Systemsoperationtestingandadjusting

SENR1168-03

Systems Operation 3406E MARINE ENGINE S/N 9WR00001-UP

CONTENT. Use the bookmarks for navigation inside of the Manual.

Product: MARINE ENGINE Model: 3406E MARINE ENGINE 9WR Configuration: 3406E Marine Engine 9WR00001-UP

Systems Operation 3406E MARINE ENGINE Media Number -SENR1168-03

Publication Date -01/03/2005

Date Updated -23/03/2005 SENR11680001

Systems Operation SMCS - 1420

General Information NOTE: For Specifications with illustrations, make reference to Specifications For 3406E Marine Engine, SENR1167. If the Specifications in SENR1167 are not the same as in the Systems Operation and the Testing & Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in the book with the latest date.

The Caterpillar 3406E Marine Engine is an inline 6 cylinder arrangement with a bore of 137 mm (5.4 in) and a stroke of 165 mm (6.5 in) giving a total displacement of 14.6 liter (893 cu in) displacement.

The firing order is 1, 5, 3, 6, 2, 4 and the direction of crankshaft rotation is counterclockwise, as viewed from the flywheel. The engine is turbocharged and aftercooled with electronic unit injection.

The electronic control system was designed to provide electronic governing, automatic fuel ratio control, torque rise shaping, injection timing control, and system diagnostics.

The electronic unit injector system eliminates many of the mechanical components of a "pump-andlines" system. It also provides increased control of timing and fuel/air ratio control. Timing advance is achieved by precise control of injection timing. Engine speed is controlled by adjusting the injection duration. A special pulse wheel provides information to the electronic control module for detection of cylinder position and engine rpm.

The engine has built-in diagnostics to insure that all components are operating properly. In the event of a system component failure, the operator will be alerted to the condition via the diagnostic lamp.

A Caterpillar electronic service tool can be used to read the numerical code of the faulty component or condition, or the code can be "flashed" using the diagnostic lamp. Intermittent faults are "logged" and stored in memory.

Starting The Engine The ECM will automatically provide the correct amount of fuel to start the engine. Do not hold the throttle down while cranking the engine. At temperatures below 0째C (32째F), it may be necessary to spray starting fluid into the air cleaner inlet. If the engine fails to start in 30 seconds, release the starting switch. Allow the starting motor to cool for two minutes before using it again.

NOTICE Excessive ether (starting fluid) can cause piston and ring damage. Use ether for cold weather starting purposes only.

Cold Mode Operation The Coolant Temperature Sensor is used to indicate the "Cold Mode" operation and for Engine Monitoring. Cold Mode Operation is activated whenever the coolant temperature is at or below 18째C (64째F). The engine runs on three cylinders while in cold mode. Cold Mode remains active until Coolant Temperature exceeds 19째C (66째F), the engine has been running for 5 minutes, or when the desired engine speed reaches 1200 rpm or greater. In Cold Mode, engine power is limited, timing is advanced, and the low idle speed is adjusted to 600 rpm. The time needed for the engine to reach the normal mode of operation is usually less than the time taken for a walk-around-inspection of the engine.

After cold mode is completed, the engine should be operated at low rpm until normal operating temperature is reached. The engine will reach normal operating temperature faster when operated at low rpm and low power demand than when idled at no load. Typically, the engine should be up to operating temperature within a few minutes. Cold Mode is not disabled if Engine Monitoring is programmed to OFF.

Customer Specified Parameters The engine is capable of being programmed for several customer specified parameters. For a complete list of the customer specified parameters see the topic: Electronic Control Module (ECM), and Personality Module. For a brief explanation of each of the customer specified parameters, see the Operation and Maintenance Manual.

Glossary of Electronic Control Terms After Market Device As used here, a device or accessory installed by the customer or machine OEM after the engine is delivered.

Alternating Current (AC) The direction of current flow changes (alternates) regularly and constantly.

American Wire Gauge (AWG) A measure of the diameter (and therefore the current carrying ability) of electrical wire. The smaller the AWG number, the larger the wire.

Atmospheric Pressure Sensor This sensor measures atmospheric air pressure in the crankcase and sends a signal to the ECM. Before Top Center (BTC) The 180 degrees of crankshaft rotation before the piston reaches Top Center (normal direction of rotation).

Bypass Circuit A circuit, usually temporary, to substitute for an existing circuit, typically for test purposes.

Calibration As used here, is an electronic adjustment of a sensor signal.

Check Engine Lamp Sometimes referred to as the "Diagnostic Lamp", it is used to warn the operator of the

presence of an active diagnostic code.

Component Identifier (CID) Two or three digit code which is assigned to each component.

Coolant Level Sensor This sensor detects the absence/presence of coolant at the probe and sends a signal to the ECM. Code See Diagnostic Code.

Coolant Temperature Sensor This sensor detects the engine coolant temperature for Cold Mode operation and Caterpillar Engine Monitoring (provided the Engine Monitoring is not programmed OFF).

Customer Specified Parameter A Parameter that can be changed and whose value is set by the customer and protected by Customer Passwords.

Data Link An electrical connection for communication with other microprocessor based devices that are compatible with a SAE Standards such as electronic displays and maintenance systems. A Data Link is also the communication medium used for programming and troubleshooting with Caterpillar electronic service tools.

Desired RPM An input to the electronic governor within the ECM. The electronic governor uses inputs from the Throttle Position Sensor, Engine Speed/Timing Sensor and Customer Parameters to determine "Desired RPM".

Desired Timing Advance ("Des Timing Adv" on electronic service tool) The injection timing advance calculated by the ECM as required to meet emission and performance specifications.

Diagnostic Code Sometimes referred to as a "fault code", it is an indication of a problem in the electronic system.

Diagnostic Event Code These codes indicate an event. They are not necessarily (or usually) an indication of problem with in the electronic system.

Diagnostic Fault Code These codes indicate an electronic system malfunction indicating a problem with the electronic system.

Diagnostic Flash Code These codes are flashed out using the Check Engine/Diagnostic Lamp to indicate an electronic system malfunction or an event detected by the electronic system.

Diagnostic Lamp Sometimes referred to as the Check Engine Lamp, it is used to warn the operator of the presence of an active diagnostic code.

Direct Current (DC) The type of current where the direction of current flow is consistently in one direction only.

Duty Cycle See Pulse Width Modulation.

Electronic Control Analyzer Programmer (ECAP) An electronic service tool developed by Caterpillar used for programming and diagnosing a variety of Caterpillar electronic controls.

Electronic Control Module (ECM) The engine control computer that provides power to the system electronics, monitors system inputs and acts as a governor to control engine rpm.

Electronic Engine Control The complete electronic system that monitors and controls engine operation under all conditions.

Electronic Technician (ET) A Caterpillar electronic service tool used for diagnosing and programming a variety of electronic controls.

Electronically Controlled Unit Injector The injection pump which is a mechanically actuated, electronically controlled unit injector combining the pressurizing, electronic fuel metering and injecting elements in a single unit.

Engine Monitoring The part of the Caterpillar Electronic Engine Control that monitors Coolant Temperature, Oil Pressure, Inlet Manifold Air Temperature and Coolant Level to flag the operator of detected problems. The Coolant Temperature, Inlet Manifold Air Temperature, and Oil Pressure Sensors are supplied by Caterpillar and monitored by the ECM. The Coolant Level Sensor is OEM installed, but still monitored by the ECM. After market Engine Monitoring Systems do not interface with the Caterpillar Electronic Engine Control.

Engine Oil Pressure Sensor This sensor measures engine oil pressure and sends a signal to the ECM and is part of Caterpillar Engine Monitoring.

Estimated Dynamic Timing The ECM estimation of actual injection timing.

Failure Mode Identifier (FMI) Type of failure the component experienced (adopted from SAE standard practice J1587 diagnostics).

Flash Code (FC) The Caterpillar proprietary code numbers which are flashed out on the diagnostic lamp.

Fuel Ratio Control (FRC) FRC Fuel Pos - is a limit based on control of the fuel/air ratio and is used for emissions control purposes. When the ECM senses a higher boost pressure (more air into cylinder), it increases the "FRC Fuel Pos" limit (allows more fuel into cylinder).

Fuel Position An internal signal within the ECM, from the Electronic Governor to Fuel Injection Control. It is based on Desired RPM, FRC Fuel Position, rated fuel position and engine rpm.

Fuel Temperature Sensor This sensor detects the fuel temperature. The ECM monitors the fuel temperature and adjusts calculated fuel rate accordingly.

Full Load Setting (FLS) Number representing fuel system adjustment made at the factory to "fine tune" the fuel system.

Correct value for this parameter is stamped on the 9L6531 Engine Information Plate. This parameter must be programmed or a Diagnostic Code 253-02 Check Customer Or System Parameters (Fault Code 56) will be generated.

Full Torque Setting (FTS) Similar to Full Load Setting. This parameter must be programmed or a Diagnostic Code 25302 Check Customer or System Parameters (Fault Code 56) will be generated.

Harness The wiring bundle (loom) connecting all components of the 3406E System.

Hertz (Hz) Measure of frequency in cycles per second.

Histogram A bar graph indicating the relative frequency of engine operation in specific operating ranges.

Inlet Manifold Air Pressure Sensor This sensor measures inlet manifold air pressure and sends a signal to the ECM. Inlet Manifold Air Temperature Sensor This sensor detects the inlet manifold air temperature. The ECM monitors the inlet air temperature and coolant temperature to adjust injection timing. It is also part of Caterpillar Engine Monitoring.

