500 rpm ... 10.8 Amp
Output voltage ... 28 ± 1.0 V
(1) Shaft nut torque ... 60 ± 7 N·m (44 ± 5 lb ft)
(2) Torque for three terminal nuts ... 2.25 ± 0.25 N·m (20 ± 2 lb in)
(3) Torque for the large terminal nut ... 4.1 ± 0.4 N·m (36 ± 4 lb in)
(4) 134-8278 Regulator Kit
Voltage setting ... No Adjustment
Permissible voltage range ... 27 to 29 V
Voltage rating ... 24 V
6T-1396 Alternator
Illustration 6 g00508868
6T-1396 Alternator
Note: Load the battery with a carbon pile 4C-4911 Battery Load Tester in order to get the maximum alternator
output.
Polarity ... Negative Ground
Rotation ... Either Direction
Minimum full load current at 5000 rpm ... 45 Amp
Minimum full load current at 1500 rpm ... 14.5 Amp
Output voltage ... 13.8 ± .2 V
(1) Shaft nut torque ... 60 ± 7 N·m (44 ± 5 lb ft)
(2) Torque for three terminal nuts ... 2.25 ± 0.25 N·m (20 ± 2 lb in)
(3) Torque for the large terminal nut ... 4.1 ± 0.4 N·m (36 ± 4 lb in)
(4) 134-8277 Regulator Kit
Voltage setting ... No Adjustment
Permissible voltage range ... 13.6 to 14 V
Voltage rating ... 14 V
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02630570
Magnetic Pickup
SMCS - 1905; 1907
Illustration 1 g01365716
Typical schematic of magnetic pickup
While the engine is stopped, install the magnetic pickup. Once the magnetic pickup is in contact with the
flywheel ring gear, turn the magnetic pickup counterclockwise to the following distance. ... 180 ± 36 degrees
(A) Clearance between magnetic pickup and flywheel ring gear ... 0.70 ± 0.14 mm (0.028 ± 0.006 inch)
(1) Install the locknut and tighten the locknut to the following torque. ... 45 ± 7 N·m (33 ± 5 lb ft)
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Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01724520
Electric Starting Motor
SMCS - 1453
Illustration 1 g00362864
Illustration 2 g00367673
6V-0890 Electric Starting Motor
When the electric starting motor is viewed from the pinion end, the motor rotates in the following direction. ...
Clockwise
No load conditions at 25°C (77°F)
Speed ... 6950 ± 1650 rpm
Current draw ... 115 ± 25 amp
Voltage ... 23 V
(1) Tighten the nut on the ground terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(2) Tighten the nut on the battery terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(3) Tighten the nut on the ground terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(4) Tighten the nut on the switch terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(5) Tighten the nut on the motor terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(6) Tighten the nut on the motor frame terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
125-6533 Solenoid
Current consumption at 25°C (77°F)
Pull-in windings at 20V ... 49.3 ± 3.3 Amp
Hold-in windings at 20V ... 6.8 Amp maximum
Illustration 3 g00508643
6V-0501 Electric Starting Motor
6V-0508 Electric Starting Motor
When the electric starting motor is viewed from the pinion end, the motor rotates in the following direction. ...
Clockwise
No load conditions at 25°C (77°F)
Speed ... 6500 ± 1000 rpm
Current draw ... 87.5 ± 12.5 amp
Voltage ... 30 V
(1) Tighten the nut on the ground terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(2) Tighten the nut on the motor terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(3) Tighten the nut on the ground terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(4) Tighten the nut on the switch terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(5) Tighten the nut on the battery terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(6) Tighten the nut on the motor frame terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
3T-5051 Starting Motor Solenoid
Current consumption at 25°C (77°F)
Pull-in windings at 32V ... 41 ± 3 Amp
Hold-in windings at 32V ... 6.3 Amp
Illustration 4 g00511888
6V-0927 Electric Starting Motor
When the electric starting motor is viewed from the pinion end, the motor rotates in the following direction. ...
Clockwise
No load conditions at 25°C (77°F)
Speed ... 6950 ± 1650 rpm
Current draw ... 115 ± 25 amp
Voltage ... 23 V
(1) Tighten the nut on the ground terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(2) Tighten the nut on the battery terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(3) Tighten the nut on the ground terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(4) Tighten the nut on the switch terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(5) Tighten the nut on the motor terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(6) Tighten the nut on the motor frame terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
125-6533 Solenoid Assembly
Current consumption at 25°C (77°F)
Pull-in windings at 20V ... 49.3 ± 3.3 Amp
Hold-in windings at 20V ... 6.8 Amp
Illustration 5 g00286676
Illustration 6 g00286677
7T-0794 Electric Starting Motor
When the electric starting motor is viewed from the pinion end, the motor rotates in the following direction. ...
Clockwise
No load conditions at 25°C (77°F)
Speed ... 5500 rpm minimum
Current draw ... 140 Amp maximum
Voltage ... 24 V
(1) Tighten the nut on the ground terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(2) Tighten the nut on the battery terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(3) Tighten the nut on the ground terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(4) Tighten the nut on the switch terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(5) Tighten the nut on the motor terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(6) Tighten the nut on the motor frame terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
9X-0332 Solenoid Kit
Current consumption at 25°C (77°F)
Pull in windings at 24V ... 51 Amp
Hold in windings at 24V ... 7 Amp
Illustration 7 g00286672
Illustration 8 g00286673
8C-3644 Electric Starting Motor
When the electric starting motor is viewed from the pinion end, the motor rotates in the following direction. ...
Clockwise
No load conditions at 25°C (77°F)
Speed ... 7643 ± 1683 rpm
Current draw ... 67.5 ± 7.5 amp
Voltage ... 23 V
(1) Tighten the nut on the battery terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(2) Tighten the nut on the ground terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(3) Tighten the nut on the ground terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(4) Tighten the nut on the switch terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(5) Tighten the nut on the motor terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(6) Tighten the nut on the motor frame terminal to the following torque. ... 8 ± 3 N·m (71 ± 27 lb in)
9X-9511 Solenoid Assembly
Current consumption at 25°C (77°F)
Pull in windings at 20V ... 56.5 ± 4.5 Amp
Hold in windings at 20V ... 14.6 Amp
Illustration 9 g00507849
Illustration 10 g00507851
9X-4452 Electric Starting Motor
When the electric starting motor is viewed from the pinion end, the motor rotates in the following direction. ...
Clockwise
No load conditions at 25°C (77°F)
Speed ... 3300 rpm minimum
Current draw ... 80 Amp maximum
Voltage ... 23.5 V
(1) Tighten the nut on the battery terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(2) Tighten the nut on the ground terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(3) Tighten the nut on the motor terminal to the following torque. ... 30.5 ± 3.5 N·m (22.50 ± 2.58 lb ft)
(4) Tighten to the following torque. ... 1.5 ± 0.5 N·m (13.28 ± 4.43 lb in)
(5) Tighten the nut on the switch terminal to the following torque. ... 2.25 ± 0.25 N·m (19.914 ± 2.213 lb in)
(6) Tighten the nut on the motor frame terminal to the following torque. ... 17.5 ± 2.5 N·m (12.91 ± 1.84 lb ft)
3E-0135 Solenoid
Current consumption at 25°C (77°F)
Pull in windings at 24V ... 103 Amp
Hold in windings at 24V ... 19 Amp
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Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01039615
Air Starting Motor
SMCS - 1451
Illustration 1 g00281423
(1) Cover
Tighten the bolts evenly in small increases until the following torque is reached. ... 80 N·m (60 lb ft)
(2) Torque for bolts ... 36 N·m (26 lb ft)
(3) Torque for bolts ... 78 N·m (55 lb ft)
(4) Tighten the bolt that holds the pinion to the following torque. ... 110 N·m (80 lb ft)
(5) Tighten the rotor clamp nut until the following clearance between the rear end plate and the rotor is reached.
... 0.03 to 0.08 mm (.001 to .003 inch)
Check the clearance again after the bolt for the rotor clamp nut is tightened.
(6) Tighten the bolt that holds the rotor to the following torque. ... 120 N·m (90 lb ft)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Systems Operation
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01982152
Engine Design
SMCS - 1000
3408B and 3408C Engines
Illustration 1 g01015545
(A) Inlet valves
(B) Exhaust valves
(C) Fuel injection pump
Bore ... 137.2 mm (5.40 inch)
Stroke ... 152.4 mm (6.00 inch)
Displacement ... 18 L (1099 in3)
Cylinder arrangement ... 65 degrees V8
In order to check the engine valve lash setting, the engine must be cold and the engine must be stopped.
Engine valve lash settings
Inlet valves ... 0.38 mm (0.015 inch)
Exhaust valves ... 0.76 mm (0.030 inch)
Type of combustion ... Direct Injection
Firing Order ... 1, 8, 4, 3, 6, 5, 7, 2
The crankshaft rotation is viewed from the flywheel end of the engine. Direction of rotation ... counterclockwise
The direction of rotation of the fuel pump camshaft is viewed from the pump drive end of the fuel injection
pump. Direction of rotation ... counterclockwise
Number one cylinder is the front cylinder on the left side of the cylinder block.
Number two cylinder is the front cylinder on the right side of the cylinder block.
Note: The front of the engine is opposite of the flywheel end of the engine. The left side of the engine and the
right side of the engine are viewed from the flywheel end of the engine.
3412, 3412C, and 3412D Engines
Illustration 2 g01015548
(A) Inlet valves
(B) Exhaust valves
(C) Fuel injection pump
3412 and 3412C
Bore ... 137.2 mm (5.40 inch)
Stroke ... 152.4 mm (6.00 inch)
Displacement ... 27 L (1648 in3)
3412D
Bore ... 145.0 mm (5.71 inch)
Stroke ... 162.0 mm (6.38 inch)
Displacement ... 32 L (1953 in3)
Cylinder arrangement ... 65 degrees V12
In order to check the engine valve lash setting, the engine must be cold and the engine must be stopped.
Engine valve lash settings
Inlet valves ... 0.38 mm (0.015 inch)
Exhaust valves ... 0.76 mm (0.030 inch)
Type of combustion ... Direct Injection
Firing Order ... 1, 4, 9, 8, 5, 2, 11, 10, 3, 6, 7, 12
The crankshaft rotation is viewed from the flywheel end of the engine. Direction of rotation ... counterclockwise
The rotation of the fuel pump camshaft is viewed from the pump drive end of the fuel injection pump. Direction
of rotation ... counterclockwise
Number one cylinder is the front cylinder on the left side of the cylinder block.
Number two cylinder is the front cylinder on the right side of the cylinder block.
Note: The front of the engine is opposite of the flywheel end of the engine. The left side of the engine and the
right side of the engine are viewed from the flywheel end of the engine.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Systems Operation
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01982174
General Information
SMCS - 1000
Model Views ( 3412)
Illustration 1 g01027297
Right side view (typical example)
(1) Turbine wheel housing
(2) Compressor wheel housing
(3) Aftercooler
(4) Air cleaner assembly
(5) Vent lines
(6) Deaerator
(7) Expansion tank
(8) Fuel priming pump
(9) Raw water heat exchanger
(10) Riser to water cooled manifold
(11) Water pump inlet
(12) Fuel filter
(13) Water cooled manifold
(14) Oil pan
(15) Oil filter
Illustration 2 g01027270
Left side view (typical example)
(16) Oil filler
(17) Raw water heat exchanger
(18) Side access cover (if equipped)
(19) Jacket water heater
Illustration 3 g01027237
Front view (typical example)
(20) Fuel filter
(21) Raw water inlet
(22) Oil filter
(23) Turbo cooling line
(24) Jacket water pump
(25) Raw water pump
Illustration 4 g01027263
Rear view (typical example)
(26) Personality module
(27) Electronic governor control box
(28) Flywheel assembly
Engine Information
The Caterpillar 3408 and 3412 High Performance Marine Engines have the following qualities.
twin turbochargers
jacket water aftercooled
direct fuel injection
These engines are designed for either right or left hand service. The 3408 is an electronically governed engine.
The 3412 is available with a mechanical governor, an electronic governor, or with a hydramechanical governor.
The electronic engine control system is a microprocessor based device that is used in order to provide fuel.
electronic governing
automatic fuel ratio control
torque rise shaping
cold mode operation
There are two data links for communication. The first data link monitors the characteristics of the engine. The
other data link provides diagnostic information. The electronic engine control provides a feature that allows
engine synchronization. With this feature, multiple engines can be controlled from a single lever.
The engines have water cooled exhaust manifolds, risers and turbochargers. These components will minimize
the heat that is radiated into the engine room. Changes to the cooling system of these engines minimize the
weight and the size of the engine. These changes also improve the engine's performance. The cooling system's
heat exchanger, expansion tank, and deaerator help to prevent cavitation of the water pump. This helps to
maintain the performance of the jacket water pump.
The 3408 and 3412 High Performance Marine Engines use a low emission system which is integrated into the
engine air cleaner. This system eliminates the venting of oil vapors into the engine room. The closed crankcase
ventilation system is completely enclosed. This system requires a minimum amount of maintenance.
The engines have individual injection pumps and fuel lines. There is one injection pump for each cylinder. The
injection pumps meter the high pressure fuel. The fuel is then sent to the fuel injection nozzles.
New fuel injection lines are made from high strength steel. The collar at the end of the fuel line reinforces the
fuel line connections. The collar also increases system reliability.
The fuel system of the 3408 and 3412 High Performance Marine Engines have been designed with an increased
capacity. The following changes to the engine are listed below:
an increase in the plunger's effective area
increased length in the stroke that is produced by the camshaft
increased rate of injection by the camshaft
These changes influence the following items.
a significant increase in injection pressure
an increase in volume
a reduction in injection duration
This will yield the following benefits:
higher power output
cleaner combustion
lower smoke levels
improved fuel economy
The cooling system has a gear-driven centrifugal pump and a raw water heat exchanger. The system uses two
thermostats that regulate the coolant temperature.
The engine lubrication system also uses a gear-driven pump. The system utilizes an oil cooler and a filtration
system. Bypass valves provide unrestricted flow of lubrication oil to the engine parts when oil viscosity is high,
or if either the oil cooler or the oil filter elements should become plugged.
Engine efficiency and engine performance depend on adherence to the following operation and maintenance
recommendations.
use of recommended fuels
use of recommended coolant
use of recommended lubrication oils
Refer to the Operation and Maintenance Manual for more information.
3408 and 3412 High Performance Marine Engines are available with cylinder blocks that are equipped with side
access covers. This will improve access to the internal components of the engine.
Starting The Engine
There is a slightly longer cranking period for an engine that is equipped with Electronic Controls than a
mechanically governed engine. In order to move the rack, oil pressure is required for the electronic actuator. The
check engine light should be ON while the engine is cranking. The check engine light should go OUT after the
engine oil pressure is achieved. At temperatures below 0°C (32°F), starting fluid may need to be sprayed into the
air cleaner inlet. If the engine fails to start in 30 seconds, the starter switch should be released. The starter motor
should be allowed to cool for two minutes before being used again. Refer to Operation And Maintenance for the
recommended procedure.
Cold Mode Operation
The Electronic Control system performs a cold start strategy for the correct warm-up time after a cold engine
start. A cold engine start is approximately less than 5°C (40°F). This cold start strategy is called cold mode.
After being activated, this cold mode will increase the idle rpm to 900 to 1000 rpm until the engine is warmed.
The Electronic Control system will periodically check the engine response. Once the engine is warm, the
Electronic Control system will reduce the idle speed to 600 rpm.
After the cold mode is completed, the engine should be operated at low rpm and at low power until the normal
operating temperature is achieved. When the engine is running at a low rpm and there is low power demand, the
machine will achieve the normal operating temperature more quickly than idling the machine during a no-load
condition.
Manual Engine Shutoff
A lever for the manual override of the shutoff solenoid is located on the side of the fuel pump. The engine can be
shut down by rotating the manual shutoff lever in the counterclockwise direction. The shutoff lever is disabled
by rotating the manual shutoff lever in the clockwise direction.
If the solenoid has been disabled, the engine can be shut OFF by using the manual shutoff lever. The manual
shutoff lever is located on the side of the fuel pump.
Personal injury or death can result from engine overspeed.
If the engine overspeeds, it can cause injury or parts damage. Do Not
operate the engine without the rack actuator solenoid (BTM) in place
and with the fuel shutoff solenoid disabled.
Air Shutoff Lever
Later models of these engines are also equipped with a manual air shutoff that is incorporated in the aftercooler
cover. The lever on the inboard side of the aftercooler cover rotates a shaft with two plates that shut off the inlet
air to the combustion chamber.
Personal injury or death can result from engine overspeed.
If the engine overspeeds, it can cause injury or parts damage. Do Not
operate the engine without the rack actuator solenoid (BTM) in place
and with the fuel shutoff solenoid disabled.
A computerized monitoring system (CMS) with vacuum fluorescent display is available as an option on High
Performance Marine engines. There are seven different parameters for the engine and the transmission that may
be displayed on the electronic gauges. The CMS panel also includes a tachometer, twelve individual warning
lamps, and indicators that are used to confirm synchronization.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01434052
Troubleshooting
SMCS - 1000
Introduction
Troubleshooting can be difficult. The following pages contain a list of possible problems. In order to make a
repair to a problem, refer to the cause and the correction of the problem.
The list on the following pages will provide the following information:
known problems
probable causes of known problems
repairs in order to correct known problems
Normally, additional repair work is needed beyond the recommendation in the list.
Remember that a problem is not normally caused by only one part. The problem's cause can be related to
problems with other parts. This list does not include all possible problems and corrections. The service
technician must find the problem and the problem's source. After the problem's source is determined, the service
technician can make the necessary repairs.
Troubleshooting Problem List
1. The Engine Crankshaft Will Not Turn When The Start Switch Is On.
2. The Engine Will Not Start.
3. The Engine Is Misfiring Or The Engine Is Running Rough.
4. The Engine Stalls At Low RPM.
5. The Engine Has Sudden Changes In Engine RPM.
6. The Dashpot Governor Corrects The Speed Of The Engine Slowly. The Engine Changes Speeds
Constantly.
7. The Engine Does Not Have Enough Power.
8. The Engine Has Too Much Vibration.
9. The Engine Has A Loud Combustion Noise (Knock).
10. The Engine Has a Valve Train Noise (Clicking).
11. Oil Is In The Cooling System.
12. Mechanical Noise (Knock) Is In The Engine.
13. Fuel Consumption Is Too High.
14. A Loud Noise Is In The Valve Train.
15. Too Much Valve Lash Is Present.
16. The Valve Rotocoil Or The Spring Lock Is Free.
17. Oil Is At The Exhaust.
18. Little Valve Lash Or No Valve Lash Is Present.
19. The Engine Has Early Wear.
20. Coolant Is In The Lubrication Oil.
21. Too Much Black Smoke Or Gray Smoke Is Present.
22. Too Much White Smoke Or Blue Smoke Is Present.
23. The Engine Has Low Oil Pressure.
24. The Engine Uses Too Much Lubrication Oil.
25. The Engine Coolant Is Too Hot.
26. The Exhaust Temperature Is Too High.
27. The Starting Motor Does Not Turn.
28. The Alternator Provides No Charge.
29. The Alternator Charge Rate Is Low. The Alternator Charge Rate Is Not Regular.
30. The Alternator Charge Rate Is Too High.
31. The Alternator Has Noise.
32. The Rack Solenoid Does Not Stop The Engine.
Troubleshooting Problems
Problem 1
The Engine Crankshaft Will Not Turn When The Start Switch Is On.
Probable Cause
1. Low Output Of The Battery
Refer to "Problem 27".
2. Faulty Wires Or Faulty Switches
Refer to "Problem 27".
3. Faulty Starter Motor Solenoid
Refer to "Problem 27".
4. Problem With The Starting Motor
Refer to "Problem 27".
5. An Internal Problem Prevents The Turning Of The Engine Crankshaft.
If the crankshaft cannot be turned after disconnecting the driven equipment, inspect the cylinders for fluid
while the crankshaft is being turned. If fluid in the cylinders is not the problem, the engine must be
disassembled. After disassembling the engine, inspect the engine for other internal problems. Possible
internal problems include the following conditions:
bearing seizure
piston seizure
valve and piston contact
Problem 2
The Engine Will Not Start.
Probable Cause
1. A Slow Turning Starter Motor
Refer to "Problem 27" and refer to "Problem 28".
2. Dirty Fuel Filter
Install a new fuel filter.
3. Dirty Fuel Line Or Broken Fuel Line
Clean the fuel lines or install new fuel lines, as required.
4. Fuel Transfer Pump
At the starting rpm, the minimum fuel pressure from the fuel transfer pump must be 35 kPa (5 psi).
Change the fuel filter element if the fuel pressure is less than 35 kPa (5 psi). Look for air in the fuel
system. Install a new fuel transfer pump if the fuel pressure is still low.
5. No Fuel To Cylinders
Put fuel in the tank. Remove the air and/or remove the low quality fuel from the fuel system (prime).
6. Low Quality Fuel
Remove the fuel from the fuel tank. Install a new fuel filter element. Fill the fuel tank with a good grade of
clean fuel.
7. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System".
8. Defect In the Shutoff Solenoid
The solenoid must get electricity to stop the engine. Operate the control for the shutoff solenoid. Listen to
make sure that the solenoid makes a noise (clicking sound). If this sound can be heard and the engine will
not start, remove the shutoff solenoid. Try and start the engine. If the engine starts, the shutoff solenoid is
bad. Replace the shutoff solenoid.
Problem 3
The Engine Is Misfiring Or The Engine Is Running Rough.
Probable Cause
1. Low Fuel Pressure
The fuel pressure at the outlet of the fuel filter housing must be a minimum of 230 ± 35 kPa (33 ± 5 psi) at
full load speed. If fuel pressure is lower than 140 kPa (20 psi), check the following items:
plugged fuel filters
fuel transfer pump
Make sure that there is fuel in the fuel tank. Look for leaks or bends in the fuel line between the fuel tank
and the fuel transfer pump. Look for air in the fuel system. Also look for a faulty return fuel pressure
regulating valve.
2. Air In Fuel System
Find the air leak in the fuel system and correct the air leak. If there is air in the fuel system, the air
generally enters the fuel system on the suction side of the fuel transfer pump.
3. Leakage Or Breakage In Fuel Line Between Fuel Manifold And Cylinder Head
Install a new fuel line.
4. Wrong Valve Clearance
Make an adjustment to the valve clearance. Refer to Testing And Adjusting, "Air Inlet And Exhaust
System".
5. Defect In Fuel Injector
Run the engine at a rpm that causes the engine to misfire or run the engine at a rpm that causes the engine
to run rough. Loosen a fuel injection line nut at the valve cover base for each cylinder. Loosen a fuel
injection line nut one at a time. Locate the cylinder that does not change the operation of the engine. Test
the injection pump. Test the fuel injection nozzle for that cylinder. Install new parts, as required.
6. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System".
7. Bent Pushrod Or Broken Pushrod
Make a replacement of pushrod, if necessary.
8. Fuel Has Cloud Point Higher Than Atmospheric Temperature. Cloud Point Is The Temperature When Wax
Is Formed In The Fuel.
Drain the fuel tank, fuel lines and fuel manifolds. Change the fuel filter. Fill the tank with fuel that has the
correct cloud point. Remove the air from the system with the priming pump.
Problem 4
The Engine Stalls At Low RPM.
Probable Cause
1. Low Fuel Pressure
The fuel pressure at the outlet of the fuel filter housing must be a minimum of 230 ± 35 kPa (33 ± 5 psi) at
full load speed. If fuel pressure is lower than 140 kPa (20 psi), check the following items:
plugged fuel filters
fuel transfer pump
Make sure that there is fuel in the fuel tank. Look for leaks or bends in the fuel line between the fuel tank
and the fuel transfer pump. Look for air in the fuel system. Also look for a faulty return fuel pressure
regulating valve.
2. Low Engine Idle RPM
Make adjustment to the governor. Ensure that the idle rpm setting matches the rpm that is listed in the
"Fuel Setting Information".
3. Defect In Fuel Injection Nozzle
Install a new fuel injection nozzle.
4. Engine Accessories
Check the engine accessories for damage. Check the engine accessories for correct adjustments. If
necessary, disconnect the accessories and test the engine.
5. Defect In Fuel Injection Pump
Install new part.
Problem 5
The Engine Has Sudden Changes In Engine Speed (RPM).
Probable Cause
1. Failure Of The Governor Or Failure Of The Fuel Injection Pump
Look for defects in the following parts:
damaged springs or broken springs
damaged linkage
damaged parts
Remove the governor. Check for free travel of the fuel racks. Make sure that the fuel injection pumps are
installed correctly. Check for the correct governor spring. If necessary, install new parts.
Problem 6
The Dashpot Governor Corrects The Speed Of The Engine Slowly. The Engine Changes Speeds
Constantly.
Probable Cause
1. Wrong Adjustment Of Dashpot Governor
Make the correct adjustment. Refer to Testing And Adjusting, "Fuel System".
Problem 7
The Engine Does Not Have Enough Power.
Probable Cause
1. Low Quality Fuel Or Water In Fuel
Remove the fuel from the fuel tank. Install new fuel filters. Put a good grade of clean fuel in the fuel tank.
2. Low Fuel Pressure
The fuel pressure at the outlet of the fuel filter housing must be a minimum of 230 ± 35 kPa (33 ± 5 psi) at
full load speed. If fuel pressure is lower than 140 kPa (20 psi), install new fuel filter elements. If the fuel
pressure is still low, check the fuel transfer pump.
Make sure that there is fuel in the fuel tank. Look for leaks or bends in the fuel line between the fuel tank
and the fuel transfer pump. Look for air in the fuel system. Also look for a faulty return fuel pressure
regulating valve.
3. Leaks In Air Inlet System
Check the pressure in the air inlet manifold. Look for restrictions in the air cleaner.
4. Governor And Fuel Control Linkage
Ensure that the governor is moving the fuel control linkage against the fuel setting stop. Make adjustment
in order to get the full travel of the linkage. Install new parts for those parts that have damage or defects.
5. Wrong Valve Clearance
Make an adjustment to the valve clearance. Refer to Testing And Adjusting, "Air Inlet And Exhaust
System".
6. Defect In Fuel Injector
Run the engine at a rpm that causes the engine to misfire or run the engine at a rpm that causes the engine
to run rough. Loosen a fuel injection line nut at the valve cover base for each cylinder. Loosen a fuel
injection line nut one at a time. Locate the cylinder that does not change the operation of the engine. Test
the injection pump. Test the fuel injection nozzle for that cylinder. Install new parts, as required.
7. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System".
8. Incorrect Fuel Setting
Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System".
9. Defect In Aftercooler
Check temperature of inlet and outlet coolant supply. Remove any external restrictions or internal
restrictions.
10. Carbon Deposits On Turbocharger Or Other Causes Of Friction
Inspect the turbocharger. Repair the turbocharger, if necessary.
Problem 8
The Engine Has Too Much Vibration.
Probable Cause
1. Loose Vibration Damper Or Loose Pulley
Inspect the vibration damper for damage. Inspect the pulley for damage. Tighten the bolts, if necessary.
Tighten the nuts, if necessary.
2. Faulty Vibration Damper Or Faulty Pulley
Install a new vibration damper. Install a new pulley.
3. Engine Supports Are Loose or Faulty.
Tighten all mounting bolts. Install new components, if necessary.
4. The Engine Is Misfiring Or The Engine Is Running Rough.
Refer to "Problem 3".
5. Fan Blade Is Not In Balance.
Loosen the fan drive belts or remove the fan drive belts. Operate the engine for a short time at the rpm that
caused the vibration. If vibration is not still present, replace the fan assembly.
Problem 9
The Engine Has A Loud Combustion Noise (Knock).
Probable Cause
1. Low Quality Fuel
Remove the fuel from the fuel tank. Install a new fuel filter element. Put a good grade of clean fuel in the
tank.
2. Defect In Fuel Injector
Install a new fuel injector.
3. Defect In Injection Pump
Install a new fuel injection pump.
4. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System".
Problem 10
The Engine Has A Valve Train Noise (Clicking).
Probable Cause
1. Damage To Valve Train Components
Inspect all of the following valve train components:
valves
springs
camshaft
lifters
rocker arms
pushrods
Check for worn parts or damaged parts. Replace worn parts or damaged parts, as required.
2. Not Enough Lubrication
Check the lubrication in the valve compartment. There must be a strong flow of oil at engine high rpm.
There must be a small flow of oil at low rpm. Oil passages must be clean. The oil passages that send the
oil to the cylinder head are particularly important.
3. Too Much Valve Clearance
Make an adjustment to the valve clearance. Refer to Testing And Adjusting, "Air Inlet And Exhaust
System".
Problem 11
Oil Is In The Cooling System.
Probable Cause
1. Defect In Core Of Engine Oil Cooler
Inspect each engine oil cooler. Repair any faulty oil cooler or replace any faulty oil cooler, as required.
2. Defect In Spacer Plate Gasket
Install a new spacer plate gasket.
3. Failure Of Cylinder Head Gasket
Check the cylinder liner projection. Install a new head gasket.
Problem 12
Mechanical Noise (Knock) Is In The Engine.
Probable Cause
1. Failure Of Bearing For Connecting Rod
Inspect the bearings for the connecting rods and the bearing surfaces (journals) on the crankshaft. Install
new parts, as required.
2. Damaged Timing Gears
Install new parts, as required.
3. Damaged Crankshaft
Replace the crankshaft.
4. Defect In Accessory Equipment
Repair the faulty components or install new components.
Problem 13
Fuel Consumption Is Too High.
Probable Cause
1. Fuel System Leaks
Tighten the parts at points of leakage. Replace the parts.
2. Fuel And Combustion Noise (Knock)
Refer to "Problem 3" and "Problem 12".
3. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System".
Problem 14
A Loud Noise Is In The Valve Train.
Probable Cause
1. Damage To Valve Springs
Make a replacement of the damaged parts.
2. Damage To Camshaft
Make a replacement of the damaged parts. Clean the engine thoroughly. If a replacement of the camshaft
is made, new valve lifters are also required.
3. Damage To Valve Lifter
Make a replacement of the damaged parts. Clean the engine thoroughly. Inspect the camshaft cams (lobes)
for damage. Inspect the valves that do not move freely. Make an adjustment to the valve clearance. Refer
to Testing And Adjusting, "Air Inlet And Exhaust System".
4. Damage To Bridges For Valves Or Damage To Bridge Dowel
Make a replacement of the damaged parts. Make an adjustment to the bridges, as required.
Problem 15
Too Much Valve Lash Is Present.
Probable Cause
1. Not Enough Lubrication
Check the lubrication in the valve compartment. There must be a strong flow of oil at engine high rpm.
There must be a small flow of oil at low rpm. Oil passages must be clean. The oil passages that send the
oil to the cylinder head are particularly important.
2. Worn Rocker Arm
If the face of the rocker arm that makes contact with the valve bridge has too much wear, install new parts
or rocker arms. Make adjustment to valve lash. Refer to Testing And Adjusting, "Air Inlet And Exhaust
System".
3. Worn Valve Bridges
Make an adjustment or replacement, as required.
4. Worn Valve Stem
If the end of the valve stem has too much wear, install new valves. Make adjustment to valve lash. Refer
to Testing And Adjusting, "Air Inlet And Exhaust System".
5. Worn Pushrods
If the pushrods have too much wear, install new pushrods. Make adjustment to valve lash. Refer to Testing
And Adjusting, "Air Inlet And Exhaust System".
6. Broken Valve Lifters Or Worn Valve Lifters
Install new valve lifters. Check the camshaft for wear. Check for free movement of valves or bent valve
stem. Clean the engine thoroughly. Make adjustment to valve lash. Refer to Testing And Adjusting, "Air
Inlet And Exhaust System".
7. Worn Camshaft
Check valve lash. Check for wear on camshaft lobes. Check for free movement of valves or bent valve
stems. Install a new camshaft. Install new valve lifters. Make adjustment to valve lash. Refer to Testing
And Adjusting, "Air Inlet And Exhaust System".
Problem 16
The Valve Rotocoil Or Spring Lock Is Free.
Probable Cause
1. Broken Locks
Broken locks can cause the valve to get into the cylinder. This will cause damage to the engine.
2. Broken Valve Springs
Install new valve springs.
3. Broken Valve
Replace the valve and replace other damaged parts.
Problem 17
Oil Is At The Exhaust.
Probable Cause
1. Too Much Oil In The Valve Compartment
Be sure that the plugs are installed in the ends of the rocker arm shaft.
2. Worn Valve Guides
Reconditioning of the cylinder head is required.
3. Worn Piston Rings
Inspect piston rings and install new parts, as required.
Problem 18
Little Valve Clearance Or No Valve Clearance Is Present.
Probable Cause
1. Worn Valve Seat Or Worn Valve Face
Reconditioning of the cylinder head is required. Make adjustment to valve lash. Refer to Testing And
Adjusting, "Air Inlet And Exhaust System".
Problem 19
The Engine Has Early Wear.
Probable Cause
1. Dirt In Lubrication Oil
Remove dirty lubrication oil. Install new filter elements. Put clean oil in the engine.
2. Air Inlet Leaks
Inspect all gaskets and connections. Make repairs if leaks are found.
3. Fuel Leakage Into Lubrication Oil
This will cause high fuel consumption and low engine oil pressure. This condition may also increase the
oil level in the crankcase. Make repairs if leaks are found. Install new parts, as required.
Problem 20
Coolant Is In The Lubrication Oil.
Probable Cause
1. Failure Of The Engine Oil Cooler
Install a new engine oil cooler. Drain the crankcase and refill the crankcase with clean lubricant. Install
new oil filter elements.
2. Failure Of Cylinder Head Gaskets Or Failure Of Water Seals
Check the cylinder liner projection. Install a new spacer plate gasket. Install new water seals in the spacer
plate. Install a new cylinder head gasket. Tighten the bolts that hold the cylinder head. Refer to
Specifications for torque values.
3. Crack Or Defect In Cylinder Head
Install a new cylinder head.
4. Crack Or Defect In Cylinder Block
Install a new cylinder block.
5. Failure Of Cylinder Liner Seals
Replace cylinder liner seals.
Problem 21
Too Much Black Smoke Or Gray Smoke Is Present.
Probable Cause
1. Not Enough Air For Combustion
Check the air cleaner for restrictions. Check the inlet manifold pressure. Inspect the turbocharger for
correct operation.
2. Faulty Fuel Injection Valves
Install new fuel injection valves.
3. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System".
Problem 22
Too Much White Smoke Or Blue Smoke Is Present.
Probable Cause
1. Too Much Lubrication Oil In Engine
Remove extra oil. Find the source of the extra oil. Put the correct amount of oil in engine.
2. The Engine Is Misfiring Or The Engine Is Running Rough.
Refer to "Problem 3".
3. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System".
4. Worn Valve Guides
Reconditioning of cylinder head is required.
5. Worn Piston Rings Or Improperly Installed Piston Rings
Inspect piston rings and install new parts, as required.
6. Failure Of Turbocharger Oil Seal
Check the air inlet manifold for oil and repair the turbocharger, as required.
7. Coolant In Combustion System
Check for a cracked cylinder head.
Problem 23
The Engine Has Low Oil Pressure.
Probable Cause
1. Dirty Oil Filter Or Dirty Oil Cooler
Check the operation of the bypass valve for the filter. Clean the oil cooler or install a new oil cooler core.
Remove dirty oil from the engine. Put clean oil in the engine.
2. Diesel Fuel In Lubrication Oil
Find the source of the leakage of the diesel fuel into the lubrication oil. Make repairs, as required. Remove
the lubrication oil that has been contaminated with diesel fuel. Install new oil filters. Put clean oil in the
engine.
3. Too Much Clearance Between Rocker Arm Shaft And Rocker Arms
Check lubrication in valve compartments. Install new parts, as required.
4. Faulty Oil Pump Suction Pipe
Replacement of oil pump suction pipe is required.
5. Stuck Open Oil Pressure Relief Valve
Clean the valve and the housing. Install new parts, as required.
6. Faulty Oil Pump
Repair the oil pump or replace the oil pump.
7. Too Much Clearance Between Crankshaft And Crankshaft Bearings
Inspect the crankshaft bearings and make replacement, as required.
8. Too Much Clearance Between Camshaft And Camshaft Bearings
Inspect the camshaft and the camshaft bearings. Replace the camshaft and the camshaft bearings, as
required.
9. Faulty Oil Pressure Gauge
Install new gauge.
10. Too Much Bearing Clearance For Idler Gear
Inspect the bearings. Replace parts, as required.
Problem 24
The Engine Uses Too Much Lubrication Oil.
Probable Cause
1. Too Much Lubrication Oil In Engine
Remove the extra oil. Find the source of the extra oil. Put the correct amount of oil in the engine.
2. Oil Leaks
Find all oil leaks. Make repairs, as required. Check for dirty crankcase breathers.
3. High Oil Temperature
Check operation of oil cooler and oil temperature regulator. Install new parts, as required. Clean the oil
cooler cores.
4. Too Much Oil In The Valve Compartment
Be sure that the plugs are installed in the rocker shafts.
5. Worn Valve Guides
Reconditioning of the cylinder head is required.
6. Worn Piston Rings And Worn Cylinder Liners
Inspect piston rings and install new parts, as required. Reconditioning of the cylinder block can be
required.
7. Failure Of Turbocharger Oil Seal
Check the air inlet manifold for oil and repair the turbocharger, as required.
Problem 25
The Engine Coolant Is Too Hot.
Probable Cause
1. Restriction Of Coolant Flow Through Radiator Core Tubes Or Through Heat Exchanger Lines
Clean the radiator or the heat exchanger and flush the radiator or the heat exchanger.
2. Restriction Of Air Flow Through The Radiator
Remove all restrictions to air flow.
3. Low Fan Speed
Check for loose fan drive belts. Adjust the fan drive belt to the correct tension. Replace belts, as required.
4. Low Coolant Level
Add coolant to the cooling system. Check for leaks.
5. Faulty Pressure Cap
Check operation of the pressure cap. Install a new pressure cap, as required.
6. Combustion Gases In Coolant
Find the source of the leakage of combustion gases into the cooling system. Make repairs, as required.
7. Faulty Water Temperature Regulators
Check water temperature regulators for correct operation. Check the water temperature gauge for correct
operation. Install new parts, as required.
8. Faulty Water Pump
Make repairs, as required. Install a new water pump, as required.
9. Too Much Load On The System
Reduce the load on the system.
10. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System".
Problem 26
The Exhaust Temperature Is Too High.
Probable Cause
1. Leakage At Air Inlet System
Check pressure in the air inlet manifold. Look for restrictions at the air cleaner. Correct any leaks.
2. Leakage At Exhaust System
Find the cause of the exhaust leak. Make repairs, as required.
3. Restriction At The Air Inlet System Or The Exhaust System
Remove the restriction.
4. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System".
Problem 27
The Starting Motor Does Not Turn.
Probable Cause
1. Low Output Of The Battery
Check the condition of the battery. Charge the battery or replace the battery, as required.
2. Faulty Wires Or Faulty Switch
Replace the wires or replace the switch, as needed.
3. Faulty Starter Motor Solenoid
Install a new solenoid.
4. Faulty Starter Motor
Repair the starter motor or replace the starter motor, as needed.
Problem 28
The Alternator Gives No Charge.
Probable Cause
1. Loose Drive Belt
Adjust the drive belt to the correct tension.
2. Faulty Charging Circuit, Faulty Ground Return Circuit Or Faulty Battery Connections
Inspect all cables and inspect all connections. Clean connections. Tighten connections. Replace parts, as
needed.
3. Faulty Rotor (Field Coil)
Install a new rotor.
4. Faulty Brushes (If Equipped)
Install new brushes.
Problem 29
The Alternator Charge Rate is Low Or The Alternator Charge Rate Is Not Regular.
Probable Cause
1. Loose Drive Belt
Adjust the drive belt to the correct tension.
2. Faulty Charging Circuit, Faulty Ground Return Circuit Or Faulty Battery Connections
Inspect all cables and inspect all connections. Clean connections. Tighten connections. Replace parts, as
needed.