Integrated Electronic Controls The engine is designed with the electronic controls as a necessary part of the system. The

engine will not operate without the electronic controls.

Marine Gear Oil Pressure Sensor The ECM monitors marine gear oil pressure with a sensor located on the high pressure side of the marine gear from 0 kPa (0 psi) to 3100 kPa (442 psi).

Marine Gear Oil Temperature Sensor The ECM monitors marine gear oil temperature with the sensor up to 120째C (248째F).

Open Circuit Condition where an electrical wire or connection is broken, so that the signal or the supply voltage can no longer reach its intended destination.

Original Equipment Manufacturer (OEM) As used here, the manufacturer of the marine vessel.

Parameter A programmable value which affects the characteristics, performance or behavior of the engine.

Passive Data Booster The passive data booster is an external CAT Data Link signal booster designed to be water tight and easy to install on an ECM. Passive Magnetic Speed Sensor A speed sensor not requiring a power and ground connection. It produces a signal based on the change in magnetic flux of a ferrous metal gear near the sensing tip.

Password A group of numeric or alpha-numeric characters, designed to restrict access to parameters. The electronics system requires correct passwords in order to change Customer Specified Parameters (Customer Passwords) or certain engine specifications (Factory Passwords).

Passwords are also required to clear certain diagnostic codes.

Personality Module Or Ratings Personality Module The module attached inside of the ECM which contains all the instructions (software) for the ECM and performance maps for a specific horsepower family.

Power Take Off (PTO) Front PTO, operated by a lever mounted on the unit itself, stub shaft and hydraulic pump drive are available for operating auxiliary equipment on the vessel.

Pulse Width Modulation (PWM) A signal consisting of variable width pulses at fixed intervals, whose "TIME ON" versus "TIME OFF" can be varied (also referred to as "duty cycle").

Rated Fuel Position ("Rated Fuel Pos" on electronic service tool) - this indicates the maximum allowable fuel position (longest injection pulse). It will produce rated power for this engine configuration.

Reference Voltage A regulated voltage supplied by the ECM to a sensor. The reference voltage is used by the sensor to generate a signal voltage.

Remote Mounted Throttle Position Sensor This sensor measures throttle position and sends a signal to the ECM. The sensor is mounted to the throttle assembly, usually at the bridge station or in the engine room, not on the engine.

Sensor A device used to detect and convert a change in pressure, temperature, or mechanical movement into an electrical signal.

Service Program Module (SPM) A software program on a factory programmable computer chip, designed to adapt an electronic service tool to a specific application.

Short Circuit A condition where an electrical circuit is unintentionally connected to an undesirable point.

Example is a wire which rubs against the frame until it wears off its insulation and makes electrical contact with the frame.

Signal

A voltage or waveform used to transmit information typically from a sensor to the ECM. Speed "burp" A sudden brief change in engine speed.

Speed Circuit Includes the speed sensor, harness and ECM. Speed/Timing Sensor Provides a Pulse Width Modulated signal to the ECM, which the ECM interprets as crankshaft position, direction of rotation and engine rpm and sends the signal to the ECM. Standard SAE Diagnostic Communications Data Link Refer to ATA Data Link.

Subsystem As used here, it is a part of the engine system that relates to a particular function, for instance the throttle subsystem, etc.

Supply Voltage A constant voltage supplied to a component to provide electrical power for its operation. It may be generated by the ECM, or it may be vessel battery voltage supplied by the vessel wiring.

"T" Harness A test harness designed to permit normal circuit operation while measuring voltages, typically inserted between the two ends of a connector.

Throttle Position The ECM interpretation of the signal from the Throttle Position Sensor.

Throttle Position Sensor An electronic sensor which is connected to the throttle and sends a Pulse Width Modulated Signal to the ECM. Total Tattletale Total number of changes to all Customer Specified Parameters.

Transducer A device which converts a mechanical signal to an electrical signal.

Warning Lamp Used to warn the operator of the presence of a Caterpillar Engine Monitoring detected problem.

Electronic Control System Components

Electronic Control System Components (Left Side View) (1) Primary speed/timing sensor.

(2) Fuel temperature sensor.

(3) Inlet manifold air temperature sensor.

(4) Inlet manifold air pressure sensor.

(5) Customer connector.

(6) Marine transmission temperature sensor.

(7) Marine transmission pressure sensor.

(8) Coolant level sensor.

(9) Fuel pressure sensor.

(10) Atmospheric pressure sensor.

Electronic Control System Components (Right Side View) (11) Coolant temperature sensor.

(12) Backup speed/timing sensor.

(19) Engine Oil pressure sensor.

Engine Monitoring The electronic control system includes an Engine Monitoring feature which monitors engine oil pressure, coolant temperature, inlet manifold air temperature, and coolant level. All engines are shipped with the Caterpillar oil pressure sensor, coolant temperature sensor, and inlet manifold air temperature sensor. The OEM is responsible for providing and installing the coolant level sensor.

The coolant level sensor is standard on heat exchanger equipped engines and optional for keel cooled engine arrangements. The coolant level sensor is standard on heat exchanger equipped engines and optional for keel cooled engine arrangements. The coolant level sensor is the only individually selectable sensor for the Engine Monitoring feature. It is enabled/disabled through a Customer Programmable Parameter, with a default factory setting of enabled. There are three Customer Programmable Levels for Caterpillar Engine Monitoring. * Off * Warning (Factory Default) * Derate

Engine Monitoring "Off" Mode The ECM will ignore the oil pressure sensor and coolant level sensor (if installed). Coolant Temperature is still used for Cold Mode. Inlet Manifold Air Temperature is used for cold air operation regardless of the engine monitoring mode.

Engine Monitoring "Warning" Mode

Warning mode uses Oil Pressure, Coolant Temperature, Inlet Manifold Air Temperature, and the Coolant Level Sensor (if installed and enabled). The following table indicates the diagnostic codes available, and their effect on engine performance when active. The Check Engine Lamp will flash and the Warning Lamp will come on as indicated in the table when the diagnostic code is active.

Engine Monitoring "Derate" Mode Derate mode allows the ECM to alter engine performance to help the engine avoid damage and return to normal conditions. Whenever the engine is derated, the Check Engine Lamp (due to active diagnostic) and Warning Lamp will flash. For the Derate column in the following table, mph indicates vessel speed is derated (maximum derate is 45 mph), hp indicates engine horsepower is limited (maximum derate is 160 hp), and rpm indicates engine speed is limited (maximum derate is 1350 rpm). For operating conditions causing these codes see the appropriate section for the sensor under consideration.

Electronic Control System Operation The electronic control system is integrally designed into the engines fuel system and air inlet system to electronically control fuel delivery and injection timing. It provides increased control of timing and fuel/air ratio control in comparison to conventional mechanically controlled engines. Injection timing is achieved by precise control of injector firing time, and engine power is controlled by adjusting the firing duration. The ECM energizes the injector solenoids to start injection of fuel, and de-energizes the injector solenoids to complete or stop injection of fuel. See the topic, Electronically Controlled Unit Injector, for a complete explanation of the fuel injection process.

The engine uses three types of electronic components which are: input, control and output.

An input component is one that sends an electrical signal to the ECM. The signal sent varies in either voltage or frequency in response to change in some specific system of the engine (examples are: speed/timing sensor, coolant temperature sensor, etc.). The electronic control module sees the input sensor signal as information about the condition, environment, or operation of the engine.

A system control component receives the input signals. Electronic circuits inside the ECM evaluate the signals and then supply electrical energy to the output components of the system in response to predetermined combinations of input signal values.

An output component is one that is operated by the ECM. It receives electrical energy from the ECM and uses that energy to either: 1) Perform work (such as a moving solenoid plunger will do) and thereby take an active part in regulating or operating the vessel.

2) Give information or warning (such as a light or an alarm) to the operator of the vessel or other person.

These components provide the ability to electronically control the engine operation to improve performance, minimize fuel consumption, and reduce emissions levels. A brief description of sensors used in the system are given as follows:

Atmospheric Pressure Sensor The Atmospheric Pressure Sensor is an absolute pressure sensor measuring crankcase pressure. Both the Inlet Manifold Air Pressure and Engine Oil Pressure communicated to service tools and over the data link are calculated by subtracting the Atmospheric Pressure Sensor reading.

The Atmospheric Pressure Sensor measures pressure from 0 kPa (0 psi) to 116 kPa (17 psi). The sensor is supplied by the ECM with +5 VDC.

Coolant Level Sensor The coolant level sensor is standard on heat exchanger equipped engines and optional for keel cooled arrangements. The sensor is the only optional sensor for Caterpillar Engine Protection equipped engines, selectable through a Customer Programmable Parameter (protected by Customer Passwords).

Coolant Temperature Sensor Engine coolant temperature is measured by an electronic sensor mounted on the water outlet housing. This sensor signal is used to modify engine fueling and timing for improved cold start and white smoke cleanup. The ECM supplies the coolant temperature sensor with 5.0 ± .5 VDC and the sensor output voltage is 0.5 to 4.5 VDC depending upon engine coolant temperature. Coolant Temperature is used to indicate "Cold Mode" operation and for Engine Monitoring.

Cold Mode Operation (Part Of Coolant Temperature Sensor) Cold Mode Operation was previously discussed under the Systems Operation topic.

Coolant Temperature Engine Monitoring Operation (Part Of Coolant Temperature Sensor) If Engine Monitoring is programmed to Derate, the ECM will cause the diagnostic lamp to flash, and will cause the Warning Lamp to flash when the associated diagnostic code is active. The flashing Warning Lamp indicates the engine is in Derate Mode.

Engine Oil Pressure Sensor The Engine Oil Pressure Sensor is an absolute pressure sensor measuring oil pressure in the gallery.

The difference between the pressure measured by this sensor (oil pressure) and atmospheric pressure is Engine Oil Pressure as displayed by service tools and communicated over the data link. The ECM uses this sensor input only if the parameter for Engine Monitoring is programmed to Warning or Derate.

The Engine Oil Pressure Sensor measures pressure from 0 kPa (0 psi) to 690 kPa (100 psi). The sensor is supplied by the ECM with +5 VDC.

Fuel Temperature Sensor Fuel Temperature is monitored to adjust fuel rate calculations, and for fuel temperature power correction when fuel temperatures exceed 30°C (86°F) to provide constant power. Maximum power correction is achieved at 70°C (158°F).

Inlet Manifold Air Pressure Sensor

The Inlet Manifold Air Pressure Sensor is an absolute pressure sensor measuring inlet manifold air pressure. The difference between the pressure measured by this sensor (inlet manifold air pressure) and atmospheric pressure is Boost Pressure as displayed by service tools and communicated over the data link. The inlet Manifold Air Pressure Sensor measures pressure from 20 kPa (3 psi) to 882 kPa (128 psi). The sensor is supplied by the ECM with +5 VDC.

Inlet Manifold Air Temperature Sensor Inlet Manifold Air Temperature is used for Engine Monitoring, Inlet Manifold Air Temperature is used to warn the operator of an excessive inlet manifold air temperature, but will not cause the ECM to derate the engine, if Engine Monitoring is programmed to Derate.

Before a diagnostic code is logged immediately following engine startup, Inlet Manifold Air Temperature must exceed the triggering temperatures indicated for thirty seconds. A High Inlet Manifold Air Temperature Warning diagnostic code is triggered at 90째C (194째F), and a Very High Inlet Manifold Air Temperature at 109째C (228째F). Unlike the other diagnostic codes associated with Engine Monitoring, those codes associated with Inlet Manifold Air Temperature are still available when Engine Monitoring is programmed OFF. The Warning Lamp is also turned on if Engine Monitoring is programmed to Warning or Derate.

Speed/Timing Sensor The engine speed/timing sensor is used to determine both engine speed and fuel injection timing.

There is a primary and a backup speed/timing sensor. The backup sensor takes over governing if the primary sensor fails. The sensor detects this information from a wheel on the camshaft. Timing calibration is performed by connecting a magnetic sensor. The sensor is connected through the circuit, sensing motion of the crankshaft.

Throttle Position Sensor An electronic sensor which is connected to the throttle and sends a Pulse Width Modulated Signal to the ECM.

Diagnostic Lamp The standard equipment control panel for the 3406E Marine Engine has a diagnostic lamp that is used to communicate status or operation problems of the electronic control system.

The diagnostic lamp will be ON and blink every five seconds whenever a diagnostic fault is detected by the ECM. The light should also be ON and flashing Diagnostic Code 55 whenever the START switch is turned ON, but the engine is not running. This condition will test whether the light is operating correctly.

If the diagnostic lamp comes on and stays on after initial start-up, the system has detected a fault.

The "check engine" light or service tools can be used to identify the diagnostic code.

The diagnostic lamp will begin to flash to indicate a two digit diagnostic code. The sequence of flashes represent the system diagnostic message. The first sequence of flashes adds up to the first digit of the diagnostic code. After a one second pause, a second sequence of flashes will occur which represents the second digit of the diagnostic code. Any additional diagnostic codes will follow, after a three second pause, and will be displayed in the same manner.

Control Panel Features

The standard control panel features include a start switch, hour meter, stop button, breaker reset button (15 amp breaker), maintenance indicator lamp, maintenance clear switch, diagnostic lamp, and warning lamp. The other switches and lamps defined for the control panel are optional and customer installed.

Start Switch The start switch has three positions: OFF, RUN and START. When the start switch is turned clockwise to the RUN position, the lamps will illuminate for five seconds during the system test and then shut off. In the RUN position, the ECM and electronic systems are powered up.

When the switch is turned to the START position, the starting motor mag switch is energized and engages the electric starting motor. The starting motor will continue to crank as long as the start switch is held in the START position. The start switch is spring loaded to return to the RUN position when released.

The engine may be shut down by turning the start switch to the OFF position. This mode of shut down removes power the ECM.

Hour Meter This monitors the hours of engine running time. It will operate only when the engine is running.

Stop Button The OUT position is for normal engine operation. When pressed, the button will lock IN and shut down the engine via a shutdown signal to the ECM. The ECM will remain powered. The start switch is locked out and will not energize the starting motor mag switch when the stop button is pushed in.

Twist the stop button clockwise to release and allow start-up.

Breaker Reset Button (15 amp Breaker) Contained within the control panel are two breakers. They include a 3 amp breaker with auto reset and a 15 amp breaker with a manual reset button. Check this reset button if there is a total loss of electrical power to the engine.

Maintenance Indicator Lamp This lamp will light when scheduled maintenance is to be performed. Refer to the Maintenance Schedule, Operation & Maintenance Manual, SEBU7005 for the maintenance item for each hour interval.

Maintenance Clear Switch After the appropriate maintenance item has been performed this button is pushed to clear the maintenance indicator lamp.

Diagnostic Lamp This lamp will illuminate when a diagnostic fault code has been generated by the ECM and flash the appropriate fault code.

Warning Lamp

This lamp will illuminate when a critical condition has occurred such as low oil pressure or high coolant temperature.

Engine Synchronization Switch The Engine Synchronization Switch will allow multiple engine ECM's to be linked to a single vessel throttle.

Low Coolant Level Lamp The Low Coolant Level Lamp is used to indicate engine coolant level status. On power up (keyswitch ON, engine OFF) the ECM will turn the lamp ON for five seconds, then turn the lamp OFF unless the ECM detects a low coolant level condition.

High Coolant Temperature Lamp The High Coolant Temperature Lamp is used to indicate engine coolant temperature status. On power up (keyswitch ON, engine OFF) the ECM will turn the lamp ON for five seconds, then turn the lamp OFF unless the ECM detects a high coolant temperature condition.

Low Engine Oil Pressure Lamp The Low Engine Oil Pressure Lamp is used to indicate engine oil pressure status. Low engine oil pressure diagnostics provided by the ECM is based on engine rpm and actual engine oil pressure. On power up (keyswitch ON, engine OFF) the ECM will turn the lamp ON for five seconds, then turn the lamp OFF unless the ECM detects a low engine oil pressure condition.

Trolling Mode Switch During the Trolling Mode operation, the full range travel of the throttle lever will cause the engine speed to change from low idle engine speed to the maximum programmed trolling speed. The Trolling Mode Switch will only engage when the engine speed is within 30 rpm of low idle. The Trolling Mode Switch can also be activated when the engine is not running.

Slow Vessel Mode Switch When the Slow Vessel Mode Switch is activated, the ECM will reduce the programmed low idle speed to 550 rpm. This feature allows the operator better vessel maneuverability during docking and no-wake zones.

Trip Clear Switch When the Trip Clear Switch is activated the ECM clears the trip data and starts a new trip. This clears both the trip totals (not lifetime) as well as the trip histograms.

Remote Shutdown Switch When the Remote Shutdown Switch is activated, the ECM disables the fuel injection signal. This action causes the engine to shut down while leaving the ECM powered and active to monitor all engine functions.

Electronic Control Module (ECM) and Personality Module

Electronic Control Module (Typical Example) (1) Speed/TC Probe P26/J26.

(2) Fuel outlet.

(3) Electronic control module (ECM).

(4) ECM connector J2/P2.

(5) Fuel inlet.

(6) ECM connector J1/P1.

The engine uses a microprocessor based Electronic Control Module (ECM) which is isolation mounted on the rear left side of the cylinder block. The Electronic Control Module (ECM) (3) temperature is maintained by fuel as it circulates through a manifold between two circuit boards in the control module. The fuel enters the control module, at fuel inlet (5), and exits the control module at fuel outlet (2).

All inputs and outputs to the control module are designed to tolerate short circuits to battery voltage or ground without damage to the control module. Resistance to radio frequency and to electromagnetic interference is designed into the system.

The ECM power supply provides electrical power to all engine mounted sensors and actuators.

Reverse voltage polarity protection and resistance to vessel power system voltage "swings" or "surges" (due to sudden alternator load, etc.) have been designed into the ECM. The ECM also monitors all sensor inputs and provides the correct outputs to ensure desired engine operation.

The ECM stores engine settings and rating information along with the customer specified parameters. The customer specified parameters include: Engine Power Rating, Low Idle, Maximum Trolling Speed, Fuel/Air Ratio, Transmission Pressure Warning Set Point, Transmission Temperature Warning Set Point, Engine Monitoring Mode, Coolant Level Sensor (Enable/Disable), Vessel ID, Engine Location, Transmission Pressure (Enable/Disable), Transmission Temperature (Enable/Disable), Transmission Temperature (Enable/Disable). The customer specified parameters may be secured by customer passwords.

An ECM may have all parameters programmed or any combination of parameters programmed. For a brief explanation of each of the customer specified parameters, see the Operation and Maintenance Manual.

The personality module is contained within the ECM and provides the programming (instructions) necessary for the ECM to perform its function. The personality module contains all the engine performance and certification information such as, the timing, air/fuel ratio and rated fuel position control maps for a particular ratings group that utilizes common engine components.