3. Faulty Alternator Regulator
Install a new alternator regulator.
4. Incorrect Alternator Regulator Adjustment
Some alternator regulators can be adjusted and some alternator regulators can not be adjusted. Refer to
Testing And Adjusting, "Electrical System".
5. Faulty Rectifier Diodes
Replace the faulty rectifier diode.
6. Faulty Rotor (Field Coil)
Install a new rotor.
Note: Install a new rotor for brush type alternators only.
Problem 30
The Alternator Charge Rate Is Too High.
Probable Cause
1. Loose Connections On The Alternator Or Loose Connections On The Alternator Regulator
Tighten all connections.
2. Faulty Alternator Regulator
Install a new alternator regulator.
3. Incorrect Alternator Regulator Adjustment
Some alternator regulators can be adjusted and some alternator regulators can not be adjusted. Refer to
Testing And Adjusting, "Electrical System".
Problem 31
The Alternator Has Noise.
Probable Cause
1. Faulty Drive Belt
Install a new drive belt for the alternator.
2. Loose Alternator Drive Pulley
Check the groove in the pulley that holds the pulley in place. If the groove is worn, install a new pulley.
Tighten the pulley nut. Refer to Specifications for the correct torque value.
3. The Alternator Drive Belt Is Not In Alignment With The Drive Pulley.
Align the drive belt with the drive pulley.
4. Worn Alternator Bearings
Install new bearings in the alternator.
5. Bent Rotor Shaft
Install a new rotor shaft.
6. Shorted Out Rectifiers
Install a new diode assembly.
Problem 32
The Rack Solenoid Does Not Stop The Engine.
Probable Cause
1. Incorrect Electrical Connections
Correct the electrical connections and correct the wiring.
2. Not Enough Plunger Travel
Make an adjustment to the plunger shaft. Replace the solenoid, as needed.
3. Wrong Shaft In The Plunger
Install the correct shaft in the plunger.
4. Faulty Solenoid Wiring
Install a new solenoid.
Copyright 1993 - 2020 Caterpillar Inc. Sat Aug 29 2020 16:46:45 GMT+0700 (Indochina Time)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i02213746
Engine Speed - Check
SMCS - 1000
Table 1
Required Tools
Part Number Part Name Quantity
9U-7400 Multitach Tool Gp 1
Illustration 1 g00320509
9U-7400 Multitach Tool Gp
(1) Carrying case
(2) Power cable
(3) Tachometer generator
(4) Tachometer drive group
(5) Multitach
The 9U-7400 Multitach Tool Gp can measure engine speed from a tachometer drive on the engine. This
multitach can also measure engine speed from the tracking of tape on a rotating engine part.
Note: Refer to Tool Operating Manual, NEHS0605 for information that relates to the using of the tool group.
Copyright 1993 - 2020 Caterpillar Inc. Sat Aug 29 2020 16:46:58 GMT+0700 (Indochina Time)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02725815
Engine Design
SMCS - 1201
3408B and 3408C Engines
Illustration 1 g01367395
(A) Inlet valves
(B) Exhaust valves
(C) Fuel injection pump
Bore ... 137.2 mm (5.40 inch)
Stroke ... 152.4 mm (6.00 inch)
Displacement ... 18 L (1099 cu in)
Cylinder arrangement ... 65 degrees V8
In order to check the engine valve lash setting, the engine must be cold and the engine must be stopped.
Engine valve lash settings
Inlet valves ... 0.38 mm (0.015 inch)
Exhaust valves ... 0.76 mm (0.030 inch)
Type of combustion ... Direct Injection
Firing Order ... 1, 8, 4, 3, 6, 5, 7, 2
The crankshaft rotation is viewed from the flywheel end of the engine. Direction of rotation ... counterclockwise
The direction of rotation of the fuel pump camshaft is viewed from the pump drive end of the fuel injection
pump. Direction of rotation ... counterclockwise
Number one cylinder is the front cylinder on the left side of the cylinder block.
Number two cylinder is the front cylinder on the right side of the cylinder block.
Note: The front of the engine is opposite of the flywheel end of the engine. The left side of the engine and the
right side of the engine are viewed from the flywheel end of the engine.
3412, 3412C, and 3412D Engines
Illustration 2 g01367397
(A) Inlet valves
(B) Exhaust valves
(C) Fuel injection pump
3412 Engines and 3412C Engines
Bore ... 137.2 mm (5.40 inch)
Stroke ... 152.4 mm (6.00 inch)
Displacement ... 27 L (1648 in3)
3412D
Bore ... 145.0 mm (5.71 inch)
Stroke ... 162.0 mm (6.38 inch)
Displacement ... 32 L (1953 cu in)
Cylinder arrangement ... 65 degrees V12
In order to check the engine valve lash setting, the engine must be cold and the engine must be stopped.
Engine valve lash settings
Inlet valves ... 0.38 mm (0.015 inch)
Exhaust valves ... 0.76 mm (0.030 inch)
Type of combustion ... Direct Injection
Firing Order ... 1, 4, 9, 8, 5, 2, 11, 10, 3, 6, 7, 12
The crankshaft rotation is viewed from the flywheel end of the engine. Direction of rotation ... counterclockwise
The rotation of the fuel pump camshaft is viewed from the pump drive end of the fuel injection pump. Direction
of rotation ... counterclockwise
Number one cylinder is the front cylinder on the left side of the cylinder block.
Number two cylinder is the front cylinder on the right side of the cylinder block.
Note: The front of the engine is opposite of the flywheel end of the engine. The left side of the engine and the
right side of the engine are viewed from the flywheel end of the engine.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Systems Operation
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01983211
Fuel System
SMCS - 1250
Illustration 1 g00332354
Fuel flow schematic
(1) Fuel inlet line for the injection pump housing
(2) Damper
(3) Adapter with orifice
(4) Injection pump housing
(5) Fuel return line
(6) Injection valve
(7) Junction block
(8) Fuel priming pump
(9) Bypass valve
(10) Fuel tank
(11) Fuel supply line
(12) Primary fuel filter
(13) Fuel pressure gauge
(14) Main fuel filters
(15) Pressure relief valve
(16) Fuel transfer pump
These engines have a pressure type fuel system. There is one injection pump and one fuel injector nozzle for
each cylinder. The injection pumps are in the pump housing (4) on the top front of the engine. The fuel injection
nozzles are located in the fuel injection adapters. The fuel injection adapters are under the valve covers.
The fuel transfer pump (16) pulls the fuel from the fuel tank (10) through the primary fuel filter (12). The fuel
flows from the primary fuel filter to the fuel priming pump (8) and through the main fuel filters (14). The fuel
then flows to the manifold of the injection pump housing. The fuel in the manifold of the injection pump
housing flows to the injection pumps. The injection pumps are in time with the engine. The injection pumps
push fuel at a very high pressure to the injection valves (6).
Illustration 2 g00332357
Location of the fuel system components (typical example)
(1) The fuel inlet line for the injection pump housing
(2) Damper
(3) Adapter with orifice
(5) Fuel return line
(11) Fuel supply line
(16) Fuel transfer pump
(17) The fuel outlet line from the transfer pump and the inlet line to the main filters
(18) The nut for a fuel injection line at the injection pump
(19) The fuel manifold across the injection pump housing
(20) Adapter through the valve cover base
A damper (2) is located on the inlet elbow of the fuel manifold (19). The damper (2) reduces the shock loads that
are caused by the injection pumps. Some of the fuel in the fuel manifold is constantly sent through a restriction
orifice (3). This removes air from the system. This restriction keeps the fuel pressure high. The restriction also
controls the amount of fuel that goes back to the fuel tank through the return line (5) .
The fuel priming pump (8) is used to fill the system with fuel. The fuel priming pump also removes air from the
low pressure side of the fuel system. The low pressure side of the fuel system consist of the fuel filter, the fuel
lines and components.
Illustration 3 g00332494
The location of the fuel system components (typical example)
(1) The fuel inlet line for the injection pump housing
(5) The fuel return line
(7) Junction block
(8) Fuel priming pump
(11) Fuel supply line
(14) Main fuel filters
(17) The fuel outlet line from the transfer pump and the inlet line to the main filters
The fuel transfer pump has a bypass valve and a check valve. The bypass valve controls the maximum pressure
of the fuel. The extra fuel goes to the inlet of the pump. The check valve allows the fuel from the tank to go
around the transfer pump gears when the priming pump is used.
Fuel Injection Pump
Illustration 4 g00332516
The cross section of the fuel injection pump housing
(1) Fuel manifold
(2) Inlet passage
(3) Check valve
(4) Pressure relief passage
(5) Pump plunger
(6) Spring
(7) Gear
(8) Fuel rack (left)
(9) Lifter
(10) Link
(11) Lever
(12) Camshaft
The rotation of the cams on the camshaft (12) cause the lifters (9) and the pump plungers (5) to move up and
down. The stroke of each pump plunger is always the same stroke. The force of the springs (6) hold the lifters
(9) against the cams of the camshaft.
The pump housing is in a shape of a V. The shape is similar to the engine cylinder block. There is the same
number of pumps on each side.
When the pump plunger moves down, the fuel from the fuel manifold (1) flows through the inlet passage (2).
The fuel then fills the chamber that is above the pump plunger (5). When the plunger moves up, the plunger
closes the inlet passage.
The pressure of the fuel in the chamber above the plunger increases until the pressure is high enough to cause
the check valve (3) to open. The high pressure fuel flows through the check valve, through the fuel line and to
the injection valve. The high pressure fuel flows into the inlet passage which opens into the pressure relief
passage (4) that is in the plunger. The pressure in the chamber decreases and check valve (3) closes.
The amount of fuel that is forced through check valve (3) is determined by the length of time that the inlet
passage (2) is closed. The pressure relief passage (4) is used in order to control the state of the inlet passage. The
design of the pressure relief passage allows the rotation of the plunger to control fuel metering for each pump.
When the governor moves the fuel racks (8), the fuel racks move the gears (7) that are fastened to the plungers
(5). This causes a rotation of the plungers.
The governor is connected to the left rack. The play between the racks and link (10) is controlled by a spring that
loads lever (11). The fuel racks are connected by the link (10). The fuel racks move in opposite directions. When
one rack moves in, the other rack moves out.
Fuel Injection Nozzles
The fuel injection nozzle is installed into an adapter through the cylinder head into the combustion chamber. The
fuel injection pump sends fuel with high pressure to the fuel injection nozzle. Then, the fuel is made into a fine
spray for good combustion.
Illustration 5 g00354279
Fuel injection nozzle (typical example)
(1) Carbon dam
(2) Seal
(3) Passage
(4) Filter screen
(5) Inlet passage
(6) Orifice
(7) Valve
(8) Diameter
(9) Spring
Seal (2) is positioned against the nozzle adapter. This prevents leakage of compression from the cylinder. Carbon
dam (1) keeps carbon out of the bore in the nozzle adapter.
Fuel with high pressure from the fuel injection pump flows into the inlet passage (5). Fuel then flows through
filter screen (4) and into passage (3). The fuel continues to the area below diameter (8) of valve (7). When the
fuel pressure against diameter (8) becomes greater than the force of spring (9), valve (7) lifts up.
Valve (7) lifts up when the fuel pressure rises above the valve opening pressure of the fuel injection nozzle.
When valve (7) lifts up, the tip of the valve comes off the nozzle seat, and the fuel will flow through the orifices
(6) into the combustion chamber.
The injection of fuel continues until the pressure of fuel against diameter (8) becomes less than the force of
spring (9). With less pressure against diameter (8), spring (9) pushes valve (7) against the nozzle seat. This stops
the flow of fuel to the combustion chamber.
Note: The fuel injection nozzle cannot be disassembled, and no adjustments can be performed.
Hydramechanical Governor With Dashpot
The governor controls the amount of fuel that is needed by the engine to maintain a desired rpm. The governor
maintains a constant rpm for variable engine loads.
When the engine is operating, the balance between the centrifugal force of the governor flyweights and the force
of the governor control on the governor spring controls the movement of a valve and the movement of the fuel
rack. The valve directs pressure oil to either side of a piston that controls rack position. The position of the valve
controls the rack. The amount of fuel to the engine is controlled by the rack and load conditions.
Illustration 6 g00332517
Hydramechanical governor with dashpot
(1) Collar
(2) Collar bolt
(3) Dashpot chamber
(4) Dashpot piston
(5) Lever assembly
(6) Dashpot spring
(7) Governor spring
(8) Governor flyweights
(9) Valve
(10) Cylinder
(11) Drive assembly
(12) Pin
(13) Lever
The governor has governor flyweights (8) that are driven by the engine through the drive assembly (11). The
governor has a governor spring (7), a valve (9) and a piston. The valve and the piston are connected to one fuel
rack through pin (12) and lever (13) .
The governor control is connected to the governor control lever. The governor control controls the compression
of the governor spring (7). The compression of the spring gives more fuel to the engine. The centrifugal force of
the governor flyweights (8) always pulls up in order to get a reduction of fuel to the engine. When these two
forces are in balance, the engine runs at a constant rpm.
Illustration 7 g00456122
(A) Pressure oil
(7) Governor spring
(8) Governor flyweights
(9) Valve
(10) Cylinder
(12) Pin
(14) The oil drain passage for the piston
(15) The upper oil passage in the piston
(16) Piston
(17) The lower oil passage in the piston
(18) The oil passage in the cylinder
(19) Sleeve
Governor in increased load position
The governor oil pump is on top of the fuel injection pump housing. The governor oil pump sends engine oil
under pressure to the governor cylinder (10) through passage (18) around sleeve (19) .
When the load on the engine increases, the engine rpm decreases. This will cause a slower rotation of the
governor flyweights (8). The governor flyweights will move toward each other. The governor spring (7) moves
valve (9). This will open the oil passages in piston (16). This will also close the oil drain passage (14). This will
allow the oil to flow from passage (17), around valve (9), and through passage (15). This will fill the chamber
above piston (16). The pressure oil pushes down on piston (16) and pin (12). This gives more fuel to the engine.
Engine rpm increases until the rotation of the governor flyweights is fast enough to be in balance with the force
of the governor spring.
Illustration 8 g00456195
(A) Pressure oil
(B) Drain oil
(7) Governor spring
(8) Governor flyweights
(9) Valve
(10) Cylinder
(12) Pin
(14) The oil drain passage for the piston
(15) The upper oil passage in the piston
(16) Piston
(17) The lower oil passage in the piston
(18) The oil passage in the cylinder
(19) Sleeve
Governor in decreased load position
When there is a reduction in load on the engine, there will be an increase in engine rpm and the rotation of the
governor flyweights (8) will increase. This will move valve (9) to a higher position. This stops the oil flow from
passage (17) and the oil pressure above piston (16) goes out around valve (9) through the top of the piston (16).
The pressure between sleeve (19) and piston (16) pushes the piston and pin (12) to a higher position. This causes
a reduction in the amount of fuel to the engine. The engine rpm decreases until the centrifugal force of the
governor flyweights is in balance with the force of the governor spring. When these two forces are in balance,
the engine will run at a constant rpm.
When the engine rpm is at low idle, a spring loaded plunger in the lever assembly (5) is in contact with a
shoulder on the adjustment screw for low idle. To stop the engine, move the switch to the "OFF" position. This
will cause the shutoff solenoid to move the spring loaded plunger over the shoulder on the low idle adjustment
screw. This will move the fuel racks to the fuel shutoff position. With no fuel to the engine cylinders, the engine
will stop. To stop the engine manually, turn the shutoff lever on the governor housing to the shutoff position.
The oil from the governor pump lubricates the following components:
The governor weight support and gear
The thrust bearing under the governor spring
The drive gear bearing
The other parts of the governor receive lubrication from splash lubrication. Splash lubrication is oil that is
thrown by other parts. The oil flows from the governor to the housing for the fuel injection pumps.
Electric set engines need a governor that has better control over the engine speed range. A standard
hydramechanical governor can not provide this function. The following parts are added to the basic
hydramechanical governor.
A dashpot piston (4)
A dashpot spring (6)
A collar bolt (2)
An oil reservoir in the shutoff housing
Two adjustment screws (20) and (21)
These parts control the flow of oil into the dashpot chamber (3) and out of the dashpot chamber (3). The dashpot
chamber (3) is above the dashpot piston (4). The oil flows through internal oil passages. The correct oil flow into
the dashpot chamber (3) and out of the dashpot chamber (3) causes a more precise movement of the governor
spring seat. This allows the governor to accurately control the engine speed.
Illustration 9 g00332522
Side view of governor
(20) The adjustment screw for the dashpot
(21) Adjustment screw for supply oil to the reservoir
The oil for the action of the dashpot comes from the engine lubrication system. The adjustment screw (21)
controls the oil flow from the lubrication system into the reservoir. The reservoir has an oil overflow that sends
the oil back to the mechanical area of the governor. Too much oil flow to the reservoir will fill the governor with
oil. This will decrease the engine performance. Too little oil flow does not give enough oil to the reservoir. The
decrease in oil will cause the governor to hunt. As air gets into the dashpot chamber (3), this will allow piston
(4) and the lower governor spring seat to move faster.
The dashpot adjustment screw (20) causes a restriction to the oil flow into the dashpot chamber (3) and out of
the dashpot chamber (3). Too much oil flow will allow the lower governor spring seat to move faster. This will
allow the governor to hunt. Too little oil flow causes a slower action by the governor.
Mechanical Governor
The governor controls the amount of fuel that is needed by the engine to maintain a desired rpm. The governor
maintains a constant rpm for variable engine loads.
Illustration 10 g01027696
Mechanical governor
(1) Collar
(2) Bolt
(3) Lever assembly
(4) Upper spring seat
(5) Weights
(6) Governor spring
(7) Lower spring seat
(8) Thrust bearing
(9) Valve
(10) Upper oil passage in piston
(11) Piston
(12) Lower oil passage in piston
(13) Sleeve
(14) Oil passage in cylinder
(15) Drive assembly
(16) Cylinder
(17) Pin
(18) Lever
The governor has governor flyweights (5) driven by the engine through the drive assembly (15). The governor
has governor spring (6), valve (9) and piston (11). The valve and the piston are connected to one fuel rack
through pin (17) and lever (18). The pressure oil for the governor arrives from the governor's oil pump that is on
top of the injection pump housing. The oil that is used is from the engine lubrication system. Pressure oil flows
through passage (14) and around sleeve (13). The throttle lever (governor control) controls the compression of
governor spring (6). Compression of the spring always pushes down in order to provide more fuel to the engine.
The centrifugal force of governor flyweights (5) always pulls in order to reduce the amount of fuel to the engine.
When these two forces are in balance, the engine runs at the desired rpm (governed rpm).
The governor valve (9) is shown in the position when the force of the governor spring is in balance.
When the engine load increases, the engine rpm decreases and the rotation of governor flyweights (5) will slow.
The governor flyweights will move inward. Governor spring (6) moves valve (9) downward. This allows the oil
flow from the lower passage (12) around the valve (9) and through the upper passage (10) to fill the chamber
behind piston (11). This pressure oil pushes the piston (11) and the pin (17) downward in order to deliver more
fuel to the engine. The upper portion of the valve inhibits the oil flow around the valve. Engine rpm goes up
until the rotation of the governor flyweights is fast enough to be in balance with the force of the governor spring.
When there is a reduction in engine load, there will be an increase in engine rpm and a corresponding increase in
the rotation of governor flyweights (5). This will move valve (9) upward. This stops oil flow from the lower
passage (12). Further, the oil that is above piston (11) flows around valve (9). Now, the pressure between the
sleeve (13) and piston (11) pushes the piston and pin (17) upward. This causes a reduction in the amount of fuel
to the engine. Engine rpm will decrease until the centrifugal force (rotation) of the governor flyweights is in
balance with the force of the governor spring. When these two forces are in balance, the engine will run at the
desired rpm (governed rpm).
When engine rpm is at low idle, a spring-loaded plunger in lever assembly (3) comes in contact with a shoulder
on the adjustment screw for low idle. To stop the engine, push the throttle lever to the vertical position. This will
allow the spring-loaded plunger to move over the shoulder on the low idle adjustment screw. The fuel rack then
moves in order to shut off the flow of fuel. With no fuel to the engine cylinders, the engine will stop.