The ECM is programmed to run diagnostic tests on all inputs and outputs to partition a fault to a specific circuit. Once a fault is detected, it can be displayed (flashing coded display, representing a diagnostic fault code) on a diagnostic lamp (see the topic, Diagnostic electronic service tool. An electronic service tool or multimeter can be used to check or troubleshoot most problems. The ECM also will log or record most diagnostic codes generated during engine operation. These logged or intermittent codes can be read by an electronic service tool.

The wiring harness provides communication or signal paths to the various sensors (inlet manifold air pressure sensor, speed/timing sensor), the Data Link Connector, and the engine connectors.

Fuel System

Fuel System Schematic (1) Fuel supply line.

(2) Electronically controlled unit injectors.

(3) Fuel gallery.

(4) Electronic control module (ECM).

(5) Pressurized regulating valve.

(6) Fuel filter.

(7) Fuel priming pump.

(8) Distribution block.

(9) Fuel temperature sensor.

(10) Fuel transfer pump.

(11) Relief valve.

(12) Check valve.

(13) Fuel tank.

The fuel supply circuit is a conventional design for unit injected engines. It uses a fixed clearance gear type fuel transfer pump (10) to deliver fuel from the fuel tank to the electronically controlled unit injectors (2). Fuel is pulled from the fuel tank by the fuel transfer pump. The fuel transfer pump incorporates a check valve (12) to permit fuel flow around the gears for hand priming and a relief valve (11) to protect the system from extreme pressure. The excess fuel flow provided by the fuel transfer pump cools and purges the air from the unit injectors.

NOTE: When the engine has reached its normal operating temperature, inlet fuel temperature to transfer pump must not exceed 79°C (175°F). Fuel temperatures above 79°C (175°F) reduce the life of the electronics in the ECM and transfer pump check valves. When fuel temperature increases from 30°C (86°F) to 70°C (158°F) fuel efficiency and engine power output are reduced. Be sure fuel heaters are turned OFF in warm weather operating conditions.

The fuel flows from the fuel transfer pump through cored passages of the distribution block to the fuel filter (five micron). A fuel priming pump (7) is located on the fuel filter base to fill the system after filter changes or after draining the fuel supply and return passages in cylinder head to replace unit injectors.

The filtered fuel enters the housing of the Electronic Control Module (ECM) (4) in order to cool the module. Fuel leaves the ECM and enters the fuel manifold at the rear of the cylinder head. The fuel flows continuously from the fuel supply manifold in the cylinder head through the unit injectors when the supply or fill port in the injector is not closed by the injector body assembly plunger and is returned to the tank. Fuel displaced by the plunger when not injecting fuel into the cylinder, is also returned to the tank. For a complete explanation of the injection process, see the topic Electronically Controlled Unit Injector.

A pressure regulating valve is located in distribution block (8) to maintain sufficient pressure in the system to fill the unit injectors. Excess fuel flow travels back to the fuel tank (13) to receive cooling effect from the tank.

The fuel transfer pump (10) is located at the left front corner of the engine. It is mounted to either the front timing gear cover or plate and is driven by the gear train.

Fuel System Electronic Control Circuit

Electronic Governor

This engine was designed for electronic control. The injection pump, fuel lines and nozzles used in traditional Caterpillar Diesel Engines have been replaced with an electronically controlled, mechanically actuated unit injector in each cylinder. A solenoid on each injector controls the amount of fuel delivered by the injector. An Electronic Control Module (ECM) sends a signal to each injector solenoid, to provide complete control of the engine.

Electronic Controls The Engine Electronic Control System consists of two main components: the Electronic Control Module (ECM) and the Personality Module. The ECM is the computer and the personality module contains the software for the computer (the personality module stores the operating maps that define horsepower, torque curves, rpm, etc.). The two work together (along with sensors to "see" and solenoid/injectors to "act") to control the engine.

The ECM determines a "desired rpm" based on the throttle signal. The ECM then maintains the desired engine rpm by sensing actual engine rpm and deciding how much fuel to inject in order to achieve the desired rpm.

Fuel Injection The ECM controls the amount of fuel injected, by varying signals to the injectors. The injectors will inject fuel ONLY if the injector solenoid is energized. The ECM sends a signal to the solenoid to energize it. By controlling the timing and duration of the signal, the ECM can control injection timing and the amount of fuel injected.

The ECM sets certain limits on the amount of fuel that can be injected. "FRC Fuel Pos" is a limit based on boost pressure to control the fuel/air ratio, for emissions control purposes. When the ECM senses a higher boost pressure (more air into cylinder), it increases the "FRC Fuel Pos" limit (allows more fuel into cylinder). "Rated Fuel Pos" is a limit based on the horsepower rating of the engine. It is similar to the rack stops and torque spring on a mechanically governed engine. It provides horsepower and torque curves for a specific engine family and rating.

Injection timing depends on engine rpm, load, and other operation factors. The ECM knows where top-center of cylinder number one is from the signal provided by the engine Speed/Timing Sensor. It decides when injection should occur relative to top-center and provides the signal to the injector at the desired time.

Unit Injector Mechanism

Unit Injector Mechanism (1) Electronically controlled unit injector.

(2) Adjusting nut.

(3) Rocker arm assembly.

(4) Camshaft.

The unit injector mechanism provides the downward force required to pressurize the fuel in the unit injector pump. The electronically controlled unit injector (1), at the precise time, allows fuel to be injected into the combustion chamber. The camshaft gear is driven by a series of two idler gears and a cluster gear driven off the crankshaft gear. Timing marks on the crankshaft gear to the cluster gear, and the camshaft gear to the timing cover housing when aligned, provide the correct relationship between the piston and valve movement. The camshaft has three cam lobes for each cylinder. Two lobes operate the inlet and exhaust valves, and one operates the unit injector mechanism. Force is transmitted from the unit injector lobe on camshaft (4), through rocker arm assembly (3) and to the top of the unit injector. The adjusting nut (2) allows setting of the injector lash. See the topic, Injector Lash Adjustment, in the Testing & Adjusting Section for proper setting of the unit injector lash.

Electronically Controlled Unit Injector

Electronically Controlled Unit Injector (1) Spring.

(2) Solenoid connection (to the ECM).

(3) Solenoid valve assembly.

(4) Plunger.

(5) Barrel.

(6) Seal.

(7) Seal.

(8) Spring.

(9) Spacer.

(10) Body.

(11) Check valve.

(12) Seal.

Low pressure fuel in the cylinder head, enters the electronically controlled unit injector at the fill port. As the unit injector mechanism produces force to the top of the unit injector, spring (1) is compressed, and plunger (4) is driven downward, displacing fuel through the valve in the solenoid

valve assembly (3). Excess fuel is returned to tank through solenoid valve. The fill passage into barrel (5) is closed by the outside diameter of the plunger, and the passages within body (10) and along check valve (11) to the injector tip are filled with fuel as the plunger moves down. After the fill passage in the plunger barrel is closed, fuel can be injected at any time depending on the start of injection timing requirements programmed into the electronic control module.

When solenoid valve assembly (3) is energized, from a signal across solenoid connection (2), the solenoid valve closes and pressure is elevated in the injector tip. Injection starts at 34 474 Âą 1 896 kPa (5000 Âą 275 psi), as the force of spring (8) above spacer (9) is overcome and the check lifts from its seat. The pressure continues to rise as the plunger cycles through its full stroke. After the correct amount of fuel has been discharged into the cylinder, the electronic control module de-energizes the solenoid and the solenoid valve is opened. Now, the high pressure fuel is dumped through the spill port to the fuel return manifold and tank.

The length of injection determines the amount of fuel injected into each cylinder. Injection duration is controlled by the ECM, which performs the function of the fuel system governor.

After reaching the maximum lift point, the force to the top of the unit injector is removed as spring (1) expands. The plunger returns to its original position, uncovering the fuel supply passage into the plunger barrel to refill the injection pump body. Low pressure fuel then circulates through the injector body and out the spill port until the solenoid valve assembly (3) is again energized.

Air Inlet and Exhaust System

Pleasure Craft Air Inlet and Exhaust System (Closed Crankcase) (1) Air cleaner.

(2) Vacuum limiter.

(3) Aftercooler.

(4) Crankcase breather.

(5) Oil separator housing.

(6) Compressor.

(7) Turbine.

(8) Exhaust elbow.

(9) Exhaust manifold.

Standard Air Inlet and Exhaust System (Open Crankcase) (1) Air cleaner.

(3) Aftercooler.

(6) Compressor.

(7) Turbine.

(9) Exhaust manifold.

The components of the air inlet and exhaust system control the quality and the amount of air available for combustion. These components are the air cleaner, turbocharger, aftercooler, cylinder head, valves and valve system components, piston and cylinder, and exhaust manifold.

Inlet air is pulled through the air cleaner, compressed and heated by the compressor wheel in the compressor side of the turbocharger to about 200째C (392째F), then pushed through the aftercooler core and moved to the air inlet plenum in the cylinder head at about 45째C (113째F). Cooling of the inlet air increases combustion efficiency, which helps to lower fuel consumption and increase horsepower output.

From the aftercooler core the air is forced into the cylinder head to fill the inlet ports. Air flow from the inlet port into the cylinder is controlled by the inlet valves.