The governor oil pump supplies oil to the valve (9) in order to increase the governor's power and response. Oil
from the governor's oil pump provides lubrication to the following components:
weight support and gear
thrust bearing
drive gear bearing
The other parts of the governor are provided lubrication from splash lubrication. Oil from the governor drains
into the fuel injection pump housing. The oil then drains into the cylinder block.
Fuel Ratio Control
Illustration 11 g01028003
Fuel ratio control (engine stopped)
(1) Inlet air chamber
(2) Valve
(3) Diaphragm assembly
(4) Oil drains
(5) Pressure oil chamber
(6) Large oil passages
(7) Oil inlet
(8) Small oil passages
(9) Oil outlet
(10) Fuel rack linkage
(11) Valve
With the engine stopped, valve (11) is in the fully extended position. The movement of fuel rack linkage (10) is
not limited by valve (11). When the engine is started, oil flows through oil inlet (7) into pressure oil chamber (5).
From chamber (5), the oil flows through large oil passages (6) to the inside of valve (11). The oil then flows out
of the small oil passages (8) to oil outlet (9). A hose assembly connects inlet air chamber (1) to the inlet air
system. As the inlet air pressure increases, the diaphragm assembly (3) begins to move downward. Valve (2) is a
part of the diaphragm assembly., The valve is used to close the large oil passages (6) and the small oil passages
(8). When these passages are closed, oil pressure increases in chamber (5). This increase in oil pressure moves
valve (11) upward. The control is now ready for operation. When the governor control is moved in order to
increase fuel to the engine, Valve (11) limits the movement of fuel rack linkage (10) in the fuel on direction. The
oil in chamber (5) acts as a restriction to the movement of valve (11) until inlet air pressure increases.
Illustration 12 g01028023
Fuel ratio control (stable rpm and load)
(1) Inlet air chamber
(2) Valve
(5) Pressure oil chamber
(6) Large oil passages
(8) Small oil passages
(11) Valve
As the inlet air pressure increases, valve (2) moves downward. This allows oil from chamber (5) to drain
through large oil passages (6) and out through oil drains (4). Valve (11) is allowed to move downward so that
fuel rack linkage (10) can gradually increase the fuel to the engine. The control is designed to prevent an
increase in the fuel delivery until the air pressure in the inlet manifold is high enough for complete combustion.
This prevents a buildup of large amounts of exhaust smoke that can be caused by an air/fuel mixture with too
much fuel. The fuel ratio control acts very quickly and adjustments to the air/fuel ratio take a very short time. No
change in engine acceleration can be felt.
Illustration 13 g01028050
Fuel ratio control (increase in inlet air pressure)
(1) Inlet air chamber
(2) Valve
(4) Oil drains
(5) Pressure oil chamber
(10) Fuel rack linkage
(11) Valve
Automatic Timing Advance Unit
Illustration 14 g00354280
Automatic timing advance unit
(1) Flange
(2) Weight
(3) Springs
(4) Slide
(5) Drive gear
(6) Camshaft
The automatic timing advance unit is installed on the front of the camshaft (6) for the fuel injection pump. The
timing gears drive the automatic timing advance unit. The drive gear (5) for the fuel injection pump is connected
to the camshaft (6) by the following components:
Two weights (2)
Springs (3)
Two slides (4)
Flange (1)
Each one of the slides (4) is held on the drive gear (5) by a pin. The weights (2) in the timing advance are driven
by two slides (4). These slides (4) fit into notches that are made on an angle in the weights (2). When the
centrifugal force (rotation) moves the weights (2) outward against the springs (3), the guides in the flange and
the slides on the gear will force the flange to rotate in relation to the gear. Since the flange is connected to the
camshaft for the fuel injection pump, the fuel injection timing is also changed.
This unit will advance the fuel injection pump camshaft for approximately 2% when the engine speed is
increased from low idle to 1100 rpm. The timing advance unit is not an adjustable component.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988550
Automatic Timing Advance Unit - Test
SMCS - 1272-081
Table 1
Required Tools
Part
Part Description Qty
Number
8T-5300 Engine Timing Indicator Group 1
8T-5301 Diesel Engine Timing Adapter Group 1
Illustration 1 g00339402
8T-5300 Engine Timing Indicator Group
(1) 8T-5250 Engine Timing Indicator
(2) 5P-7366 Power Cable
(3) 6V-2197 Magnetic Transducer
(4) 5P-7362 Cable
(5) 6V-2199 Transducer Adapter and 6V-3093 Transducer Adapter
(6) 8D-4644 Corner
The 8T-5300 Timing Indicator Group must be used with the 8T-5301 Diesel Engine Timing Adapter Group.
Illustration 2 g00339406
8T-5301 Diesel Engine Timing Adapter Group
(7) 5P-7437 Adapter
(8) 6V-2198 Cable
(9) 5P-7436 Adapter
(10) 6V-7910 Transducer
(11) 5P-7435 Adapter
(12) 6V-3016 Washer
When you check for the dynamic timing on an engine without a mechanical advance, you should record the
calculations for the dynamic timing onto paper. A graph can then be created of the dynamic advance.
Note: Worksheets are available in pads of fifty. Order one Special Instruction, SEHS8140. See Special
Instruction, SEHS8580 for information on calculating the timing curve.
After the timing values are calculated and the timing values are plotted, the dynamic timing should be checked
with the 8T-5300 Engine Timing Indicator Group .
1. Operate the engine from 1000 rpm (base rpm) to high idle.
2. Continue running the engine now from high idle to 1000 rpm (base rpm).
Unstable readings often appear below 1000 rpm.
3. Record the dynamic timing at each 100 rpm and at the specified speeds during acceleration and during
deceleration.
4. Finally, plot the results onto the worksheet. Review the plotted values.
Use Special Instruction, SEHS8580 to see the correct specifications for calculating the timing curve.
You can find these specifications in three places:
The Operating Instructions inside the lid of the 8T-5300 Engine Timing Indicator Group
The Special Instruction, SEHS8580
The Engine Information Plate for the performance specification number
The performance specification number can be used to refer to the TMI. Here, you will find the correct timing
specifications to use.
Personal injury or death can result from not following the proper
procedures.
To avoid the possibility of injury or death, follow the established
procedure.
Illustration 3 g00339033
Transducer in position (typical example)
(10) 6V-7910 Transducer
(13) Fuel injection line for No. 1 cylinder
1. The engine must be stopped before installing the timing indicator.
2. A high pressure fuel line must be disconnected and a probe must be installed into the flywheel housing.
3. Disconnect the fuel injection line (13) for the No. 1 cylinder. Slide the nut upward. Slide the nut out of the
way. Attach the 5P-7436 Adapter (9). Tighten 5P-7436 Adapter (9) onto the pump bonnet. Turn adapter
(9) onto the pump bonnet. Continue until the top of the bonnet's threads line up with the bottom of the
opening in adapter (9) .
4. Attach 5P-7435 Adapter (11) onto injection transducer (10). Then, connect 5P-7435 Adapter (11) in the
opening of 5P-7436 Adapter (9) .
5. Place fuel injection line (13) on top of 5P-7435 Adapter (11). Install 5P-7437 Adapter (7). Tighten the
adapter to a torque of no more than 40 N·m (30 lb ft).
Illustration 4 g00361933
Timing hole location
(14) Plug
6. Remove the plug (14) from the flywheel housing. Install transducer adapter (5) into the hole that is
remaining from the plug's removal. Tighten transducer adapter (5) only by a small amount.
7. Push magnetic transducer (3) into transducer adapter (5) until this adapter contacts the flywheel. Pull the
magnetic transducer (3) out of the transducer adapter by 1.5 mm (0.06 inch). Then, lightly tighten the
knurled locknut.
Illustration 5 g00361934
Transducer in position
(3) 6V-2197 Magnetic Transducer
8. Connect the cables from the magnetic transducer (3) to 8T-5250 Engine Timing Indicator (1). Calibrate
the indicator, and make any necessary adjustments.
Note: See Special Instruction, SEHS8580 for more information on the calibration procedure.
9. Start the engine, and allow the engine to reach operating temperature. Then, run the engine at
approximately one half throttle for eight to ten minutes. After this amount of time, measure the engine's
timing.
10. Run the engine at increments of 100 rpm between 1000 rpm (base rpm) and high idle. Record the readings
for engine timing, and then plot these readings onto a graph.
Note: Use smaller increments to pinpoint the times when the timing advance starts. You can also use
smaller increments to pinpoint the times when the timing advance stops.
11. Compare your results to the following values.
a. Settings for 3JK and, 8RG
Table 2
Permissible Dynamic Timing at Specified Engine Rpm
18° Static Timing (1)
550 RPM 720 RPM 1062 RPM 1150 RPM
18° 18.3° to 19.5° 24.1° to 26° 26.4° to 27.4°
(1) Engine arrangements 149-8154 , 149-8155 , 149-8156 and 149-8157
Table 3
Permissible Dynamic Timing at Specified Engine Rpm
19.5° Static Timing (2)
550 RPM 720 RPM 1062 RPM 1150 RPM
19.5° 19.8° to 21.0° 25.6° to 27.5° 27.9° to 28.9°
(2) All other engine arrangements
b. Settings for 7BL
Table 4
Permissible Dynamic Timing at Specified Engine Rpm
25° Static Timing (3)
400 RPM 700 RPM 1100 RPM 1400 RPM 1600 RPM
25.0° 25.1° to 26.1° 27.8° to 28.8° 31.7° to 32.7° 34.0° to 35.0°
(3) All engine arrangements
c. Settings for REA
Table 5
Permissible Dynamic Timing at Specified Engine Rpm
22.5° Static Timing (4)
1200 RPM 1450 RPM 1770 RPM 1940 RPM 2200 RPM
22.5° 22.5° to 23.4° 24.4° to 25.6° 25.6° to 26.8° 26.8° to 27.8°
(4) Engine arrangement 238-8190
Table 6
Permissible Dynamic Timing at Specified Engine Rpm
22.5° Static Timing (5)
920 RPM 1312 RPM 1950 RPM 2200 RPM
22.5° 22.5° to 23.7° 27.6° to 28.8° 28.5° to 29.7°
(5) Engine arrangement 238-8191
12. If the automatic timing advance is not correct, repair the automatic timing advance unit, or replace the
automatic timing advance unit. There is no adjustment to the unit.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01989111
Fuel System - Inspect
SMCS - 1250-040
Either too much fuel for combustion or not enough fuel for combustion can be the cause of a problem in the fuel
system. If smoke is rising from the exhaust, diagnosing the problem may be difficult. Therefore, work is often
done on the fuel system when the problem is really with some other part of the engine.
When noticeable smoke rises from the exhaust, this problem can be caused by a worn unit injector. This unusual
smoke can also be caused by one or more of the reasons that follow:
Not enough air for good combustion
An overload at high altitude
Oil leakage into combustion chamber
Not enough compression
Fuel System Inspection
A problem with the components that send fuel to the engine can cause low fuel pressure. This can decrease
engine performance.
1. Check the fuel level in the fuel tank. Inspect the cap for the fuel tank. Make sure that the vent is not filled
with dirt.
2. Check the fuel lines for fuel leakage. Make sure that none of the fuel lines have a restriction or have sharp
bends.
3. Install a new fuel filter. Clean the primary fuel filter.
4. Remove any air that may be in the fuel system.
If there is air in the fuel system, open the drain valve that is on the fuel injection pump housing. Use the
fuel priming pump to move fuel through the low pressure fuel system. Allow fuel to drain until fuel that is
free of air flows from the drain line.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988989
Fuel Injection Nozzle - Test
SMCS - 1254-081
Refer to Special Instruction, SEHS9083, "Test Sequence For Caterpillar 7000 Series Fuel Nozzles" for
instructions that are related to testing the fuel injection nozzles.
Refer to Tool Operating Manual, SEHS7292, "Using the 5P-4150 Nozzle Testing Group" for instructions that are
related to using the nozzle testing group.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988540
Fuel Ratio Control - Adjust
SMCS - 1278-025
The fuel rack setting must be correct before the adjustment for the fuel ratio control can be checked. Refer to
Testing and Adjusting, "Fuel Setting - Adjust" for information that relates to the adjustment of the fuel system.
The 6V-3075 Dial Indicator for fuel rack setting is used for the adjustment of fuel ratio control.
Illustration 1 g01029264
Fuel ratio control (typical example)
(1) Cover
(2) Valve
1. Remove cover (1) from the fuel ratio control.
Making contact with a running engine can cause burns from hot parts
and can cause injury from rotating parts.
When working on an engine that is running, avoid contact with hot
parts and rotating parts.
2. Start the engine.
3. Push the end of valve (2) downward and hold the valve in this position for two or three seconds. This
action will manually move the valve into the operating position.
4. Move the governor control lever toward the fuel-on position. Return the lever to the low idle position.
Move the lever several times in order to remove air from the oil that is in the control. This will make the
result of the test more accurate.
5. Rapidly move the governor control lever in the fuel on direction. Read the maximum measurement on the
dial indicator. This is the dynamic fuel ratio control setting. See the Technical Marketing Information
(TMI) for the correct fuel setting.
6. To make an adjustment to the fuel ratio control, turn valve (2) in a clockwise direction. This adjustment
will increase the amount of fuel that is possible at the current rack position. Turn the valve
counterclockwise in order to decrease the amount of fuel that is possible at the current rack position.
7. After an adjustment is made, repeat 5. When the adjustment is correct, put cover (1) on the control. Align
the bolt holes. Install the bolts.
8. Stop the engine. After the oil pressure has drained from the fuel ratio control, check the fuel rack setting
again in order to ensure that full rack travel is available.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i05467728
Fuel Setting - Adjust
SMCS - 1251-025
Fuel System Adjustments (On-Engine Adjustments)
Camshaft Timing for the Fuel Injection Pump
Table 1
Required Tools
Part
Part Description Qty
Number
4C-8180 Engine Timing Tool Group 1
6V-4186
or Pin (Fuel Pump Timing) 1
6V-6019
For engines that are equipped with electronic governors, use the 4C-8180 Engine Timing Tool Group to check or
adjust the engine timing. Refer to Tool Operating Manual, NEHS0638, "Using the 4C-8180 Timing Tool Group
To Set Fuel Injection Pump Timing" for information that relates to the correct use of the engine timing tool.
For engines with mechanical governors, use the following procedure to check or adjust the engine timing.
1. Position the No. 1 piston at the top center position on the compression stroke. Refer to Testing and
Adjusting, "Finding The Top Center Position For No. 1 Piston".
Note: Remove the plug from the fuel injection pump housing.
Illustration 1 g00361935
Removing the timing pin plug (typical example)
(1) Timing pin plug
2. Remove plug (1) at the front end of the fuel injection pump housing.
3. Install 6V-6019 Fuel Pump Timing Pin (end with taper) through the hole in the injection pump housing.
4. If the timing is correct, the timing pin will go into the notch in the camshaft and the timing bolt will turn
into the threaded hole in the flywheel. If the timing is NOT correct, the timing must be changed.
Note: If the timing is correct, be sure that you remove the timing pin and the timing bolt before you
proceed.
If the timing was not correct, remove the timing pin. Use the procedure that follows to change the timing.
Illustration 2 g00361936
Access cover to automatic timing advance unit (typical example)
(2) Cover
a. Remove cover (2) that covers the four bolts of the automatic timing advance unit.
Illustration 3 g00361938
Automatic timing advance unit (typical example)
(3) Bolts
(4) Automatic timing advance unit
b. Ensure that the timing pin is removed before the bolts are loosened. Loosen the four bolts (3) that
hold the automatic timing advance unit (4) onto the fuel pump camshaft.
c. Tighten the bolts (3) with fingers until there is a small amount of friction (slight drag) between the
retainer and the automatic timing advance unit (4) . This friction will hold the unit against the
timing gears. This prevents play (backlash) when gears are turned to the correct position.
d. Remove the timing bolt. Turn the flywheel until the timing pin will go into the groove in the
injection pump's camshaft.
e. After installing the timing pin, turn the flywheel in the clockwise direction for a minimum of 30
degrees. This is the opposite direction of the engine rotation. When the No. 1 piston is at the top
center position, this procedure will remove the play from the gears.
f. Then, turn the flywheel in the direction of normal engine rotation until the timing bolt engages with
the threaded hole.
g. Tighten the bolts (3) to 25 N·m (20 lb ft). Then, remove the timing pin from the injection pump
housing.
h. Tighten the bolts (3) to 136 ± 7 N·m (100 ± 5 lb ft). Then, remove the timing bolt from the
flywheel.
5. Rotate the crankshaft counterclockwise for two revolutions. Check the timing again. If the timing bolt can
be installed in the flywheel and the timing pin can be installed in the camshaft, the timing is correct.
6. If the timing is not correct, repeat Step 4.b through Step 4.h.
Note: If the timing is correct, be sure that you remove the timing pin and the timing bolt before you
proceed.
Measuring the Fuel Injection Pump Timing Dimension
Table 2
Required Tools
Part Part Description Qty
Number
6V-4180 Lifter Setting Tool Gp (Off-Engine) 1
3P-1565 Collet 1
6V-6019 Pin (Fuel Pump Timing) 1
6V-7926 Indicator Gauge Gp (Dial) 1
5P-4156 Base 1
5P-4157 Gauge (Fuel Injection Timing) 1
5P-4158 Gauge 1
5P-4163 Contact Point 1
8S-3158 Indicator Gauge Gp (Dial) 1
8T-5287 Wrench 1
8S-2244 Extractor 1
1. Put No. 1 piston at top center (TC) on the compression stroke. Refer to Testing and Adjusting, "Finding
The Top Center Position For No. 1 Piston".
2. Remove the plug at the front end of the fuel injection pump housing.
Illustration 4 g00340520
(A) 6V-6019 Pin (Fuel Pump Timing)
3. Insert the tapered end of timing pin (A) through the hole in the fuel injection pump housing. The timing
pin must fit into the notch in the fuel pump camshaft.
Note: If No. 1 piston is at top center of compression stroke and the timing pin does not fit in the notch in
the fuel pump's camshaft, refer to "Camshaft Timing for the Fuel Injection Pump".
Illustration 5 g00341272
6V-4180 Lifter Setting Tool Gp (Off-Engine)
(1) 8S-3158 Indicator Gauge Gp (Dial)
(2) 3P-1565 Collet Clamp
(3) 5P-4156 Indicator Base
(4) 5P-4157 Gauge (Fuel Injection Timing)
(5) 5P-4163 Indicator Contact Point
Illustration 6 g00341273
Checking the timing dimension
(1) 8S-3158 Indicator Gauge Gp (Dial)
(3) 5P-4156 Indicator Base
(4) 5P-4157 Gauge (Fuel Injection Timing)
4. Use the 8T-5287 Wrench and the 8S-2244 Pump Extractor to remove the No. 1 fuel injection pump. Place
gauge (4) into the bore of the fuel injection pump housing.
5. Install collet (2) and base (3) onto dial indicator (1) . Install indicator contact point (5) onto the dial
indicator.
6. Use the 5P-4157 Gauge (Fuel Injection Timing) in order to calibrate the dial indicator prior to obtaining
the lifter measurement. Refer to Special Instruction, SEHS8980, "Use Of 6V-4180 Timing Fixture Group
To Check Off-Engine Timing Dimension Setting" for information on the calibration of the tool.
Note: When you measure the timing dimension, calculate the difference between the reading from the
calibration check and the current reading on the dial face. The length of the gauge must be added to the
measurement in order to obtain the corrected timing dimension.
7. Install the indicator assembly onto the pump housing. Carefully slide the indicator contact point through
the gauge.
8. Measure the timing dimension. Compare the timing dimension to one of the following values.
3412C
All engines ... 106.487 ± 0.051 mm (4.1924 ± 0.0020 inch)
3412D
All engines ... 106.88 ± 0.05 mm (4.208 ± 0.002 inch)
Note: If the timing dimension is not within the specifications, and the fuel injection pump's camshaft
timing is correct, remove the fuel injection pump from the engine in order to measure all of the lifter
settings. Adjust the lifter settings that are not within specifications. Refer to "Fuel System Adjustments
(Off-Engine Adjustments)" for the correct lifter settings.
Fuel Rack Setting
Table 3
Required Tools
Part
Part Description Qty
Number
9S-0240
or Rack Position Tool Gp 1
6V-9128
8T-9173 Governor Adjusting Tool Gp 1
Illustration 7 g01028830
Governor and fuel injection pump housing (typical early type of fuel system)
(1) Governor control shaft
(2) Plug
(4) Plug
1. Disconnect the governor control linkage in order to allow the governor control lever to move freely
through full travel. Move the governor control shaft (1) to the shutoff position.
2. Remove plug (2) .
Illustration 8 g01028852
Place the rack at zero position (typical later type of fuel system).
(1) Governor control shaft
(3) Hole
(4) Plug
(5) Timing Pin
3. Insert the 6V-6019 Pin (Fuel Pump Timing) (5) in hole (3) with the flat end of the timing pin in the
downward position.
4. Turn the governor control shaft (1) toward high idle. Push on the timing pin (5) until the pin engages in
the slot (groove) that is in the rack. The rack is now centered at zero position.
5. Remove the plug (4) from the rear of the fuel injection pump housing.
6. Place the collet (7) and the dial indicator (6) with the indicator contact point in the hole for the plug (4) .
7. Zero the dial indicator. Tighten the nut of collet (7) in order to hold the indicator at the zero position.
8. Remove the timing pin (5) .
Illustration 9 g01028854
Rack at zero position (typical early type of fuel system)
(5) Timing pin
(6) Dial indicator
(7) Collet
(9) Brass terminal
(10) Continuity test light
Illustration 10 g01028866
Checking the fuel setting (typical early type of fuel system)
(6) Dial indicator
(7) Collet
(8) Fuel ratio control
(9) Brass terminal
(10) 8T-0500 Continuity Test Light
9. Connect the clip end of the continuity test light to the brass terminal (9) on the governor. Connect the
other end of the tester to an electrical ground.
10. Turn the governor control shaft (1) toward the fuel-on position until the light in the tester shows a
maximum output. Turn the shaft toward the fuel-off position until the test light is extinguished. Turn the
shaft slowly in the fuel on direction until the test light has a minimum light output. In this position, the
rack stop collar (14) makes contact with the torque spring.
11. Read the fuel setting dimension directly from the dial indicator. Refer to Technical Marketing Information
(TMI), or check the engine information plate that is installed on the engine, in order to find the correct
measurement for the fuel setting.
Illustration 11 g01028870
Adjustment to the fuel setting (typical example)
(11) Rack adjustment tool
(12) Adjustment screw
(13) Locknut
(14) Stop collar
12. If adjustment of the fuel setting is needed, remove the fuel ratio control (if equipped) or the cover from the
top of the governor. Use the rack adjustment tool (11) to loosen the locknut (13) and turn the adjustment
screw (12) in a clockwise direction in order to decrease the fuel setting. Turn the adjustment screw in a
counterclockwise direction in order to increase the fuel setting.
13. Tighten the locknut (13) . Refer to Steps 10 and 11 in order to check the correct fuel rack setting.
Illustration 12 g01028875
(15) Brass terminal
Note: On the earlier type of governors, the top cover (location of the brass terminal) must be removed for
the rack adjustment. After the adjustment, connect the clip end of the tester to the brass terminal (15) in
order to check the rack setting.
14. When the fuel rack setting is correct, use tool (11) to hold the screw (12) . Tighten the locknut (13) to a
torque 12 ± 4 N·m (105 ± 35 lb in).
15. Install the fuel ratio control (if equipped) or the cover on the governor. Connect the governor control
linkage. Refer to Testing and Adjusting, "Fuel Ratio Control - Adjust" for information concerning
adjustment of the fuel ratio control.
Fuel System Adjustments (Off-Engine Adjustments)
Table 4
Required Tools
Part Number Part Name Quantity
6V-4180 Lifter Setting Tool Gp (Off-Engine) 1
6V-6019 Pin (Fuel Pump Timing) 1
5P-1768 Indicator 1
5P-3601 Adapter As 1
1P-7410 Plate As (Timing) 1
2S-6160 Hard Washer 1
0S-1617 Bolt 1
2A-0762 Bolt 1
8S-3158 Indicator Gauge Gp (Dial) 1
3P-1565 Collet Clamp 1
5P-4156 Indicator Base 1
5P-4157 Gauge (Fuel Injection Timing) 1
Gauge (
5P-4158 1
50.8 mm (2.00 inch))
5P-4159 Gauge 1
Contact Point (
5P-4163 1
120.7 mm (4.75 inch))
8T-5287 Wrench 1
8S-2244 Pump Extractor 1
The off-engine timing dimension makes an adjustment for wear of components in the fuel injection pump
housing. Adjustment of the fuel camshaft timing compensates for wear in the timing gears and on the camshaft
of the fuel injection pumps.
1. Use the 8T-5287 Wrench and the 8S-2244 Pump Extractor to remove the injection pumps.
Illustration 13 g00341992
6V-4180 Lifter Setting Tool Gp (Off-Engine)
(1) 1P-7410 Plate As (Timing)
(2) 5P-1768 Indicator
(3) 5P-3601 Adapter As
(4) 6V-6019 Pin (Fuel Pump Timing)
(5) 2S-6160 Hard Washer
(6) 0S-1617 Bolt
Illustration 14 g00341993
Installation of the pointer assembly
(2) Pointer assembly
(3) Lifter setting adapter
(7) Bolt
2. Fasten the pointer assembly (2) to the fuel injection pump housing with bolt (7) .
3. Install lifter setting adapter (3) on the drive end of the fuel injection pump camshaft.
4. Insert the tapered end of the timing pin (4) through the timing hole in the fuel injection pump housing and
into the notch in the camshaft.
5. Place timing plate (1) on lifter setting adapter (3) . Install washer (5) and bolt (6) . Do not tighten the bolt.
6. Turn the timing plate (1) until the starting point degree mark on the timing plate is aligned with the pointer
at zero.
7. Tighten bolt (6) to a torque of 25 N·m (20 lb ft).
Note: Be sure that the timing plate does not move from the starting point degree mark when the bolt is
tightened.
8. Remove the timing pin (4) .
9. Refer to Table 5 for the timing plate degree that corresponds to the lifter that is being checked. Turn the
timing plate counterclockwise until the degree setting for the lifter that is being checked is aligned with
the pointer.
10. Use the following procedure in order to calibrate the dial indicator before measuring the dimension of the
lifter:
a. Install the 5P-4157 Gauge (Fuel Injection Timing) (101.6 mm (4.00 inch)) onto the 5P-4159 Gauge
.
b. With the contact point in the gauge hole, put the dial indicator and the base on top of the 5P-4157
Gauge (Fuel Injection Timing).
c. Loosen the screw that locks the dial face. Move the dial face until the large pointer is on zero.
Tighten the screw.
d. Record the position of the small pointer. The dial indicator is now calibrated.
Illustration 15 g01029097
Tooling setup for measuring the timing dimension
(8) 8S-3158 Indicator Gauge Gp (Dial)
(9) 3P-1565 Collet Clamp
(10) 5P-4156 Indicator Base
(11) 5P-4157 Gauge (Fuel Injection Timing)
(12) Spacer
(13) 5P-4163 Indicator Contact Point
(A) Timing dimension
Note: When you measure the timing dimension, calculate the difference between the reading from the
calibration check and the current reading on the dial face. The length of the gauge must be added to the
measurement in order to obtain the corrected timing dimension.
11. Off-engine timing dimension
3412C and 3412D ... 110.335 ± 0.051 mm (4.3439 ± 0.0020 inch)
Table 5
Lifter Settings for 3412C (25° BTC) and 3412D (22.5° BTC)
(The timing plate must be rotated in the counterclockwise direction.)
Lifter Timing Plate Degree (1) Timing Plate Degree (2)
1 347.5 348.75
2 135 136.25
3 227.5 228.75
4 15 16.25
5 107.5 108.75
6 255 256.25
7 287.5 288.75
8 75 76.25
9 47.5 48.75
10 195 196.25
11 167.5 168.75
12 315 316.25
(1) 102-9730 Pump Group
(2) 239-9637 Pump Group and 239-9638 Pump Group
12. The spacer (12) for each fuel injection pump must be selected in order to change the timing dimension of
that fuel injection pump. Refer to the Table 6 for the spacer thickness and the spacer part number.
Table 6
Available Spacers
Part Number Thickness
9N-6496
4.12 mm (0.162 inch)
9N-6495
4.22 mm (0.166 inch)
5M-2697
4.32 mm (0.170 inch)
2M-4208
4.42 mm (0.174 inch)
2M-4209
4.52 mm (0.178 inch)
2M-4210
4.62 mm (0.182 inch)
2M-4211
4.72 mm (0.186 inch)
2M-4212
4.83 mm (0.190 inch)
5M-2691
4.93 mm (0.194 inch)
5S-7189
5.03 mm (0.198 inch)
13. Recheck all of the timing dimensions after the adjustments have been made.
14. Install the fuel injection pump into the fuel pump housing and for checking the full travel of the fuel racks.
15. After the fuel injection pump is installed on the engine, check the camshaft timing and the pump timing
dimension. Refer to "Camshaft Timing for the Fuel Injection Pump" and "Measuring the Fuel Injection
Pump Timing Dimension".
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01989123
Fuel System Pressure - Test
SMCS - 1250-081; 1256-081
Fuel Transfer Pump
When the engine is operating at full load speed, the fuel transfer pump receives fuel from the primary fuel filter.
Fuel flows through the ECM (if equipped) and flows through the secondary fuel filters to the fuel injection
pump.
Use the following steps to check the fuel transfer pump pressure.
1. Disconnect the fuel line from the filter at the fuel injection pump housing inlet.
2. Install a tee at the inlet.
3. Connect the fuel line to the tee.
4. Connect a pressure gauge to the tee.
5. Start the engine.
6. Fuel is delivered to the fuel pump housing at approximately 414 kPa (60 psi) at full load speed.
If the fuel pressure is not to specifications, stop the engine. Replace the primary fuel filter and replace the
secondary fuel filters. Make sure that the fuel lines and the hoses are not plugged or damaged.
Start the engine and check the fuel pressure. If the fuel pressure is not at specifications, repair the fuel transfer
pump or replace the fuel transfer pump.
Checking Engine Cylinders Separately
If any of the following conditions occur, check the individual engine cylinders:
rough idle or rough operation
misfire
excessive black smoke
Use this procedure to check the engine cylinders separately:
1. Run the engine at the roughest speed.
2. Loosen the fuel line nut at a fuel injection pump. This will stop the flow of fuel to that engine cylinder.
After you shut off an engine cylinder's fuel flow, the engine should run more roughly.
3. Tighten the fuel line nut.
4. Repeat this maneuver with each engine cylinder in sequence until you discover a loosened fuel line that
does not affect the engine's performance.
5. When you find the engine cylinder that does not affect the engine's performance, perform the following
operations:
a. Test the fuel injection pump.
b. Test the fuel injection valve.
When an engine runs at low idle rpm, the temperature of an exhaust manifold can also indicate the condition of a
fuel injection valve. A low temperature indicates that no fuel is reaching the cylinder. This can possibly signify
that the fuel injection valve has a defect.
When an engine runs at low idle rpm and the temperature of an exhaust manifold is at an extra high temperature,
too much fuel is probably flowing into the engine cylinder. This can also signify that the fuel injection valve has
a defect.
The most common defects on fuel injection valves include the following defects:
carbon on the tip of a nozzle
carbon in the nozzle orifice
orifice wear
dirty nozzle screen
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i01988442
Governor - Adjust
SMCS - 1264-025
Adjusting the Governor
NOTICE
Any mechanic attempting make adjustments to the set point rpm
should be trained in governor adjustment.
Engine rpm must be checked with an accurate tachometer. Refer to Testing and Adjusting, "Engine Speed -
Check".
Low Idle Adjustment
Note: Refer to Technical Marketing Information (TMI) for the correct low idle setting.
Start the engine and run until the temperature of normal operation is reached. Check low idle rpm with no load
on the engine. If an adjustment is necessary, use the procedure that follows:
1. Remove the sealed cover over the high idle adjustment screw and the low idle adjustment screw.
Illustration 1 g01029132
Idle adjustment (typical example)
(1) High idle adjustment screw
(2) Low idle adjustment screw
(3) Tachometer drive
2. To adjust the low idle rpm, move the governor control to the low idle position and turn adjustment screw
(2). Increase the engine speed and then return the control back to the low idle position in order to recheck
the setting.
3. When governor adjustment is correct, install the cover over the adjustment screws.
When the cover is installed on the governor, the idle adjustment screws fit into holes in the cover. The
shape of the holes will not allow the idle adjustment screws to turn after the idle adjustment is done and
the cover is installed.
4. Install a new wire and seal to the cover bolt.
Checking the Set Point of the Engine (Balance Point)
The set point of the engine must be adjusted to specifications in order for correct operation of the engine. High
idle rpm is not an adjusted specification. The set point of the engine (balance point) is full load rpm plus an
additional 20 rpm. The set point is the rpm at which the fuel setting adjustment screw and the stop (or the first
torque spring) begin to make contact. At this rpm, movement can be felt between the fuel setting adjustment
screw and the stop (first torque spring). When additional load is placed on the engine, the fuel setting adjustment
screw and the stop (first torque spring) will become stable against each other. The set point of the engine is
controlled by the fuel setting and the high idle adjustment screw.
Table 1
Required Tools
Part
Part Description Qty
Number
8T-0500 Continuity Test Light 1
9U-7400 Multitach Tool Gp 1
Illustration 2 g00300249
9U-7400 Multitach
The 9U-7400 Multitach Tool Gp is used to check the set point. Refer to Tool Operating Manual, NEHS0605 for
instructions on using this tool group.
Note: Do not use the tachometer unless the tool's accuracy is known to be within ±1 rpm.
If the set point is correct and the high idle speed is within specifications, the fuel system operation of the engine
is correct. The set point of the engine can be summarized by the following characteristics:
The setpoint is found at full load speed plus an additional 20 rpm.
Contact is made between the fuel setting adjustment screw and the stop (first torque spring).
Use the procedure that follows to check the set point. Refer to Special Instruction, SEHS7050, "Techniques For
Loading Engines".
1. Connect a tachometer which has good accuracy to the tachometer drive.
Illustration 3 g00343139
Installation of the circuit tester
(1) Brass terminal screw
(2) 8T-0500 Continuity Test Light
2. Connect the clip end of the tester (2) to the brass terminal screw (1) on the governor housing. Connect the
other end of the tester to a place on the fuel system which is a good ground connection.
Hot engine components can cause injury from burns. Before performing
maintenance on the engine, allow the engine and the components to
cool.
3. Start the engine.
4. With the engine at normal conditions for operation, run the engine at high idle.
5. Record the speed of the engine at high idle.
6. Slowly add a load to the engine. The continuity test light should just begin to illuminate with a minimum
output of the light. This is the set point.
7. Record the speed (rpm) at the set point.
8. Repeat Step 6 several times in order to ensure that the reading is correct.
9. Stop the engine. Make a comparison of the information from Steps 5 and 7 with the full load speed from
the engine information plate. If the engine information plate is not available, refer to Technical Marketing
Information (TMI) for the full load speed. The tolerance for the set point is ±10 rpm. The tolerance for the
high idle rpm is ±50 rpm in chassis, and ±30 rpm on an engine that is bare. If the readings from Steps 5
and 7 are within the tolerance, no adjustment is needed.
Note: The engine high idle speed is stamped on the engine information plate. For some applications, there
is a possibility that the high idle rpm will be less than the actual lower limit. This can be caused by high
parasitic loads such as hydraulic pumps, compressors, etc.
Adjusting the Set Point (Balance Point)
1. If the set point and the high idle rpm are within tolerance, no adjustment is necessary.
2. If the set point for the engine rpm is not correct, remove the sealed cover that is over the high idle and low
idle adjustment screw.
Illustration 4 g01029132
Idle adjustment (typical example)
(1) High idle adjustment screw
(2) Low idle adjustment screw
(3) Tachometer drive
3. Turn adjustment screw (1) in order to adjust the set point to the midpoint of the tolerance.
4. When the set point is correct, check the high idle rpm. The high idle rpm must not be more than the high
limit of the tolerance.
If the high idle rpm is more than the high limit of the tolerance, check the governor spring and flyweights.
If the high idle rpm is less than the low limit of the tolerance, check for problems that can be created by
the following:
excess parasitic loads
governor spring
flyweights
5. When governor adjustment is correct, install the cover over the adjustment screws.
When the cover is installed on the governor, the idle adjustment screws fit into holes in the cover. The
shape of the holes will not allow the idle adjustment screws to turn after the cover is installed.
6. Install a new wire and seal to the cover bolt.
Fuel Ratio Control And Governor Check
Table 2
Required Tools
Part
Part Description Qty
Number
9U-7400 Multitach Tool Gp 1
FT-1906 Air Test Kit 1
6V-9128 Rack Position Tool Group 1
4N-5656 Cover 1
The 9U-7400 Multitach Tool Gp is used to check the fuel ratio control and the governor. Refer to Tool Operating
Manual, NEHS0605 for instructions on using the tool group.
Illustration 5 g00320303
FT-1906 Air Test Kit
(1) 8L-6557 Flared Connector
(2) 5P-4405 Air Brake Connector (two are necessary)
(3) 5P-6011 Tube
(4) 5P-4476 Air Brake Connector
(5) 6K-5741 Drain Valve
(6) 5P-4459 Air Brake Elbow
(7) 7B-0192 Connector
(8) 3B-6768 Reducer Bushing
(9) 6V-7775 Air Pressure Gauge
(10) 6N-3169 Hose Assembly
(11) 6V-6757 Pipe Elbow
(12) Flexible Tubing that has an ID of 6.35 mm (.2500 inch) and 1.2 m (4 ft) long
(13) Air pressure bulb
Note: The governor seals should not be cut or removed for the checking procedures that follow. For more
information on the tooling and the procedures, refer to Video Tape, LEVN9173 and Special Instruction,
SEHS8463.
Illustration 6 g01029207
(14) Air line
1. Disconnect the air line (14) from the fuel ratio control and connect FT-1906 Air Test Kit between the air
inlet manifold and fuel ratio control.
2. Connect the circuit tester from the 9U-7400 Multitach Group to the terminal of the governor.
Illustration 7 g01029209
3. Check the fuel ratio control diaphragm for leakage.
a. Turn the valve (5) so that manual air pressure can be applied.
b. With the engine stopped, apply an air pressure of 70 kPa (10 psi) to the fuel ratio control.
c. Close the valve on air pressure bulb (13) and check the leakdown rate. A leakdown rate of 0 to 30
seconds is acceptable.
d. If leakage is more than 20 kPa (3 psi) in 30 seconds, check for external leaks and repair. If
necessary, install a new diaphragm in the fuel ratio control and repeat the above steps.
e. When the leakdown rate is acceptable, release all of the air pressure from the fuel ratio control and
proceed to Step 4.
4. Check the shutoff linkage and the full travel of the fuel rack.
a. Turn the ignition switch to the ON position. Do not start the engine. Also, do not move the governor
control linkage. Observe the shutoff lever or the shaft. Slowly advance the governor control linkage
to the full fuel position. Interference will exist if there is any movement of the shutoff lever. If there
is interference, check the adjustment of the shutoff lever and the linkage alignment.
Note: Any contact between the governor control linkage and the shutoff linkage will cause power
problems and response problems at high boost. This happens when manifold pressure is greater than
52.5 kPa (7.5 psi).
b. Move the tooling to the operator's station. Slowly move the governor control linkage to the full fuel
position. The lug light or continuity light should come on prior to the half of the full fuel position
for most fuel system applications.
If the continuity light does not come on, check the linkage travel for correct adjustment. Check the
adjustment of the shutoff solenoid. Check the operation of the governor circuit indicator. Look for
any restrictions in the governor operation and the linkage operation.
If the light turns on, proceed to Step 5.
5. Check the full fuel position for rack travel. Zero air pressure to the fuel ratio control.
a. Start the engine. Move the governor control linkage to the full fuel position and release the linkage.