There are two inlet and two exhaust valves for each cylinder. Inlet valves open when the piston moves down on the inlet stroke. When the inlet valves open, cooled compressed air from the inlet port is pulled into the cylinder. The inlet valves close and the piston begins to move up on the compression stroke. The air in the cylinder is compressed. When the piston is near the top of the compression stroke, fuel is injected into the cylinder. The fuel mixes with the air and combustion starts. The force of combustion pushes the piston down on the power stroke. When the piston moves

up again, it is on the exhaust stroke. The exhaust valves open, and the exhaust gases are pushed through the exhaust port into the exhaust manifold. After the piston makes the exhaust stroke, the exhaust valves close and the cycle (inlet, compression, power, exhaust) starts again.

Exhaust gases from exhaust manifold (9) enter the turbine side of the turbocharger and cause the turbine wheel to turn. The turbine wheel is connected to the shaft which drives the compressor wheel. Exhaust gases from the turbocharger pass through the exhaust outlet pipe, the muffler and the exhaust stack.

Turbocharger The turbocharger is installed on the rear section of the exhaust manifold. All the exhaust gases from the engine go through the turbocharger. The compressor side of the turbocharger is connected to the aftercooler by a pipe.

Turbocharger (1) Air inlet.

(2) Compressor housing.

(3) Compressor wheel.

(4) Bearing.

(5) Oil inlet port.

(6) Bearing.

(7) Turbine housing.

(8) Turbine wheel.

(9) Exhaust outlet.

(10) Oil outlet port.

(11) Exhaust inlet.

The exhaust gases go into turbine housing (7) through exhaust inlet (11) and push the blades of turbine wheel (8). The turbine wheel (8) is connected by a shaft to compressor wheel (3).

Clean air from the air cleaners is pulled through the compressor housing air inlet (1) by the rotation of compressor wheel (3). The action of the compressor wheel blades causes a compression of the inlet air. This compression gives the engine more power because it makes it possible for the engine to burn more air and fuel during combustion.

When the load on the engine increases, more fuel is injected into the cylinders. This makes more exhaust gases, and will cause the turbine and compressor wheels of the turbocharger to turn faster.

As the compressor wheel turns faster, more air is forced into the engine. The increased flow of air gives the engine more power because it makes it possible for the engine to burn the additional fuel with greater efficiency.

Bearing (4) and bearing (6) for the turbocharger use engine oil under pressure for lubrication. The oil comes in through the oil inlet port (5) and goes through passages in the center section for lubrication of the bearings. Oil from the turbocharger goes out through the oil outlet port (10) in the bottom of the center section and goes back to the engine lubrication system.

Valves and Valve System Components

Valve System Components (1) Inlet bridge.

(2) Inlet rocker arm.

(3) Camshaft.

(4) Rotocoil.

(5) Valve springs.

(6) Valve guide.

(7) Inlet valves.

The valves and valve system components control the flow of inlet air and exhaust gases into and out of the cylinder during engine operation.

Timing Gear Components (8) Timing marks.

(9) Camshaft gear.

(10) Adjustable idler gear.

(11) Idler gear.

(12) Timing marks.

(13) Cluster gear.

(14) Crankshaft gear.

The inlet and exhaust valves are opened and closed by the valve mechanism as rotation of the crankshaft causes rotation of camshaft (3). The camshaft gear (9) is driven by a series of two adjustable idler gears (10), (11) and a cluster gear (13) driven off the crankshaft gear (14). Timing marks (12), and (8) are aligned to provide the correct relationship between piston and valve movement.

The camshaft has three cam lobes for each cylinder. Two lobes operate the inlet and exhaust valves, and one operates the unit injector mechanism. As the camshaft turns, the cam lobes causes the rocker arms to move up and down. Movement of the rocker arms will make the inlet and exhaust bridges move up and down. These bridges let one rocker arm open, or close, two valves (inlet or exhaust) at the same time. There are two inlet and two exhaust valves in each cylinder. One valve spring for each valve holds the valves in the closed position when the rocker arm moves off the camshaft lobe.

Rotocoil assemblies cause the valves to have rotation while the engine is running. This rotation of the valves keeps the deposit of carbon on the valves to a minimum and gives the valves longer service life.

The front gear train is a combination of spur and helical gears. The engine oil pump, crankshaft gear (14), front cluster gear (13) and water pump gear are helical gears. The remainder of the gears are spur gears.

The adjustable idler gear (10) is designed to provide the required gear backlash between the nonadjustable idler gear (11) and the camshaft drive gear (9). If the cylinder head is removed, tolerances of the components (cylinder head and head gasket) will change. The adjustable idler gear must be relocated per the Disassembly and Assembly Service Manual to provide the optimum gear to gear spacing.

The camshaft drive gear contains integral pendulum rollers. These rollers are designed to negate the injector pulses which would radiate through the gear train causing vibration and noise. The engine runs smoother at all operating speeds, and performance can be optimized with the use of the pendulum damped camshaft drive gear.

Air Starting System The air starting motor is used to turn the engine flywheel fast enough to get the engine running.

Air Starting System (Typical Example) (1) Starting control valve.

(2) Oiler.

(3) Relay valve.

(4) Air starting motor.

The air starting motor is on the left side of the engine. Normally the air for the starting motor is from a storage tank which is filled by an air compressor installed by the customer. The air storage tank should be capable of holding 297 liter (10.5 cu ft) of air at 1720 kPa (250 psi) when filled.

For engines which do not have heavy loads when starting, the regulator setting is approximately 690 kPa (100 psi). This setting gives a good relationship between cranking speeds fast enough for easy starting and the length of time the air starting motor can turn the engine before the air supply is gone.

If the engine has a heavy load which cannot be disconnected during starting, the setting of the air pressure regulating valve needs to be high in order to get high enough speed for easy starting.

The air consumption is directly related to speed, the air pressure is related to the effort necessary to turn the engine flywheel. The setting of the air pressure regulator can be up to 1030 kPa (150 psi) if necessary to get the correct cranking speed for a heavily loaded engine. With the correct setting, the air starting motor can turn the heavily loaded engine as fast and as long as it can turn a lightly loaded engine.

Other air supplies can be used if they have the correct pressure and volume. For good life of the air starting motor, the supply should be free of dirt and water. The maximum pressure for use in the air starting motor is 1030 kPa (150 psi). Higher pressures can cause problems.

Air Starting Motor (5) Vanes.

(6) Gear.

(7) Pinion spring.

(8) Pinion.

(9) Rotor.

(10) Piston.

The air from the supply goes to relay valve (3). The starting control valve (1) is connected to the line before the relay valve (3). The flow of air is stopped by the relay valve (3) until the starting control valve (1) is activated. Then air from the starting control valve (1) goes to the piston (10) behind the pinion (8) for the starter. The air pressure on the piston (10) puts the pinion spring (7) in

compression and puts the pinion (8) in engagement with the flywheel gear. When the pinion is in engagement, air can go out through another line to the relay valve (3). The air activates the relay valve (3) which opens the supply line to the air starting motor.

Lubrication for the air starting motor is provided by a flexible fuel line connection from the fuel block to the oiler (2) on the starting motor. This fuel supply line provides a charge of fuel to lubricate the motor. When the starting control valve is activated, the charge of fuel is delivered to lubricate the motor.

The air with lubrication oil goes into the air motor. The pressure of the air pushes against the vanes (5) in the rotor (9). This turns the rotor which is connected by the gear (6) to the starting pinion (8) which turns the engine flywheel.

When the engine starts running the flywheel will start to turn faster than the starting pinion (8). The pinion (8) retracts under this condition. This prevents damage to the motor, pinion (8) or flywheel gear.

When the starting control valve (1) is released, the air pressure and flow to the piston (10) behind the starting pinion (8) is stopped, the pinion spring (7) retracts the pinion (8). The relay valve (3) stops the flow of air to the air starting motor.

Lubrication System The lubrication system has the following components: oil pan, engine oil pump, engine oil cooler, engine oil filter, oil lines to and from the turbocharger and oil passages in the cylinder block.

Oil Flow Through The Engine Oil Filter And Engine Oil Cooler

Flow Of Oil (Engine Warm) (1) Oil manifold (in cylinder block).

(2) Oil supply line (to turbocharger).

(3) Oil return line (from turbocharger).

(4) Engine oil filter.

(5) Bypass valve (for the engine oil filter).

(6) Oil pan.

(7) Engine oil pump.

(8) Bypass valve (for the engine oil cooler).

(9) Suction bell.

(10) Engine oil cooler.

With the engine warm (normal operation), oil comes from oil pan (6) through suction bell (9) to engine oil pump (7). The engine oil pump sends warm oil to the engine oil cooler (10) and then to engine oil filter (4). From the engine oil filter, oil is sent to oil manifold (1) in the cylinder block and to oil supply line (2) for the turbocharger. Oil from the turbocharger goes back through oil return line (3) to the oil pan.

Flow Of Oil (Engine Cold) (1) Oil manifold (in cylinder block.

(2) Oil supply line (to turbocharger).

(3) Oil return line (from turbocharger).

(4) Engine oil filter.

(5) Bypass valve (for the engine oil filter.)

(6) Oil pan.

(7) Engine oil pump.

(8) Bypass valve for the engine oil cooler.

(9) Suction bell.

(10) Engine oil cooler.

With the engine cold (starting conditions), oil comes from oil pan (6) through suction bell (9) to engine oil pump (7). When the oil is cold, an oil pressure difference in the bypass valves (installed in the engine oil filter housing) causes each valve to open. These bypass valves give immediate lubrication to all components when cold oil with high viscosity causes a restriction to the oil flow through the engine oil cooler (10) and engine oil filter (4). The engine oil pump then sends the cold oil through bypass valve (8) for the engine oil cooler and through bypass valve (5) for the engine oil filter to oil manifold (1) in the cylinder block and to supply line (2) for the turbocharger. Oil from the

turbocharger goes back through oil return line (3) to the oil pan.