Repeat this sequence twice. The continuity light should come on.
b. If the light does not turn on, the fuel ratio control is activated too early. This can be caused by an
incorrect adjustment. Do not adjust the fuel ratio control at this time. Proceed to Step 7, because the
control has already activated.
c. If the light turns on, proceed to Step 6.
6. Check activation of fuel ratio control.
a. Adjust the governor control linkage in order to maintain 900 ± 100 rpm.
b. Turn valve (5) in order to supply manual air pressure. Apply 35 kPa (5 psi) for ten seconds and then
release all of the air pressure from the system.
c. Move the governor control linkage to the full fuel position several times. The continuity light should
not be on. This simulates a low boost pressure that activates the fuel ratio control. If the light comes
on, apply 35 kPa (5 psi) again and hold this pressure for ten seconds. When a 2W-8449 Strainer is
installed, additional time may be required in order to activate the fuel ratio control. Additional time
may also be required for activation when excessive wear of the housing or worn seals exist.
d. If the light illuminates after Step 6.c, check the operation of the circuit in order to ensure proper
operation. Check the fuel ratio control setting. If necessary, adjust the fuel ratio control. If repair to
the fuel ratio control is necessary, perform the repairs.
e. If the continuity light does not turn on, the fuel ratio control is activated and acceptable. Proceed to
Step 7.
7. Check the full fuel position of the fuel ratio control.
a. Manually apply and maintain 25 kPa (4 psi) on the fuel ratio control.
b. Move the governor control linkage to the full fuel position and release.
c. Increase the air pressure by 3.5 kPa (0.5 psi). Again, move the governor control linkage to the full
fuel position and then release.
d. Repeat Step 7.c until the continuity on the indicator illuminates. Record this pressure reading.
Adjusting the controls to a less restrictive setting will allow the full fuel position (illumination of the
continuity light) to occur before 25 kPa (4 psi).
Note: When the light comes on, the fuel ratio control is extended and the fuel rack has moved to the
full fuel position. The fuel ratio control has additional travel at higher boost pressures than this
reading.
8. Use a load test to compare engine boost and fuel ratio control movement with the results from Step 7.
a. Turn the tester valve in order to allow manifold boost readings.
b. With engine speed at 1500 rpm and with the engine in a condition of low boost (20 kPa (3 psi) or
less), quickly load the engine with full load and full fuel. When the continuity light illuminates,
record the boost pressure reading. Perform this test several times in order to get a reading that is
accurate.
Note: An activated light indicates full rack travel. The engine must have a load that requires full
fuel. Loads that require less than full fuel will not give consistent readings.
c. The engine boost reading should be within ± 3.5 kPa (± 0.5 psi) of the reading that was obtained in
Step 7. Repeat this test sequence twice. If a full load test is possible, record the following
information: setpoint rpm, maximum engine boost and engine horsepower (dynamometer).
d. If erratic readings are obtained, the fuel ratio control, the governor, or the checking procedure is not
operating correctly.
9. Check governor response.
a. Turn the tester valve so that manual air pressure can be applied.
b. Apply 70 kPa (10 psi) of air pressure. The test pressure must be 14 kPa (2 psi) greater than the
pressure that was recorded in Step 7. This moves the fuel ratio control away from the rack control
position.
c. While the engine is under load, move the governor control linkage to the full fuel position. Take
note of the speed of circuit continuity during the test.
d. If circuit continuity is greater than two seconds, then the response of the governor is not acceptable.
Inspect external attachments on the governor for interference. Check for excessive shutoff lever
contact.
e. Stop the engine.
10. If Steps 3 through 9 show the fuel ratio control and governor operation is acceptable, the checking
procedure is complete. If repair of the fuel ratio control or governor is indicated, perform the steps that
follow for additional troubleshooting.
Note: The above checks are used to verify the response of the governor only. The procedures have not
checked for correct adjustment of the fuel ratio control and governor fuel settings.
11. Install the fuel setting and measurement tools from the 6V-9128 Rack Position Tool Group. Do not
remove the fuel ratio control or the shutoff solenoid.
a. Measure the static full load setting. Compare the setting to the specification that is on the engine
information plate.
Note: If the static full load setting is incorrect, continue through Step 15 before any adjustments are
made.
12. Measure the static fuel torque setting. Move the governor control linkage to the maximum fuel-on position
and record the full torque reading. At this point, the torque spring is compressed and internal governor
clearances are at a minimum.
13. Measure the fuel rack setting while the fuel ratio control is activated:
a. Start the engine. Adjust the engine speed to 900 rpm.
b. Apply 35 kPa (5 psi) of air pressure for ten seconds in order to activate the fuel ratio control. Now,
release all air pressure on the fuel ratio control.
c. Move the governor control linkage to the maximum fuel-on position and then release the linkage.
Record the dynamic fuel ratio control setting.
14. Check the dynamic full torque setting (engine on with no load).
a.
b. Move the governor control linkage to the maximum fuel position and then release the linkage.
Record the dynamic full torque setting.
c. The dynamic full torque setting should be 0.41 to 0.61 mm (0.016 to 0.024 inch) greater than the
static full torque setting that was recorded in Step 12. This shows that the amount of governor servo
piston movement must be 0.41 to 0.61 mm (0.016 to 0.024 inch).
d. If the dynamic full torque setting is 0.36 mm (0.014 inch), or if the dynamic full torque setting is
less than the static full torque setting that was measured in Step 12, the fuel rack does not have full
travel. This indicates that there is interference between the parts, or there are internal governor
problems. Also, the shutoff system can require inspection. Proceed to Step 14.e.
e. While there is 70 kPa (10 psi) air pressure on the fuel ratio control, hold the fuel shutoff lever
completely out of the way. Move the governor control linkage to the full fuel position and note the
dynamic full torque setting. If the setting increases to the range that was given in Step14.c, then the
shutoff lever linkage needs adjustment or repair. If the setting does not change, continue to Step 15.
15. Check the governor servo and the shutoff circuit.
a. With the engine shutdown, remove the fuel ratio control. Install a 4N-5656 Cover. Measure the
static full torque setting and compare this setting with the setting that was measured in Step 12. The
two settings must be the same value. If the values are different, repair the fuel ratio control.
b. Start the engine. Move the governor control linkage to the full fuel position and then release the
linkage. Record the dynamic full torque setting and compare the setting with the measurement from
Step 13.c.
c. If the difference between the two measurements is more than 0.25 mm (0.010 inch), check for
shutoff interference or internal governor linkage problems.
16. Make any fuel setting adjustments necessary.
Note: Refer to Testing and Adjusting, "Fuel Setting - Adjust" for information that relates to the adjustment
of the fuel system.
17. If the governor gives slow response, check for restricted rack movement. Also, check for other governor
problems. No specific repair procedures are available.
Note: Engine response is a comparison of a loaded engine's ability to accelerate to the rated horsepower of
the engine. Low power is the engine's inability to produce rated horsepower.
Poor response can result from problems with any of the following:
governor
fuel ratio control
shutoff system
Low power can result from problems with any of the following:
fuel pump
governor settings
shutoff system
fuel flow
engine application
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01969422
Fuel Ratio Control
SMCS - 1278
Illustration 1 g01022400
(1) 6N-0515 Spring
Length under test force ... 46.00 mm (1.811 inch)
Test force ... 30 ± 2 N (6.7 ± 0.4 lb)
Free length after test ... 74.9 mm (2.95 inch)
Outside diameter ... 20.57 mm (0.810 inch)
Color code ... one yellow stripe
(1) 7N-0209 Spring
Length under test force ... 32.258 mm (1.2700 inch)
Test force ... 88 ± 8 N (19.8 ± 1.8 lb)
Free length after test ... 37.8 mm (1.49 inch)
Outside diameter ... 45.42 mm (1.788 inch)
Color code ... two yellow stripes
Note: To test the spring rate, preload the spring to 16 N (3.6 lb). Compress the spring for another 10 mm (0.4
inch) and check the load that is on the spring at this point. The load should be 173.6 ± 11.0 N (39.03 ± 2.47 lb).
(1) 6N-0513 Spring
Length under test force ... 13.97 mm (0.550 inch)
Test force ... 120 ± 9 N (27.0 ± 2.0 lb)
Free length after test ... 31.0 mm (1.22 inch)
Outside diameter ... 32.537 mm (1.2810 inch)
Color code ... one yellow stripe
Note: To test the spring rate, preload the spring to 50 N (11.2 lb). Compress the spring for another 10 mm (0.4
inch) and check the load that is on the spring at this point. The load should be 120 ± 5 N (27.0 ± 1.1 lb).
(1) 9N-1754 Spring
Length under test force ... 12.0 mm (0.47 inch)
Test force ... 6.22 ± 0.44 N (1.398 ± 0.099 lb)
Free length after test ... 17.5 mm (0.69 inch)
Outside diameter ... 4.57 mm (0.180 inch)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01965005
Automatic Timing Advance Unit
SMCS - 1272
Type 1
Illustration 1 g00379192
(1) Two weights
(2) 6N-3191 Spring that is on the outside
Length under test force ... 49.17 mm (1.936 inch)
Test force ... 100.5 ± 5.0 N (23 ± 1.1 lb)
Free length after test ... 68.17 mm (2.684 inch)
Outside diameter ... 25.27 mm (0.995 inch)
6N-3189 Spring that is in the middle
Length under test force ... 49.17 mm (1.936 inch)
Test force ... 72.3 ± 3.6 N (16 ± 0.8 lb)
Free length after test ... 68.17 mm (2.684 inch)
Outside diameter ... 18.29 mm (0.720 inch)
6N-3190 Spring that is on the inside
Length under test force ... 35.84 mm (1.411 inch)
Test force ... 9.9 ± 0.5 N (2.22 ± 0.11 lb)
Free length after test ... 38.38 ± 0.76 mm (1.511 ± 0.030 inch)
Outside diameter ... 13.59 mm (0.535 inch)
(3) Tighten the four bolts to the following torque. ... 136 ± 7 N·m (100 ± 5 lb ft)
Lubricate the slides and the weights with engine oil prior to installing the drive group onto the engine.
Type 2
Illustration 2 g00379192
(1) Two weights
(2) 9N-5077 Outer Spring
Length under test force ... 57.81 mm (2.276 inch)
Test force ... 60.64 ± 3.03 N (14.0 ± 0.7 lb)
Free length after test ... 64.82 mm (2.552 inch)
Outside diameter ... 25.32 mm (0.997 inch)
9N-5078 Inner Spring
Length under test force ... 38.23 mm (1.505 inch)
Test force ... 35.20 ± 1.76 N (7.9 ± 0.4 lb)
Free length after test ... 42.29 mm (1.665 inch)
Outside diameter ... 18.29 mm (0.720 inch)
(3) Tighten the four bolts to the following torque. ... 136 ± 7 N·m (100 ± 5 lb ft)
Lubricate the slides and the weights with engine oil prior to installing the drive group onto the engine.
Type 3
Illustration 3 g00379192
(1) Two weights
(2) 8N-9000 Spring that is on the outside
Length under test force ... 54.61 mm (2.150 inch)
Test force ... 44.5 ± 2.2 kg (98.0 ± 4.9 lb)
Free length after test ... 75.2 mm (2.96 inch)
Outside diameter ... 24.51 mm (0.965 inch)
6N-3189 Spring that is on the inside
Length under test force ... 49.17 mm (1.936 inch)
Test force ... 72.3 ± 3.6 N (16.0 ± 0.8 lb)
Free length after test ... 68.17 mm (2.684 inch)
Outside diameter ... 18.29 mm (0.720 inch)
(3) Tighten the four bolts to the following torque. ... 136 ± 7 N·m (100 ± 5 lb ft)
Type 4
Illustration 4 g01020841
(1) Two weights
(2) 7E-8814 Spring
Length under test force ... 67.59 mm (2.661 inch)
Test force ... 15.6 N (3.5 lb)
Free length after test ... 74.082 mm (2.9166 inch)
Outside diameter ... 25.4 mm (1.00 inch)
(3) Tighten the four bolts to the following torque. ... 230 ± 15 N·m (170 ± 11 lb ft)
(4) Tighten the center bolt to the following torque. ... 13 ± 3 N·m (115 ± 27 lb in)
Lubricate the slides and the weights with engine oil prior to installing the drive group onto the engine.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i03051902
Fuel Filter Base
SMCS - 1261; 1262
Illustration 1 g01550095
(1) Install the check valve to the bottom of the seat. In order to hold the check valve tight, mark the fuel filter
base in three places by using a punch.
Note: Do not damage the check valve. The marks must be small.
(A) Distance from the sealing surface of the base to the end of the hollow stud ... 24.6 ± 1.3 mm
(0.97 ± 0.05 inch)
(B) Length for applying 154-9731 Thread Lock Compound on the tapered end of the hollow stud ...
7.6 ± 1.5 mm (0.30 ± 0.06 inch)
(2) Torque for the hollow stud ... 70 ± 15 N·m (50 ± 11 lb ft)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i05255543
Fuel Filter (Primary)
SMCS - 1260
Illustration 1 g03346864
Table 1
Specification for 8H-7204 Fuel Filter Gp
Item Qty Part Specification Description
1 1 7N-1628 Nut Torque to 24 ± 4 N·m (18 ± 3 lb ft).
Length under test force is 27.94 mm (1.100 inch).
2 1 7S-9323 Spring Test force is 27.7 ± 32.3 N (6.2 ± 7.3 lb).
Free length after test is 42.67 mm (1.680 inch).
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02765338
Fuel Injection Nozzles and Adapters
SMCS - 1106; 1254
Illustration 1 g01388086
(1) Prior to assembly, lightly lubricate the O-ring seal with zinc stearite.
(A) Select the length of the fuel valve sleeve in order to obtain the following lift setting. ... 0.38 ± 0.05 mm
(0.015 ± 0.002 inch)
(2) Torque for valve adapter ... 72 ± 7 N·m (55 ± 5 lb ft)
(3) Select correct spacer thickness in order to provide a valve opening pressure of 15170 ± 1030 kPa (2200 ±
150 psi).
Note: A spring with the nominal load of 127.2 N (29 lb) is required to obtain 15170 ± 1030 kPa (2200 ± 150
psi) valve opening pressure.
(4) Torque for screw ... 2.7 ± 0.8 N·m (24 ± 7 lb in)
Note: There must be no leakage around the screw when the nozzle is submerged in calibrating fluid and
pressurized to 13800 ± 1000 kPa (2000 ± 145 psi) for a period of ten seconds.
Note: Always use a new washer seal when the screw is loosened or removed.
ReferenceRefer to Special Instruction, SEHS9083, "Test Sequence For Caterpillar 7000 Series Fuel Nozzles".
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02721420
Fuel Injection Lines - Left Side of Engine
SMCS - 1252
S/N - 7BL1-UP
S/N - REA1-UP
Illustration 1 g01363029
Top view of the engine
(1) Fuel line nuts
Torque ... 40 ± 7 N·m (30 ± 5 lb ft)
(2) Bolts
Torque ... 55 ± 10 N·m (41 ± 7 lb ft)
(3) Lubricate the O-ring seal with diesel fuel.
The clamps for the fuel lines are installed at the values that follow.
Position (A) ... 18.5 ± 3 mm (0.73 ± 0.12 inch)
Position (B) ... 45 ± 3 mm (1.77 ± 0.12 inch)
Illustration 2 g01363107
View A-A
(4) Tighten the retainers to the following torque. ... 48 ± 7 N·m (35 ± 5 lb ft)
(5) Tighten the nut to the following torque. ... 30 ± 7 N·m (22 ± 5 lb ft)
(6) Lubricate the bore lightly with clean diesel fuel.
Illustration 3 g01363110
The clamps for the fuel line are installed at the values that follow.
Position (C) ... 738 ± 3 mm (29 ± 0.12 inch)
Position (D) ... 708 ± 3 mm (28 ± 0.12 inch)
Position (E) ... 601 ± 3 mm (24 ± 0.12 inch)
Position (F) ... 400 ± 3 mm (16 ± 0.12 inch)
Position (G) ... 384 ± 3 mm (15 ± 0.12 inch)
Position (H) ... 320 ± 3 mm (13± 0.12 inch)
Position (I) ... 233 ± 3 mm (9 ± 0.12 inch)
Position (J) ... 210 ± 3 mm (8 ± 0.12 inch)
Position (K) ... 92 ± 3 mm (4± 0.12 inch)
Failure to properly replace or install a fuel injection line clamp may
lead to fuel line failure. Fuel line failure may result in a fire hazard,
which may cause personal injury or death. The fuel injection line
clamps must be installed per these specifications.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02721418
Fuel Injection Lines - Right Side of Engine
SMCS - 1252
S/N - 7BL1-UP
S/N - REA1-UP
Illustration 1 g01363029
Top view of the engine
(1) Fuel line nuts
Torque ... 40 ± 7 N·m (30 ± 5 lb ft)
(2) Bolts
Torque ... 55 ± 10 N·m (41 ± 7 lb ft)
The clamps for the fuel lines are installed at the values that follow.
Position (A) ... 18.5 ± 3 mm (0.73 ± 0.12 inch)
Position (B) ... 45 ± 3 mm (1.77 ± 0.12 inch)
(3) Lubricate the O-ring seal with diesel fuel.
Illustration 2 g01363042
View A-A
(4) Tighten the retainers to the following torque. ... 48 ± 7 N·m (35 ± 5 lb ft)
(5) Tighten the nut to the following torque. ... 30 ± 7 N·m (22 ± 5 lb ft)
(6) Lubricate the bore lightly with clean diesel fuel.
Illustration 3 g01363046
The clamps for the fuel line are installed at the values that follow.
Position (C) ... 177 ± 3 mm (7 ± 0.12 inch)
Position (D) ... 200 ± 3 mm (8 ± 0.12 inch)
Position (E) ... 225 ± 3 mm (9 ± 0.12 inch)
Position (F) ... 295 ± 3 mm (11.5 ± 0.12 inch)
Position (G) ... 312 ± 3 mm (12 ± 0.12 inch)
Position (H) ... 380 ± 3 mm (15 ± 0.12 inch)
Position (I) ... 403 ± 3 mm (16 ± 0.12 inch)
Position (J) ... 578 ± 3 mm (23 ± 0.12 inch)
Position (K) ... 764 ± 3 mm (30 ± 0.12 inch)
Position (L) ... 798 ± 3 mm (31 ± 0.12 inch)
Failure to properly replace or install a fuel injection line clamp may
lead to fuel line failure. Fuel line failure may result in a fire hazard,
which may cause personal injury or death. The fuel injection line
clamps must be installed per these specifications.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01974326
Fuel Injection Pump
SMCS - 1251; 1290
Type 1
Fuel Injection Pump and Governor
Illustration 1 g01024785
Right side view
Typical example
(1) Tighten the bushing to the following torque. ... 270 ± 13 N·m (200 ± 10 lb ft)
(2) Pin hole for zero rack (LH)
(3) Hole for timing pin
(4) Pin hole for zero rack (RH)
(5) Fuel Inlet from secondary filter
(6) Tighten the bolts to the following torque. ... 14 ± 4 N·m (10 ± 3 lb ft)
Illustration 2 g00707963
(7) Fuel return to tank (automatic purge)
(8) Fuel bypass valve
(9) Rotary servo assembly
Illustration 3 g00707967
View E-E
(10) 4N-0605 Spring for servo assembly
Length under test force ... 22.35 mm (0.880 inch)
Test force ... 15.70 ± 0.80 N (3.53 ± 0.18 lb)
Free length after test ... 43.92 mm (1.729 inch)
Outside diameter ... 13.39 mm (0.527 inch)
Illustration 4 g00707969
View F-F
(11) The inside diameter of servo assembly for the oil pump rotor ... 12.706 ± 0.006 mm (0.5002 ± 0.0002 inch)
(12) The inside diameter of the shaft bearing ... 12.720 ± 0.013 mm (0.5008 ± 0.0005 inch)
(13) Shaft diameter ... 12.682 ± 0.008 mm (0.4993 ± 0.0003 inch)
Note: The shaft must rotate freely after the cover is tightened.
Illustration 5 g00707971
View C-C
(14) 9Y-6083 Spring (Regulating fuel pressure)
Length under test force ... 26.24 mm (1.033 inch)
Test force ... 13.4 ± 0.7 N (3.01 ± 0.15 lb)
Free length after test ... 43.31 ± 0.91 mm (1.705 ± 0.036 inch)
Outside diameter ... 13.48 mm (0.531 inch)
(15) Lubricate the seal lightly with the diesel fuel.
Illustration 6 g00368717
View A-A
Illustration 7 g00707973
View G-G
(16) Lubricate the seal lightly with glycerin.
(17) Tighten the nut to the following torque. ... 8 ± 5 N·m (71 ± 44 lb in)
(18) Tighten the solenoid assembly to the following torque. ... 70 ± 10 N·m (50 ± 7 lb ft)
(19) 1N-3801 Link Spring
Length under test force ... 26.23 mm (1.033 inch)
Test force ... 4.5 ± 0.2 N (1.00 ± 0.05 lb)
Free length after test ... 49.29 mm (1.941 inch)
Outside diameter ... 11.32 mm (0.446 inch)
Illustration 8 g00707974
View H-H
(20) Lubricate the seal lightly with glycerin.
(21) With the fuel rack at zero position, adjust the sensor's output (control group), as required.
(22) Torque for nut ... 55 ± 7 N·m (41 ± 5 lb ft)
Adjust the compression stroke's static timing under these conditions:
the No. 1 Cylinder is at the TC position of the compression stroke.
the timing slot for the fuel pump camshaft is at the TC position.
the timing pin is installed in the timing hole inside the fuel pump housing.
Adjust the static timing to the following value:
Static timing for 3408 engines ... 19.5° before top center
Static timing for 3412 engines ... 18° before top center
Illustration 9 g00707976
View D-D
(23) Fuel outlet to secondary fuel filter
(24) Fuel inlet from primary fuel filter
Fuel Injection Pump
Illustration 10 g01024934
(1) Fuel rack
Diameter of the fuel rack ... 12.662 ± 0.005 mm (0.4985 ± 0.0002 inch)
Bore in the fuel rack bearings after installation into the housing ... 12.767 ± 0.058 mm (0.5026 ± 0.0023
inch)
(2) Plate assembly and adapter
Install the alignment dowels into the plate assembly to the following depth. ... 6.0 ± 0.5 mm (0.24 ± 0.02
inch)
Install the locator pin into the adapter to the following depth. ... 6.0 ± 0.5 mm (0.24 ± 0.02 inch)
The bore that is in the plate assembly for the adapter is the following dimension. ... 28.615 ± 0.008 mm
(1.1266 ± 0.0003 inch)
(3) Tighten the bushing to the following torque. ... 270 ± 13 N·m (200 ± 10 lb ft)
(4) Fuel injection pump
(5) Spacer
Thickness of 7E-9907 Spacer ... 6.761 ± 0.005 mm (0.2662 ± 0.0002 inch)
(6) Lifter assembly
(7) Camshaft assembly
Diameter of the bearing journals for the camshaft assembly ... 74.000 ± 0.013 mm (2.9134 ± 0.0005 inch)
Width of the groove that is machined into the camshaft for the thrust plate ... 4.63 ± 0.05 mm (0.182 ±
0.002 inch)
Width of the thrust plate for the camshaft ... 4.500 ± 0.025 mm (0.1772 ± 0.0010 inch)
Illustration 11 g01024939
(8) Pump bonnet
(9) 8N-5993 Flow Check Spring
Length under test force ... 11.50 mm (0.453 inch)
Test force ... 151 ± 8 N (34 ± 2 lb)
Free length after test ... 15.81 mm (0.622 inch)
Outside diameter ... 10.36 mm (0.408 inch)
(10) 1W-6985 Flow Check Spring
Length under test force ... 7.63 mm (0.300 inch)
Test force ... 8.3 ± 0.8 N (1.87 ± 0.20 lb)
Free length after test ... 8.54 mm (0.336 inch)
Outside diameter ... 3.2 mm (0.13 inch)
(11) Retainer spring
(12) Plunger and barrel assembly
(13) 118-0540 Spring
Length under test force ... 48.87 mm (1.924 inch)
Test force ... 210 ± 10 N (47 ± 2 lb)
Free length after test ... 53.87 mm (2.122 inch)
Outside diameter ... 34.11 mm (1.343 inch)
Type 2
Fuel Injection Pump and Governor
Illustration 12 g01024999
(1) Tighten the bushing to the following torque. ... 163 ± 14 N·m (120 ± 10 lb ft)
(2) Governor assembly
Illustration 13 g01025005
(3) The shaft seals must be flush with the face of the housing.
Illustration 14 g01025012
View B-B
(4) Tighten the nut to the following torque. ... 12 ± 4 N·m (105 ± 35 lb in)
(5) 6N-8793 Spring
Length after assembly ... 19.05 mm (0.750 inch)
Load at assembled length ... 2.0 ± 0.1 N (0.45 ± 0.03 lb)
Free length after test ... 41.9 mm (1.65 inch)
Inside diameter ... 8.38 mm (0.330 inch)
(6) 4N-6681 Spring
In order to test for the spring rate, preload the spring to 5.4 N·m (4.00 lb ft). Compress the spring for an
additional distance of 22.8600 mm (0.900 inch). Total load on the spring should be the following value. ...
2.01 ± 0.65 N·m (1.48 ± 0.48 lb ft)
Free length after test ... 56.9 ± 1.0 mm (2.24 ± 0.04 inch)
Inside diameter ... 30.20 ± 0.38 mm (1.189 ± 0.015 inch)
Color code ... two purple stripes
(7) 2W-3397 Spring
Length after assembly ... 9.08 mm (0.358 inch)
Load at assembled length ... 5.79 ± 0.29 N (1.30 ± 0.07 lb)
Free length after test ... 17.34 ± 1.00 mm (0.683 ± 0.039 inch)
Inside diameter ... 9.79 ± 0.13 mm (0.3854 ± 0.005 inch)
Color code ... one orange stripe
Prior to installing pin assembly (8), you must first align the marks that are on the gear (9), stop (10), and pinion
(11).
Illustration 15 g01025050
(12) Governor housing
(13) Distance between the bearings ... 2.385 ± 0.005 mm (0.0939 ± 0.0020 inch)
Illustration 16 g01025048
View D-D
(14) 7M-7316 Spring
Length after assembly ... 43.7 mm (1.72 inch)
Load at assembled length ... 250 to 2800 N (57 to 63 lb)
Free length after test ... 54.76 mm (2.156 inch)
Outside diameter ... 11.53 ± 0.13 mm (0.454 ± 0.005 inch)
Illustration 17 g01025041
View C-C
(15) Tighten the insulator to the following torque. ... 4.5 ± 0.5 N·m (40 ± 5 lb in)
Illustration 18 g01025062
(16) Plate assembly
(A) The dowel should extend above the plate for the following distance. ... 7.9 ± 0.5 mm (0.31 ± 0.02 inch) (B)
The dowels that are pressed through the plate should extend below the plate for the following distance. ... 5.6 ±
0.5 mm (0.22 ± 0.02 inch)
Fuel Injection Pump
Illustration 19 g01025075
(1) Fuel injection pump
(2) 8N-1415 Spring
Length under test force ... 8.69 mm (0.3421 inch)
Test force ... 111.21 ± 6.45 N (25.001 ± 1.450 lb)
Free length after test ... 12.12 mm (0.477 inch)
Outside diameter ... 9.78 mm (0.385 inch)
(3) 7N-1208 Spring
Length under test force ... 29.26 mm (1.152 inch)
Test force ... 325 ± 16 N (73 ± 4 lb)
Free length after test ... 48.03 mm (1.891 inch)
Outside diameter ... 25.27 mm (0.995 inch)
(A) Thickness of spacers
9N-6496 Spacer ... 4.12 mm (0.162 inch)
9N-6495 Spacer ... 4.22 mm (0.166 inch)
5M-2697 Spacer ... 4.32 mm (0.170 inch)
2M-4208 Spacer ... 4.42 mm (0.174 inch)
2M-4209 Spacer ... 4.52 mm (0.178 inch)
2M-4210 Spacer ... 4.62 mm (0.182 inch)
2M-4211 Spacer ... 4.72 mm (0.186 inch)
2M-4212 Spacer ... 4.83 mm (0.190 inch)
5M-2691 Spacer ... 4.93 mm (0.194 inch)
5S-7189 Spacer ... 5.03 mm (0.198 inch)
(B) Dimensions for the fuel injection pump plunger
Length of a new pump plunger ... 69.118 ± 0.013 mm (2.7212 ± 0.0005 inch)
Minimum length of a pump plunger that may be reused ... 69.079 mm (2.7196 inch)
(C) Dimensions for the fuel rack
Diameter of a new fuel rack ... 12.668 ± 0.005 mm (0.4987 ± 0.0002 inch)
Bearing bore in the front of the pump housing after installation of the bearing ... 12.758 ± 0.038 mm
(0.5023 ± 0.0015 inch)
Bore in the rear of a new pump housing ... 12.758 ± 0.038 mm (0.5023 ± 0.0015 inch)
Maximum clearance between a rack and bearings that are worn ... 0.18 mm (0.007 inch)
(D) Camshaft bearing journals
Bore in the camshaft bearing after installation into the fuel pump housing ... 53.988 ± 0.038 mm (2.1255 ±
0.0015 inch)
Diameter of the camshaft bearing journals ... 53.899 ± 0.013 mm (2.1220 ± 0.0005 inch)
Maximum clearance between a camshaft and bearings that are worn ... 0.25 mm (0.010 inch)
Illustration 20 g01025309
(4) Use the 5P-4158 Gauge (Fuel Injection Timing) to measure the timing dimension.
Install the correct spacer thickness (E) in order to obtain the necessary timing dimension (F) .
Timing dimension with the pump on the engine ... 106.487 ± 0.051 mm (4.1924 ± 0.0020 inch)
Timing dimension for bench test ... 110.335 ± 0.013 mm (4.3439 ± 0.0005 inch)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02001288
Fuel Injection Pump Housing
SMCS - 1251; 1290
Type 1
Illustration 1 g01025602
Typical example
(1) Rear camshaft bearing
The rear camshaft bearing should be flush with the rear face of the pump housing. Tolerance ... ± 0.5 mm
(± 0.02 inch)
(2) Middle camshaft bearing ( 3412 engines)
(A) Install the middle camshaft bearing to the following dimension from the front face of the pump housing. ...
175.8 ± 0.3 mm (6.92 ± 0.01 inch)
(3) Install the front camshaft bearing to the following dimension from the front face of the pump housing. ... 0.8
± 0.5 mm (0.03 ± 0.02 inch)
During installation, the camshaft bearing joints must be located within area (B). Maximum angle to the left or to
the right of the vertical centerline ... 10° ± 1°
(4) Install the hollow dowel for the oil outlet to the following dimension from the bottom face of the pump
housing. ... 1.5 ± 0.3 mm (0.06 ± 0.01 inch)
(5) Install the hollow dowel for the oil inlet to a maximum dimension from the bottom face of the pump housing.
... 1.0 mm (0.04 inch)
(6) The bearings should be installed in the orientation that is shown. Refer to view A-A in Illustration 1. The
bearings must be flush with the front face of the fuel pump housing. Tolerance ... ± 0.5 mm (± 0.02 inch)
Illustration 2 g01024781
(7) Guide pin
(C) Install the injection pump's guide pins to the following dimension. ... 35.57 ± 0.10 mm (1.400 ± 0.004 inch)
Type 2
Illustration 3 g01025102
(1) Two dowels protrude from the rear of the pump housing. Dimension (A) ... 9.7 ± 0.5 mm (0.38 ± 0.02 inch)
(2) The pin protrudes from the top of the pump housing. Dimension (B) ... 4.78 ± 0.25 mm (0.188 ± 0.010 inch)
(3) The dowel protrudes from the top of the pump housing. Dimension (C) ... 12.19 ± 0.25 mm (0.480 ± 0.010
inch)
(4) Fuel rack bearings
The fuel rack bearings are installed into the front of the pump housing. (D) Installation depth ... 19.1 ± 0.5 mm
(0.75 ± 0.02 inch) (E) Inside diameter of the fuel rack bearings after installation ... 12.758 ± 0.046 mm (0.5023 ±
0.0018 inch)
(5) Install the hollow dowel for the oil outlet to the following distance from the bottom face of the pump
housing. ... 1.5 ± 0.3 mm (0.06 ± 0.01 inch)
(6) Install the hollow dowel for the oil inlet to a maximum distance from the bottom face of the pump housing.
... 1.0 mm (0.04 inch)
(7) Rear camshaft bearing
(F) Install the rear camshaft bearing to the following distance from the rear face of the rear bearing bore. ... 4.8 ±
0.5 mm (0.19 ± 0.02 inch)
(8) Middle camshaft bearing
(H) Install the middle camshaft bearing to the following dimension from the rear face of the rear bearing bore. ...
127.0 ± 0.5 mm (5.00 ± 0.02 inch)
(9) Front camshaft bearing
(G) Install the front camshaft bearing to the following dimension from the front face of the fuel pump housing.
... 1.0 ± 0.5 mm (0.04 ± 0.02 inch)
Inside diameter of the camshaft bearings after installation ... 53.988 ± 0.038 mm (2.1255 ± 0.0015 inch)
Refer to View A-A in Illustration 3.
Locate the camshaft bearing joints in area (K). Maximum angle to the left of the vertical centerline ... 30° ± 1°
Locate the camshaft bearing's oil holes in area (M). Area (M) is located 45° (L) above the horizontal on the right
hand side of the fuel pump camshaft's centerline. Maximum angle for area (M) ... 30° ± 1°
Illustration 4 g01035654
(10) Install the shaft to dimension (Q) from the top of the fuel pump housing. Dimension (Q) ... 16.8 ± 0.5 mm
(0.66 ± 0.02 inch)
(11) Governor drive bearings
Locate the bearing joints of the governor drive bearings. Refer to View B-B in Illustration 4. Angle (N) ...
10° ± 5°
Install the lower governor drive bearing to the following depth (R) from the top of the fuel pump housing.
... 28.4 ± 0.5 mm (1.12 ± 0.02 inch)
Install the upper governor drive bearing within the following dimension from the top of the fuel pump
housing. ... 0.15 mm (0.006 inch)
Inside diameter (P) of the governor drive bearings after installation. Diameter (P) ... 19.093 ± 0.038 mm
(0.7517 ± 0.0015 inch)
(12) Cup Plug
Install the cup plug to the following depth (S). ... 1.25 ± 0.25 mm (0.049 ± 0.010 inch)
(13) Fuel rack bearings
Locate the tabs of the fuel rack bearings in the following area.
Use a vertical line through the center of the fuel rack bearing in order to align the center of the bearing tab.
Align the center of the bearing tab parallel to the vertical centerline through the center of the fuel pump
housing. Tolerance ... 0.05 mm (0.002 inch)
(14) During installation, the pin should be pressed into the bore until contact is made with the bottom of the
casting.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02765338
Fuel Injection Nozzles and Adapters
SMCS - 1106; 1254
Illustration 1 g01388086
(1) Prior to assembly, lightly lubricate the O-ring seal with zinc stearite.
(A) Select the length of the fuel valve sleeve in order to obtain the following lift setting. ... 0.38 ± 0.05 mm
(0.015 ± 0.002 inch)
(2) Torque for valve adapter ... 72 ± 7 N·m (55 ± 5 lb ft)
(3) Select correct spacer thickness in order to provide a valve opening pressure of 15170 ± 1030 kPa (2200 ±
150 psi).
Note: A spring with the nominal load of 127.2 N (29 lb) is required to obtain 15170 ± 1030 kPa (2200 ± 150
psi) valve opening pressure.
(4) Torque for screw ... 2.7 ± 0.8 N·m (24 ± 7 lb in)
Note: There must be no leakage around the screw when the nozzle is submerged in calibrating fluid and
pressurized to 13800 ± 1000 kPa (2000 ± 145 psi) for a period of ten seconds.
Note: Always use a new washer seal when the screw is loosened or removed.
ReferenceRefer to Special Instruction, SEHS9083, "Test Sequence For Caterpillar 7000 Series Fuel Nozzles".
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01973701
Fuel Transfer Pump
SMCS - 1256
Type 1
Illustration 1 g00369992
(1) Pump cover assembly and seal
(2) Pump body
Clearance between pump cover assembly and top of gears ... 0.022 to 0.048 mm (0.0009 to 0.0019 inch)
Note: The shaft assembly must rotate freely after the cover's bolts are tight.
(3) 6N-1069 Spring (for relief valve)
Length under test force ... 33.96 mm (1.337 inch)
Test force ... 26 ± 1 N (5.9 ± 0.3 lb)
Free length after test ... 53.52 mm (2.107 inch)
Outside diameter ... 10.31 mm (0.406 inch)
Pressure of fuel to open bypass valve ... 690 + 110 - 0 kPa (100 + 16 - 0 psi)
Fuel flow requirements at 1725 pump rpm:
Minimum ... 5.3 L/min (1.4 US gpm)
Fuel flow requirements with fuel inlet's temperature at 40° C (104° F):
Back pressure ... 414 kPa (60 psi)
(4) Nut for 6N-1069 Spring
Torque for nut ... 37 ± 4 N·m (27 ± 3 lb ft)
(5) Nut
Torque for nut ... 30 ± 7 N·m (22 ± 5 lb ft)
Type 2
Illustration 2 g01024387
(1) Tighten the retaining bolt to the following torque. ... 37 ± 4 N·m (27 ± 3 lb ft)
(2) 6N-1069 Spring
Length under test force ... 33.96 mm (1.337 inch)
Test force ... 26 ± 1 N (5.8 ± 0.2 lb)
Free length after test ... 53.52 mm (2.107 inch)
Outside diameter ... 10.31 mm (0.406 inch)
Fuel pressure that is needed to open the bypass valve ... 230 kPa (33.4 psi)
(3) Fuel pump cover
(A) Install the seal to the following depth from the top of the cover. ... 22.61 ± 0.05 mm (0.890 ± 0.002 inch) (B)
Clearance between gear and housing ... 0.8 ± 0.5 mm (0.032 ± 0.020 inch)
(4) Install the gear shaft within the following distance from the edge of the housing. ... 0.25 mm (0.010 inch)
(5) Gear shaft bearing
Bearing bore diameter after installation of the bearing ... 12.581 ± 0.013 mm (0.4953 ± 0.0005 inch) (C)
Install the upper seal to the following dimension from the bottom of the pump housing. ... 26.19 ± 0.13
mm (1.031 ± 0.005 inch) (D) Install the lower seal to the following dimension from the bottom of the
pump housing. ... 14.2 ± 0.5 mm (0.56 ± 0.02 inch)
(6) Tighten the nut to the following torque. ... 30 ± 7 N·m (22 ± 5 lb ft)
Note: The shaft assembly must rotate freely after the cover bolts are tightened.
Illustration 3 g01024390
(E) Install the dowel pin to the following dimension from the top of the pump housing. ... 5.6 ± 0.5 mm (0.22 ±
0.02 inch)
When testing the fuel transfer pump is using diesel fuel, the pump should be within the following specifications.
Run the pump at 1050 rpm. Adjust the flow to 2.5 L/min (0.66 US gpm). The full bypass pressure should be the
following value. ... 230 ± 35 kPa (33.4 ± 5.1 psi)
Run the pump at 750 rpm. Adjust the flow to 2.3 L/min (0.61 US gpm). The minimum pressure should be the
following value. ... 160 kPa (23 psi)
Run the pump at 750 rpm. Block the fuel flow at the outlet. The minimum pump pressure should be the
following value. ... 230 ± 35 kPa (33.4 ± 5.1 psi)
Run the pump at 300 rpm. Adjust the pump pressure to 140 kPa (20 psi). The flow should be the following
value. ... 1 L/min (0.3 US gpm)
When the pump is viewed from the drive end the rotation of the pump is counterclockwise.