When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass valves close. Now there is a normal oil flow through the engine oil cooler and engine oil filter.

The bypass valves will also open when there is a restriction in the engine oil cooler or engine oil filter. This action does not let an engine oil cooler or engine oil filter with a restriction prevent lubrication of the engine.

Oil Flow In The Engine

Engine Oil Flow Schematic (1) Rocker arm shaft.

(2) Passage.

(3) Camshaft bearing journals.

(4) Oil passage (to adjustable idler gear).

(5) Oil passage (to fixed idler stub shaft).

(6) Oil passage (to cluster idler gear.)

(7) Oil manifold.

(8) Piston cooling tubes.

(9) Crankshaft main bearings.

(10) Oil passage (from the oil filter).

From oil manifold (7), oil is sent under pressure through drilled passages to the crankshaft main bearings (9). Oil goes through drilled holes in the crankshaft to give lubrication to the connecting rod bearings. A small amount of oil is sent through piston cooling tubes (8) to cool the pistons.

The sea/raw water pump gets oil from passage (2) in the cylinder block, through passages in the timing gear housing and the accessory drive gear.

The adjustable idler gear, fixed idler stub shaft and cluster idler gear gets oil from oil passages (4), (5), and (6) in the cylinder block through a passage in the idler gear shaft installed on the front of the cylinder block.

There is a pressure control valve in the engine oil pump. This valve controls the pressure of the oil coming from the engine oil pump. The engine oil pump can put more oil into the system than is needed. When there is more oil than needed, the oil pressure goes up and the valve will open. This allows the oil that is not needed to go back to the inlet oil passage of the engine oil pump.

Oil feeds into the cylinder head via a hollow locating dowel in the cylinder block top deck. Through drilled passages in the cylinder head, oil travels to camshaft bearing journals (3) and to the three center rocker arm shaft supports. These supports supply oil to each rocker shaft. Holes in the rocker arm shaft (1) allow lubricating oil to enter the valve and injector rocker arm bushings and rollers.

Pressurized oil flows through drilled passages in the rocker arms to lubricate the roller, valve bridge and unit injector actuator contact surfaces. Splash oil lubricates the remaining valve system components.

After the lubricating oil has done its work, it goes back to the engine oil pan.

Cooling System The 3406E Marine Engine has arrangements for heat exchanger cooling and keel cooling.

This engine has a pressure type cooling system equipped with a shunt line. A pressure type cooling system has two advantages. The first advantage is that the cooling system can operate safely at temperatures higher than the normal boiling (steam) point of water. The second advantage is that this type system prevents cavitation (the sudden making of low pressure bubbles in liquids by mechanical forces) in the water pump. In a pressurized system, it is more difficult for an air or steam pocket to form.

Heat Exchanger There are two different circuits in the heat exchanger system. They include the jacket water circuit which is a closed system and the sea water circuit which is an open system.

Heat Exchanger Cooling Schematic (1) Turbocharger.

(2) Exhaust manifold.

(3) Shunt line.

(4) Expansion tank.

(5) Overflow bottle.

(6) Vent line.

(7) Marine gear oil cooler.

(8) Water cooled exhaust elbow.

(9) Cylinder head.

(10) Cylinder block.

(11) Marine gear oil cooler.

(12) Engine oil cooler.

(13) Deaerator housing.

(14) Regulator (thermostat) housing.

(15) Jacket water pump.

(16) Bypass.

(17) Sea water pump.

(18) Fuel cooler.

(19) Strainer.

(20) Water pick-up.

(21) Sea cock.

(22) Sea water aftercooler.

(23) Heat exchanger.

Jacket Water Circuit The expansion tank (4) located behind the heat exchanger (23) stores the additional coolant volume and provides a pressure head on the jacket water pump inlet. The jacket water pump (15) sends engine coolant to the engine oil cooler (12) and then to the marine gear oil cooler (7) (if equipped).

The coolant flow is then divided and part goes into the cylinder block (10) and up through the cylinder head (9), then forward to the front of the head and into the deaerator housing (13). The other part of the coolant flow goes to the watercooled turbocharger (1) and watercooled exhaust manifold (2), then flows forward into the deaerator housing (13). As the coolant enters the deaerator it swirls

forcing the water to the outside and the air to the inside. The air returns to the expansion tank (4) through the vent line (6) and the engine coolant flows from the deaerator into the regulator (thermostat) housing (14). If the engine coolant is cold the thermostat remains closed and the coolant bypasses the heat exchanger (23) and goes to the jacket water pump (15). If the engine coolant is warm the thermostat opens and the coolant flows through the heat exchanger (23) and then to jacket water pump (15).

Shunt line (3) provides a positive pressure at the water pump inlet to prevent pump cavitation.

The vent line (6) is a line that allows the air, separated from the coolant in the deaerator housing (13), to return to the expansion tank (4).

Sea Water Circuit Sea water is drawn into the system, passes through a strainer (19) and then to the fuel cooler (18) (if equipped). The auxiliary or sea water pump (17) moves the water through the sea water aftercooler (22) and then to the heat exchanger (23). Following the heat exchanger the sea water may flow through a marine gear oil cooler (11) (if equipped) or a water cooled exhaust elbow (8) (if equipped).

The sea water is then discharged overboard.

Keel Cooled The keel cooling system has two circuits. They include the jacket water circuit and a separate circuit for the aftercooler. The jacket water circuit is a closed system and the separate sea water circuit can be an open system or a closed system. In a keel cooled system the water flows through a keel cooler on the bottom of the vessel instead of the heat exchanger.

Keel Cooling Schematic (With A Closed Sea Water Circuit For The Aftercooler) (1) Turbocharger.

(2) Exhaust manifold.

(3) Shunt line.

(4) Expansion tank.

(5) Vent line.

(6) Deaerator housing.

(7) Regulator (thermostat) housing.

(8) Sea water aftercooler.

(9) Cylinder head.

(10) Cylinder block.

(11) Marine gear oil cooler.

(12) Engine oil cooler.

(13) Bypass.

(14) Jacket water pump.

(15) Engine coolant keel cooler.

(16) Fuel cooler.

(17) Separate circuit keel cooler.

(18) Sea water pump.

Jacket Water The additional volume of engine coolant is typically stored in a expansion tank (4) located above the engine. This also provides a pressure head on the jacket water pump inlet. The jacket water pump (14) sends coolant to the engine oil cooler (12) and then to the marine gear oil cooler (11) (if equipped). The coolant flow is then divided and part goes into the cylinder block (10) and up through the cylinder head (9), then forward to the front of the head and into the deaerator housing (6). The other part of the coolant flow goes to the water cooled turbocharger (1) and water cooled exhaust manifold (2), the flows forward into the dearetor housing (6). As the coolant enters the dearator it swirls forcing the water to the outside and the air to the inside. The air returns to the expansion tank (4) through the vent line (5) and the engine coolant flows from the deaerator into the regulator (thermostat) housing (7). If the engine coolant is cold the thermostat remains closed and the coolant bypasses the engine coolant keel cooler (15) and goes to the jacket water pump (14). If the engine coolant is warm the thermostat opens and the coolant flows through the engine coolant keel cooler (15) and then to the jacket water pump (14).

Shunt line (3) provides a positive pressure at the water pump inlet to prevent pump cavitation.

The vent line (5) is a line that allows the air, separated from the coolant in the deaerator housing (6) to return to the expansion tank (4).

Separate Circuit The separate aftercooler circuit in a keel cooled system can be an open circuit or a closed circuit.

In an open circuit, sea water is drawn into the system, passes through a strainer (if equipped) and then to the fuel cooler (if equipped). The auxiliary or sea water pump moves the water through the sea water aftercooler and is then discharged overboard.

In a closed circuit, coolant from the engine jacket water system is circulated by the auxiliary or sea water pump (18) to the sea water aftercooler (8) and through the fuel cooler (16) (if equipped). The coolant then flows through the separate circuit keel cooler (17) and is drawn up by the auxiliary or sea water pump (18).

Aftercooler Condensate Drain

(1) Sea water pump.

(2) Condensation on aftercooler fins.

3. Turbocharger compressor.

(4) Air inlet (warm, humid air).

(5) Condensate drain.

(6) Check valve.

7. Sea water (cold).

An aftercooler condensate drain system is provided with the 3406E Marine engine. Under certain conditions, moisture can collect on the air side of the aftercooler core and pool in the bottom of the housing. If enough water collects in the housing, it could be drawn into the air inlet and cause engine damage. The conditions when this may occur are cold sea water, warm, humid air and the engine is stopped.

When a vessel that has been operating in cold water is shutdown the aftercooler core will also be cold. Moisture in the warm inlet air surrounding the core will collect on the fins, drip off and pool in the bottom of the aftercooler housing. This water is allowed to drain from the housing through the condensate drain (5). At the bottom of the drain is a check valve (6) which is open when the engine is stopped to allow the moisture to drain, but closes when the turbocharger boost pressure is present.

All 3406E Marine engines are equipped with the condensate drain (5), however most engines will not normally see conditions that will cause condensation. Nevertheless, the condensate drain (5) and check valve (6) should be regularly inspected to insure proper operation in the event that is needed.

The volume of water that may drain from the aftercooler housing will be small and any additional installation work is unnecessary. Do not install a hose to the end to the drain that could be submerged in bilge water or collect debris.