Illustration 4 g01024399
(7) Bore in shaft bearing after installation ... 11.961 ± 0.033 mm (0.4709 ± 0.0013 inch)
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Systems Operation
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i02493574
Lubrication System
SMCS - 1300
Illustration 1 g01246669
Engine oil flow schematic
(1) Oil passage to the rocker arm shaft
(2) Oil passage to the idler gear in the flywheel housing
(3) Oil passage to the gear bearings in the flywheel housing
(4) Oil passage to the fuel injection pump housing and the governor
(5) Rocker arm shaft
(6) Lubrication passages in the valve lifter bore
(7) Camshaft bearings
(8) Piston cooling jets
(9) Oil passage to timing gear housing
(10) Oil passage to idler gear shaft
(11) Oil manifold
(12) Crankshaft main bearings
(13) Oil supply line to the turbocharger
(14) Oil supply line to the manifold in the cylinder block
(15) Filter bypass valve
(16) Cooler bypass valve
(17) Turbocharger
(18) Engine oil cooler
(19) Oil return line from the turbocharger
(20) Oil filters
(21) Oil pan
(22) Oil pump
Oil Flow Through the Oil Cooler, Oil Filters and the Engine
Illustration 2 g01246670
Oil lines and filters
(15) Filter bypass valve
(16) Cooler bypass valve
(20) Oil filters
(23) Bypass valve body
When the engine is in operation and the temperature of the oil is normal, the oil pump (22) sends oil to the
following areas:
Bypass valve body (23)
Engine oil cooler (18)
Oil filters (20)
The oil moves from the oil filters (20) to the oil manifold (11). From oil manifold (11) in the right side of the
cylinder block, oil is sent to the left oil manifold. The oil flows through drilled passages in the cylinder block.
The oil from the oil manifold (11) is sent under pressure through drilled passages to the crankshaft main bearings
(12). The oil flows through drilled holes in the crankshaft. This oil lubricates the connecting rod bearings. A
small amount of oil is sent through the piston cooling jets (8). The piston cooling jets cool the pistons. Oil flows
through grooves in the bores for the front and rear camshaft bearings. The oil flows into the lubrication passages
in the valve lifter bore (6) .
Oil is flows through the oil passage in the rocker arm shaft (1) to the rocker arm shaft (5) on both cylinder heads.
The oil flows through holes in the rocker arm shafts (5). This oil lubricates the valve system components within
the cylinder head.
The fuel injection pump and the governor receive oil from a passage in the cylinder block. There is a small gear
pump between the injection pump housing and the governor. This pump sends oil under pressure to the fuel
injection pump and to the governor.
The idler gear bores receive oil from an oil passage to the idler gear shaft (10). Oil then goes through the shaft
for the bearings of the idler gears. The idler gears are installed on the front and rear of the cylinder block.
The idler gear bearings get oil under pressure through an oil passage to the idler gear in the flywheel housing (2).
The driven gear bearings get oil under pressure through an oil passage to gear bearings in the flywheel housing
(4) .
Pressure oil is sent to the turbocharger bearings through an oil supply line to turbocharger (13). The oil goes out
of the turbocharger (17) and flows back to the oil pan (21). The oil returns to the oil pan through the oil return
line from the turbocharger (19) .
There is a bypass valve in the oil pump. This bypass valve controls the maximum pressure of the oil from the oil
pump. The oil pump can supply more than enough oil. The system will not use all the oil that is supplied by the
oil pump. The excessive oil in the system will increase oil pressure. This will cause the bypass valve to open.
This allows the oil that is not needed to go back to the inlet oil passage of the oil pump.
After the oil has lubricated all components, the oil returns to the engine oil pan.
When the engine is cold (starting condition), the filter bypass valve (15) and the cooler bypass valve (16) open.
Cold oil has a high viscosity. This causes a restriction to the oil flow through the engine oil cooler (18) and the
oil filters (20). When the bypass valves open, the oil flows directly from the oil pump to the oil manifold (11).
This will give immediate lubrication to all components until the engine becomes warm.
When the oil gets warm, the pressure difference in the filter bypass valve (15) and the cooler bypass valve (16)
decreases and the bypass valves close. There is a normal flow through oil cooler (18) and oil filters (20) .
The bypass valves will also open when there is a restriction in the oil cooler or the oil filter. This will allow
lubrication of the engine when restrictions are present.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i04643912
Engine Crankcase Pressure (Blowby) - Test
SMCS - 1215; 1317
Table 1
Tools Needed
Part Number Part Name Quantity
348-5430 Multi-Tool Gp 1
285-0900 Blowby Tool Group 1
NETG5049 Software License 1
Damaged pistons or rings can cause too much pressure in the crankcase. This condition will cause the engine to
run rough. There will be more than a normal amount of blowby fumes rising from the crankcase breather. The
breather can then become restricted in a short time, causing oil leakage at gaskets and seals that would not
normally have leakage. Blowby can also be caused by worn valve guides or by a failed turbocharger seal.
Illustration 1 g02709261
348-5430 Multi-Tool Gp
The 348-5430 Multi-Tool Gp, or the 285-0900 Blowby Tool Group is used to check the amount of blowby. Refer
to Tool Operating Manual, NEHS1087, " 348-5430 Multi-Tool Gp " for the test procedure for checking the
blowby.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i02500876
Engine Oil Pressure - Test
SMCS - 1304-081
Measuring Engine Oil Pressure
Work carefully around an engine that is running. Engine parts that are
hot, or parts that are moving, can cause personal injury.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component life.
NOTICE
Care must be taken to ensure that fluids are contained during
performance of inspection, maintenance, testing, adjusting and repair
of the product. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Dealer Service
Tool Catalog" for tools and supplies suitable to collect and contain
fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
Table 1
Tools Needed
Part Number Part Name Quantity
1U-5470 Engine Pressure Group 1
Illustration 1 g00296486
1U-5470 Engine Pressure Group
The 1U-5470 Engine Pressure Group measures the oil pressure in the system. This engine tool group can read
the oil pressure inside the oil manifold.
Note: Refer to Special Instruction, SEHS8907, "Using the 1U-5470 Engine Pressure Group" for more
information on using the 1U-5470 Engine Pressure Group.
Note: The engine oil pressure can also be measured by using an electronic service tool. Refer to Troubleshooting
for information on the use of the Caterpillar Electronic Technician (Cat ET).
Illustration 2 g01144415
Typical example
(1) Pressure test location
1. Install the 1U-5470 Engine Pressure Group into oil gallery plug (1).
2. Start the engine. Run the engine with SAE 10W30 or SAE 15W40 oil. The information in the engine oil
pressure graph is invalid for other oil viscosities. Refer to Operation and Maintenance Manual, "Refill
Capacities and Recommendations" for the recommendations of engine oil.
Note: Allow the engine to reach operating temperature before you perform the pressure test.
Note: The engine oil temperature should not exceed 115 °C (239 °F).
3. Record the value of the engine oil pressure when the engine has reached operating temperature.
4. Locate the point that intersects the lines for the engine rpm and for the oil pressure on the engine oil
pressure graph.
Illustration 3 g00293198
Engine Oil Pressure Graph
5. The results must fall within the “ACCEPTABLE” range on the chart. A problem exists when the results
fall within the “NOT ACCEPTABLE” range on the chart. The problem needs to be corrected. Engine
failure or a reduction in engine life can be the result if engine operation is continued with oil manifold
pressure outside this range.
Note: A record of engine oil pressure can be used as an indication of possible engine problems or damage.
A possible problem could exist if the oil pressure suddenly increases or decreases 70 kPa (10 psi) and the
oil pressure is in the “ACCEPTABLE” range. The engine should be inspected and the problem should be
corrected.
6. Compare the recorded engine oil pressure with the oil pressure indicators on the instrument panel and the
engine oil pressure that is displayed on the electronic service tool.
7. An engine oil pressure indicator that has a defect or an engine oil pressure sensor that has a defect can
give a false indication of a low oil pressure or a high oil pressure. If there is a notable difference between
the engine oil pressure readings make necessary repairs.
8. Refer to "Reasons for Low Engine Oil Pressure" if you determine that the engine oil pressure is low.
9. Refer to "Reasons for High Engine Oil Pressure" if you determine that the engine oil pressure is high.
Reasons for Low Engine Oil Pressure
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component life.
NOTICE
Care must be taken to ensure that fluids are contained during
performance of inspection, maintenance, testing, adjusting and repair
of the product. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Dealer Service
Tool Catalog" for tools and supplies suitable to collect and contain
fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
Engine oil level is low. Refer to Step 1.
Engine oil is contaminated. Refer to Step 2.
The engine oil bypass valves are open. Refer to Step 3.
The engine lubrication system is open. Refer to Step 4.
The oil suction tube has a leak or a restricted inlet screen. Refer to Step 5.
The engine oil pump is faulty. Refer to Step 6.
Engine Bearings have excessive clearance. Refer to Step 7.
1. Check the engine oil level in the crankcase. The oil level can possibly be too far below the oil pump
supply tube. This will cause the oil pump not to have the ability to supply enough lubrication to the engine
components. If the engine oil level is low add engine oil in order to obtain the correct engine oil level.
Refer to Operation and Maintenance Manual, "Refill Capacities and Recommendations" for the
recommendations of engine oil.
2. Engine oil that is contaminated with fuel or coolant will cause low engine oil pressure. High engine oil
level in the crankcase can be an indication of contamination. Determine the reason for contamination of
the engine oil and make the necessary repairs. Replace the engine oil with the approved grade of engine
oil. Also replace the engine oil filter. Refer to Operation and Maintenance Manual, "Refill Capacities and
Recommendations" for the recommendations of engine oil.
NOTICE
Caterpillar oil filters are built to Caterpillar specifications. Use of an
oil filter not recommended by Caterpillar could result in severe engine
damage to the engine bearings, crankshaft, etc., as a result of the larger
waste particles from unfiltered oil entering the engine lubricating
system. Only use oil filters recommended by Caterpillar.
3. If the engine oil bypass valves are held in the open position, a reduction in the oil pressure can be the
result. This may be due to debris in the engine oil. If the engine oil bypass valves are stuck in the open
position, remove each engine oil bypass valve and clean each bypass valve in order to correct this
problem. You must also clean each bypass valve bore. Install new engine oil filters. For information on the
repair of the engine oil bypass valves, refer to Disassembly and Assembly, "Engine Oil Filter Base -
Disassemble".
4. An oil line or an oil passage that is open, broken, or disconnected will cause low engine oil pressure. An
open lubrication system could be caused by a piston cooling jet that is missing or damaged.
Note: The piston cooling jets direct engine oil toward the bottom of the piston in order to cool the piston.
This also provides lubrication for the piston pin. Breakage, a restriction, or incorrect installation of the
piston cooling jets will cause seizure of the piston.
5. The inlet screen of the oil suction tube for the engine oil pump can have a restriction. This restriction will
cause cavitation and a loss of engine oil pressure. Check the inlet screen on the oil pickup tube and
remove any material that may be restricting engine oil flow. Low engine oil pressure may also be the
result of the oil pickup tube that is drawing in air. Check the joints of the oil pickup tube for cracks or a
damaged O-ring seal. Remove the engine oil pan in order to gain access to the oil pickup tube and the oil
screen. Refer to Disassembly and Assembly, "Engine Oil Pan - Remove and Install" for more information.
6. Check the following problems that may occur to the engine oil pump.
a. Air leakage in the supply side of the oil pump will also cause cavitation and loss of oil pressure.
Check the supply side of the oil pump and make necessary repairs. For information on the repair of
the engine oil pump, refer to Disassembly and Assembly, "Engine Oil Pump - Remove".
b. Oil pump gears that have too much wear will cause a reduction in oil pressure. Repair the engine oil
pump. For information on the repair of the engine oil pump, refer to Disassembly and Assembly,
"Engine Oil Pump - Remove".
7. Excessive clearance at engine bearings will cause low engine oil pressure. Check the engine components
that have excessive bearing clearance and make the necessary repairs.
Reasons for High Engine Oil Pressure
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component life.
NOTICE
Care must be taken to ensure that fluids are contained during
performance of inspection, maintenance, testing, adjusting and repair
of the product. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Dealer Service
Tool Catalog" for tools and supplies suitable to collect and contain
fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
Engine oil pressure will be high if the engine oil bypass valves become stuck in the closed position and the
engine oil flow is restricted. Foreign matter in the engine oil system could be the cause for the restriction of the
oil flow and the movement of the engine oil bypass valves. If the engine oil bypass valves are stuck in the closed
position, remove each bypass valve and clean each bypass valve in order to correct this problem. You must also
clean each bypass valve bore. Install new engine oil filters. New engine oil filters will prevent more debris from
causing this problem. For information on the repair of the engine oil filter bypass valve, refer to Disassembly
and Assembly, "Engine Oil Filter Base - Disassemble".
NOTICE
Caterpillar oil filters are built to Caterpillar specifications. Use of an
oil filter not recommended by Caterpillar could result in severe engine
damage to the engine bearings, crankshaft, etc., as a result of the larger
waste particles from unfiltered oil entering the engine lubricating
system. Only use oil filters recommended by Caterpillar.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i03993149
Excessive Engine Oil Consumption - Inspect
SMCS - 1348-040
Engine Oil Leaks on the Outside of the Engine
Check for leakage at the seals at each end of the crankshaft. Look for leakage at the gasket for the engine oil pan
and all lubrication system connections. Look for any engine oil that may be leaking from the crankcase breather.
This can be caused by combustion gas leakage around the pistons. A dirty crankcase breather will cause high
pressure in the crankcase. A dirty crankcase breather will cause the gaskets and the seals to leak.
Engine Oil Leaks into the Combustion Area of the Cylinders
Engine oil that is leaking into the combustion area of the cylinders can be the cause of blue smoke. There are
several possible ways for engine oil to leak into the combustion area of the cylinders:
Leaks between worn valve guides and valve stems
Worn components or damaged components (pistons, piston rings, or dirty return holes for the engine oil)
Incorrect installation of the compression ring and/or the intermediate ring
Leaks past the seal rings in the turbocharger shaft
Overfilling of the crankcase
Wrong oil level gauge or guide tube
Sustained operation at light loads
Excessive consumption of engine oil can also result if engine oil with the wrong viscosity is used. Engine oil
with a thin viscosity can be caused by increased engine temperature.
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Product: MARINE ENGINE
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Configuration: 3412D Marine Engine REA00001-UP
Testing and Adjusting
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5517-04 Publication Date -01/11/2003 Date Updated -03/11/2003
i02286625
Increased Engine Oil Temperature - Inspect
SMCS - 1348-040
When the engine is at operating temperature and the engine is using SAE 10W30 or SAE 15W40 oil, the
maximum oil temperature should be 110 °C (230 °F). This is the temperature of the oil after passing through the
oil cooler.
If the oil temperature is high, then check for a restriction in the oil passages of the oil cooler. A restriction in the
oil cooler will not cause low oil pressure in the engine.
Determine if the oil cooler bypass valve is held in the open position. This condition will allow the oil to pass
through the valve instead of the oil cooler. The oil temperature will increase.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02790171
Crankcase Breather
SMCS - 1317
Illustration 1 g01026542
Typical example
(1) Breather assembly
(2) O-ring seal ... Lubricate the bore lightly with a thin coat of clean engine oil.
(3) Torque for the clamp ... 4.5 ± 0.5 N·m (40 ± 4 lb in)
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Product: MARINE ENGINE
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Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i05170270
Engine Oil Filter Base
SMCS - 1306
Illustration 1 g03320444
Table 1
Specification for 6N-0936 Engine Oil Filter Gp
Item Qty Part Specification Description
Before assembly, apply red Loctite 271 on tapered end of the hollow stud
2P-4304 Hollow
1 2 to the length of 10 mm (0.4 inch).
Stud
Torque to 82 ± 13 N·m (61 ± 10 lb ft).
Use the following procedure in order to tighten the engine oil filter:
1R-1808 Engine 1. Apply clean engine oil to the oil filter seal.
2 2
Oil Filter 2. Place the oil filter in position.
3. Turn the oil filter by hand until the seal contact with the base.
4. Additionally tighten the oil filter by one full turn.
Length under test force is 55.24 mm (2.175 inch).
3 2 4N-8150 Spring Test force is 75.619 ± 5.800 N (17.000 ± 1.304 lb).
Free length after test is 93.726 mm (3.6900 inch).
Nominal opening pressure for oil filter bypass valve is 192 kPa (28 psi).
- - -
Nominal closing pressure for oil filter bypass valve is 124 kPa (18 psi).
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Product: MARINE ENGINE
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Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i01042304
Engine Oil Lines
SMCS - 1307
Illustration 1 g00538482
(1) Studs
Tighten the studs to the following torque. ... 27 ± 2 N·m (20 ± 1 lb ft)
(2) Lubricate the seal and the bore lightly with engine oil.
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Product: MARINE ENGINE
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Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i02441255
Engine Oil Pump
SMCS - 1304
Test the engine oil pump on a test stand. Use SAE 10W oil at 49 °C (120 °F).
Output ... 272 L/min (72 US gpm)
The output requires a pressure of the following value. ... 310 kPa (45 psi)
The oil pump must have the following speed in order to obtain the output. ... 2550 rpm
Output ... 144 L/min (38 US gpm)
The output requires a pressure of the following value. ... 560 kPa (81 psi)
The oil pump must have the following speed in order to obtain the output. ... 2550 rpm
Illustration 1 g00285531
(1) Diameter of new drive shaft ... 22.217 ± 0.005 mm (.8747 ± .0002 inch)
Bore in bearings for new drive shaft ... 22.258 ± 0.008 mm (.8763 ± .0003 inch)
Diameter of new idler shaft ... 22.217 ± 0.005 mm (.8747 ± .0002 inch)
Bore in bearings for new idler shaft ... 22.258 ± 0.008 mm (.8763 ± .0003 inch)
(2) Gears
Length of new gears ... 79.375 ± 0.025 mm (3.1250 ± .0010 inch)
Depth of bores for new gears ... 79.502 ± 0.020 mm (3.1300 ± .0008 inch)
(3) 2S-2760 Spring
Length under test force ... 117.9 mm (4.6417 inch)
Test force ... 490 ± 27 N (110 ± 6 lb)
Free length after test ... 152.9 mm (6.02 inch)
Outside diameter ... 27.00 mm (1.063 inch)
Note: The 2S-2760 Spring is for the relief of oil pressure.
Illustration 2 g00285533
Oil pump cover
Illustration 3 g00285532
Oil pump body
(4) Bearing junction
(5) Position of bearing junction from the centerline through bearing bores ... 30 ± 15 degrees
Note: Bearings should be installed so that the edge of the bearing is flush with the outside of the oil pump body.
The bearings should also be installed so that the edge of the bearing is flush with face (6) .
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i03051902
Fuel Filter Base
SMCS - 1261; 1262
Illustration 1 g01550095
(1) Install the check valve to the bottom of the seat. In order to hold the check valve tight, mark the fuel filter
base in three places by using a punch.
Note: Do not damage the check valve. The marks must be small.
(A) Distance from the sealing surface of the base to the end of the hollow stud ... 24.6 ± 1.3 mm
(0.97 ± 0.05 inch)
(B) Length for applying 154-9731 Thread Lock Compound on the tapered end of the hollow stud ...
7.6 ± 1.5 mm (0.30 ± 0.06 inch)
(2) Torque for the hollow stud ... 70 ± 15 N·m (50 ± 11 lb ft)
Copyright 1993 - 2020 Caterpillar Inc. Sat Aug 29 2020 16:58:05 GMT+0700 (Indochina Time)
All Rights Reserved.
Private Network For SIS Licensees.
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Product: MARINE ENGINE
Model: 3412D MARINE ENGINE REA
Configuration: 3412D Marine Engine REA00001-UP
Specifications
3408C, 3412C and 3412D High Performance Marine Engines
Media Number -SENR5516-07 Publication Date -01/03/2007 Date Updated -14/03/2007
i05255543
Fuel Filter (Primary)
SMCS - 1260
Illustration 1 g03346864
Table 1
Specification for 8H-7204 Fuel Filter Gp
Item Qty Part Specification Description
1 1 7N-1628 Nut Torque to 24 ± 4 N·m (18 ± 3 lb ft).
Length under test force is 27.94 mm (1.100 inch).
2 1 7S-9323 Spring Test force is 27.7 ± 32.3 N (6.2 ± 7.3 lb).
Free length after test is 42.67 mm (1.680 inch).
Copyright 1993 - 2020 Caterpillar Inc. Sat Aug 29 2020 16:58:16 GMT+0700 (Indochina Time)
All Rights Reserved.
Private Network For SIS Licensees.
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