Two condensate drain groups are available. The standard condensate drain is for engines mounted level or nose-up, which drains from the rear of the housing. An optional condensate drain is for nose down installations, which drains from the front of the housing.

Basic Block

Cylinder Block Assembly The deep skirt cylinder block assembly has retained the rigidity ad durability found in the 3406C block. The primary change involves the removal of the camshaft and lifter bores and casting design changes to eliminate the push rod passages. Lubrication of bottom end components such as the crankshaft bearings and piston crowns is suppled by cast-in oil supply manifolds. The top deck of the block maintains the high piston top ring cooling passages found in the 3406C. This configuration also provides improved rigidity to resist deflection caused by combustion loads.

The cylinder lines are induction hardened and maintain the triple seal configuration at the bottom. A steel spacer plate provides improved reusability and durability. The spacer plate design eliminates block cracking problems prevalent with a counterbored block design.

Cylinder Head Assembly The one piece cast iron cylinder head supports the camshaft for improved valve train rigidity. Steel backed aluminum bearings are pressed into each journal and are pressure lubricated. Bridge dowels have been eliminated as the valve train uses floating valve bridges.

The unit injector mounts into a stainless steel adapter pressed into the cylinder head injector bore. Orings in addition to a tapered press fit, seal the fuel to coolant interface.

Pistons, Rings and Connecting Rods The piston is a two piece articulated design consisting of a forged steel crown and a cast aluminum skirt. Both parts are retained by the piston pin to the small end of the connecting rod. An oil cooling chamber is formed by the lip forge at the top of the skirt of the piston and the cavity behind the ring grooves in the crown. Cooling jet oil flow enters the cooling chamber through a drilled passage in the skirt and returns to the sump through the clearance gap between the crown and skirt. The pistons have three rings located in grooves in the steel crown to seal combustion gas and provide oil control.

The top ring is a barrel faced KEYSTONE type with plasma face coating. The second ring is taper faced and has a chrome plated face coating. The third ring, oil rings, is double railed, profile ground, and chromed face coated. The third ring as a coil spring expander. Four hoes drilled from the piston oil ring groove to the interior of the piston drain excess oil from the oil ring.

The connecting rod is a conventional design with the cap fastened to the shank portion by two bolts threaded into the shank. Each side of the small end of the connecting rod is machined at an angle of 12 degrees to fit within the piston cavity allowing maximum utilization of the available space for gas load.

Crankshaft The crankshaft converts the cylinder combustion forces into rotating torque which powers equipment. On this engine a vibration damper is used at the front of the crankshaft to reduce torsional vibrations (twist on the crankshaft) 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 camshaft, water pump, oil pump, air compressor, and hydraulic pump.

The crankcase has seven main bearings to support the crankshaft, with two bolts holding the bearing cap to the block. Oil hoes and grooves in the upper bearing shell are located at all main bearing journals. The crankshaft has eight integral forged counterweights located at cheeks 1, 2, 5, 6, 7, 8, 11

and 12.

To seal the crankcase, crankshaft seals are installed in the front timing gear housing and the flywheel housing.

Camshaft The camshaft has three lobes at each cylinder to operate the unit injector, exhaust valves, and the inlet valves. The camshaft is supported in the cylinder head by seven journals with aluminum bearings pressed into each journal. The camshaft gear contains integral roller dampers that counteract the torsional vibrations generated by the high injector operation pressure. This design reduces noise and increases gear train life. The camshaft is driven by an adjustable idler gear turned by a fixed idler gear which is turned by a cluster idler gear in the front gear train. Each bearing journal is lubricated from the oil manifold in the cylinder head. A thrust plated located at the front, positions the camshaft. Timing of the camshaft is accomplished by aligning marks on the crankshaft gear and idler gear, and camshaft gear with a mark on the front timing plate.

Electrical System Reference For the complete electrical system schematic, refer to the Electrical Schematic.

Grounding Practices Grounding (-Battery Bus Bar Connections)

NOTICE All negative battery connections MUST have a common ground that terminates at the negative battery bus bar. Refer to Battery Circuit Requirements And considerations: Grounding in this guide for additional information.

Proper grounding for vessel and engine electrical systems is necessary for engine/vessel performance and reliability. The problems with intermittent power connections are often very difficult to diagnose and repair.

NOTICE Improper grounding will cause uncontrolled and unreliable circuit paths. This can result in damage to the engine crankshaft main bearings, crankshaft journal surfaces or other engine components. This may also cause electrical activity which may degrade vessel electronics and communication equipment.

The alternator, starting motor, and all electrical systems MUST be grounded to -Battery. The alternator and starting motor must also meet marine isolation requirements. For engines which have

an alternator grounded to an engine component, a ground strap MUST connect that component to Battery and the component MUST be electrically isolated from the engine.

A Bus Bar with a direct path to -Battery is permissible and recommended to use for all common ground connections. Refer to Power Supply Connections to Start (Ignition) Switch(es) and Starting Motor in this guide for additional information.

Operator Station Grounding Connections The engine ECM in the engine room must be connected to -Battery Bus Bar. Caterpillar recommends a dedicated bus bar for all engine ECM connected electronics as well. This connection ensures that the ECM and all components, including switches, sensors and electronic display modules have a common reference point.

Figure 1 - Operator Station Battery Grounding

Wire Size Requirements The wire size (AWG) to battery bus bar to which components are grounded MUST be of adequate size to handle maximum current for the circuit.

Marine Engine Electronic Monitoring And Control System Electrical System Ground Requirements Proper grounding for vessel and engine electrical systems is necessary for proper performance and reliability.

NOTICE Improper grounding will cause uncontrolled and unreliable circuit paths.

This can result in damage to the engine's crankshaft main bearings,

crankshaft journal surfaces or other engine components, and can cause electrical activity which may degrade the vessel's electronics and electrical communication equipment.

Starting Motor And Alternator The engine's starting motor MUST be grounded directly to -Battery post. The alternator and ALL electrical systems MUST be grounded to -Battery Bus Bar. The alternator and starting motor MUST meet marine society isolation requirements.

For engines which have the alternator grounded to an engine component, the component MUST be electrically isolated from the engine and a ground strap MUST connect that component to -Battery Bus Bar. If equipped with an alternator ground plate, the ground plate should have a direct path to Battery Bus Bar (common ground point).

The wire size from a ground plate MUST be of adequate size to handle full alternator charging current.

Engine Electrical System The electrical system can have three separate circuits: the charging circuit, the starting circuit and the low amperage circuit. Some of the electrical system components are used in more than one circuit.

The battery (batteries), circuit breaker, ammeter, cables and wires from the battery are all common in each of the circuits.

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 to keep the battery at full charge.

The starting circuit is in operation only when the start switch is activated.

The low amperage circuit and the charging circuit are both connected through the voltmeter. The starting circuit is not connected through the voltmeter.

Charging System Components Alternator This alternator is a three phase, brushless, self-rectifying charging unit, and the regulator is part of the alternator.

This alternator design has no need for slip rings or brushes, and the only part that has movement is the rotor assembly. The conductors are: the field winding, stator windings, six rectifying diodes, and the regulator circuit components.

The rotor assembly has many magnetic poles like fingers with air space between each opposite pole.

The poles have residual magnetism (like permanent magnets) that produce a small amount of magnetic lines of force (magnetic field) 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 from the small magnetic lines of force made by the residual magnetism of the poles. This AC current is changed to direct current (DC) when it passes through the diodes of the rectifier bridge. Most of this current goes to charge the battery and to supply the low amperage circuit, and the remainder is sent on to the field windings. The DC current flow through the field windings. The DC current flow through the field windings (wires around an iron core) now increases the strength of the magnetic lines of force. These stronger lines of force now increase the amount of AC current produced in the stator windings. The increased speed of the rotor assembly also increases the current and voltage output of the alternator.

The voltage regulator is a solid state (transistor, stationary parts) electronic switch. It feels the voltage in the system and switches on and off many times a second to control the field current (DC current to the field windings) for the alternator to make the needed voltage output.

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.

Typical Alternator Components (1) Regulator.

(2) Roller bearing.

(3) Stator winding.

(4) Ball bearing.

(5) Rectifier bridge.

(6) Field winding.

(7) Rotor assembly.

(8) Fan.

Starting System Components

Solenoid

Typical Solenoid Schematic

A solenoid is an electromagnetic switch that does two basic operations. a. Closes the high current starting motor circuit with a low current start switch circuit. b. Engages the starting motor pinion with the ring gear.

The solenoid has windings (one or two sets) around a hollow cylinder. There is a plunger (core) with a spring load inside the cylinder that can move forward and backward. When the start switch is closed and electricity is sent through the windings, a magnetic field is made that pulls the plunger forward in the cylinder.

This moves the shift lever (connected to the rear of the plunger) to engage the pinion drive gear with the ring gear. The front end of the plunger then makes contact across the battery and motor terminals of the solenoid, and the starting motor begins to turn the flywheel of the engine.

When the start switch is opened, current no longer flows through the windings. The spring now pushes the plunger back to the original position, and at the same time, moves the pinion gear away from the flywheel.

When two sets of windings in the solenoid are used, they are called the hold-in winding and the pullin winding. Both have the same number of turns around the cylinder, but the pull-in winding uses a larger diameter wire to produce a greater magnetic field. When the start switch is closed, part of the current flows from the battery through the hold-in winding, and the rest flows through the pull-in windings to motor terminal, then through the motor to ground. When the solenoid is fully activated (connection across battery and motor terminal is complete), current is shut off through the pull-in windings. Now only the smaller hold-in windings are in operation for the extended period of time it takes to start the engine. The solenoid will now take less current from the battery, and heat made by the solenoid will be kept at an acceptable level.

Electric Starting Motor The starting motor is used to turn the engine flywheel fast enough to get the engine to start running.

The starting motor has a solenoid. When the start switch is activated, the solenoid will move the starting pinion to engage it with the ring gear on the flywheel of the engine. The starting pinion will engage with the ring gear before the electric contacts in the solenoid close the circuit between the battery and the starting motor. When the circuit between the battery and the starting motor is complete, the pinion will turn the engine flywheel. A clutch gives protection for the starting motor so that the engine can not turn the starting motor too fast. When the start switch is released, the starting pinion will move away from the ring gear.

Typical Starting Motor Cross Section (1) Field.

(2) Solenoid.

(3) Clutch.

(4) Pinion.

(5) Commutator.

(6) Brush Assembly.

(7) Armature.

SENR1168-03

Testing and Adjusting 3406E MARINE ENGINE S/N 9WR00001-UP

CONTENT. Use the bookmarks for navigation inside of the Manual.

Product: MARINE ENGINE Model: 3406E MARINE ENGINE 9WR Configuration: 3406E Marine Engine 9WR00001-UP

Testing and Adjusting 3406E MARINE ENGINE Media Number -SENR1168-03

Publication Date -01/03/2005

Date Updated -23/03/2005 SENR11680002

NOTE: For Specifications with illustrations, make reference to Specifications For 3406E Marine Engine, SENR1167. If the Specifications in SENR1167 are not the same as in the Systems Operation and the Testing & Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in the book with the latest date.

For further explanation of diagnostic codes refer to Troubleshooting.

ACTIVE Diagnostic Codes Diagnostic codes are used by the 3406E System to warn the operator of a problem and indicate to the service technician the nature of the problem. Some codes are used only to record an event and do not indicate problems that need repair.

An ACTIVE diagnostic code represents a problem that should be investigated and corrected AS SOON AS POSSIBLE. Repairing the cause of an ACTIVE code will cause the active code to be cleared.

When an ACTIVE code is generated, the diagnostic lamp will turn ON and remain ON, blinking every five seconds. If the condition generating the fault occurs only for a brief moment, the lamp will go OFF after five seconds and the code will be LOGGED. There are a few codes that are not generated by an electrical/electronic problem and are recorded as events. Examples of these events include low oil pressure and high coolant temperature. These events are caused by mechanical problems and do not require electronic troubleshooting.

Some Diagnostic Codes cause the 3406E System to make major changes in engine operation or limits.

EVENT Diagnostic Codes When the ECM generates a diagnostic code, it logs the code in permanent memory within the ECM. The ECM has an internal diagnostic clock and will record the hour EACH time a code is logged. Knowing when and how often the code was generated can be a valuable indicator when troubleshooting intermittent problems. Logged codes can be retrieved or erased using an electronic service tool.

Diagnostic Codes that are logged repeatedly may indicate a problem that needs special investigation.

Codes that are logged only a few times and do not result in operator complaints, may not need attention until a scheduled maintenance interval.

NOTE: The most likely cause of an intermittent problem is a faulty connection or damaged wiring. Least likely is the ECM itself.

The Caterpillar Electronic Service Tools for the electronic control system are designed to help the service technician analyze and locate faults or problems within the system. An electronic service tool, Caterpillar Electronic Technician (ET) or Electronic Control Analyzer Programmer (ECAP), is required to perform some sensor calibrations and to read or change engine parameters.

The electronic service tool communicates with the Electronic Control Module to read diagnostic codes and various sensor output signals such as engine rpm or inlet manifold air pressure and controls electronic calibration of sensors through the ECM. Caterpillar Electronic Technician (ET) requires a personal computer with the ET software installed and a Caterpillar Communication Adapter to translate from the data link to the computer.

The Electronic Control Analyzer Programmer (ECAP) tool has small plug-in modules, called Service Program Modules (SPM), to adapt the basic tool to the specific Caterpillar electronic control application.

The ECAP (requires PWM adapter to measure at sensor) can measure Pulse Width Modulated (PWM) signals such as the signal produced by the Throttle Position Sensor.

Engine (Left Side View) (1) Speed/timing sensor.

(2) Speed/timing connector P20/J20.

NOTE: This procedure can be used for the backup speed/timing sensor also. Refer to Electronic Control System Components for the sensor location.

1. Disconnect speed/timing connector P20/J20 (2) and inspect for corrosion, bent or missing pins and sockets, and mismating, broken wires, etc.

2. Remove the speed/timing sensor (1) from the front gear cover.

3. Examine the plastic end of the sensor for signs of wear or contaminants such as metal filings. The plastic end of the speed/timing sensor should have no contaminants or show no wear.

4. Use a screwdriver to carefully pry the plastic sensor end to the fully extended position [approximately 4.775 mm (.1880 in) beyond the metal housing of the sensor].

5. Gently push in on the plastic end of the sensor. The plastic end should be firm and resist movement in the retract direction. If there is no resistance replace the sensor.

6. To install the speed/timing sensor (1), first perform the sensor inspection described in Steps 3 through 5.

7. Assure that the slip head is fully extended.

8. Visually inspect the timing wheel position in order to ensure that the slip head will not fill one of the slots of the timing wheel. If necessary, turn the crankshaft in order to rotate the timing wheel to a position that will not allow the sliphead to fill a slot on the timing wheel.

Locating Top Center (Left Side Of Engine) (3) Bolt.

(4) Timing bolt location.

(5) Cover.

Using 9S9082 Engine Turning Tool (3) Bolt.

(6) 9S9082 Engine Turning Tool.

a. Remove two bolts (3) and remove cover (5) from the flywheel housing to open the hole for engine turning. b. Put one bolt (3) in the timing bolt location (4) located approximately 127 to 152 mm (5 to 6 in) above the hole in the flywheel housing for engine turning. c. Use 9S9082 Engine Turning Tool (6) and a 1/2 inch drive ratchet wrench to turn the engine flywheel in the direction of normal engine rotation (counterclockwise when viewed from the flywheel end) until the timing bolt engages with the threaded hole in the flywheel. d. Remove bolt (3).

9. Install the speed/timing sensor without the washer. Tighten the speed/timing sensor to 40 ± 5 N·m (30 ± 4 lb ft).

10. Remove the speed/timing sensor. Do not move the sliphead.

11. Install the washer on the speed/timing sensor.

12. Install the speed/timing sensor.

13. Calibrate the engine timing. Refer to Engine Timing Calibration in Troubleshooting.

The throttle position sensor (TPS) is used to provide a throttle signal to the Electronic Control Module (ECM). Sensor output is a constant frequency signal whose pulse width varies with throttle position. This output signal is referred to as either "Duty Cycle" or a "Pulse Width Modulated (PWM)" signal and is expressed as a percentage. When correctly adjusted, the TPS will produce a "Duty Cycle" signal of 15 percent to 20 percent at the low idle throttle position and 80 percent to 85 percent at the maximum throttle position. This signal is translated by the ECM into a "Throttle Position" signal of three percent at low idle and 100 percent at maximum throttle.

Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.

Many times work is done on the fuel system when the problem is really with some other part of the engine. The source of the problem is difficult to find, especially when smoke comes from the exhaust.

Smoke that comes from the exhaust can 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 injection timing incorrect.

Fuel leaked or spilled onto hot surfaces or electrical components can cause a fire. To help prevent possible injury, turn the start switch off when changing fuel filters or water separator elements. Clean up fuel spills immediately.

(1) Fuel priming pump.

(2) Fuel filter air bleed plug.

(3) Cap. (4) Fuel outlet line on the ECM. (5) Fuel filter.

(6) Fuel system air bleed plug.

(7) Fuel return.

(8) Fuel inlet.

Priming the fuel system fills the fuel filters. Priming the fuel system also removes air from the fuel system.

This procedure is used primarily when the engine runs out of fuel. This procedure can also be used when a unit injector or the Electronic Control Module (ECM) is replaced.

NOTE: DO NOT remove fuel filter air bleed plug (2) in the fuel filter base in order to release air from the fuel system during periodic service of the fuel filter. Periodic removal of the fuel filter air bleed plug will result in increased wear of the threads in the fuel filter base. This can lead to fuel leakage. However, the fuel filter air bleed plug in the fuel filter base can be used to bleed air from the fuel system if the engine runs out of fuel.

1. Loosen cap (3).

2. Open fuel priming pump (1) and operate the fuel priming pump until fuel appears at cap (3). Tighten cap (3).

3. Loosen fuel return (7) for two full turns. Operate fuel priming pump (1) until fuel appears at fuel return (7). Tighten the fuel return (7).

4. Continue to operate fuel priming pump (1) until a strong pressure is felt on the fuel priming pump and until the check valve "clicks". This procedure will require considerable strokes. Lock fuel priming pump (1).

5. Crank the engine after pressurizing the fuel system.

NOTICE Do not crank the engine continuously for more than 30 seconds. Allow the starting motor to cool for two minutes before cranking the engine again.

6. If the engine does not start, open fuel priming pump (1) and repeat Steps 1 through 5 in order to start

the engine.

7. When the ECM is replaced, loosen the fuel outlet line on the ECM (4) in order to bleed the air from the fuel system. Operate the fuel priming pump (1) until fuel appears at the fuel outlet line on the ECM (4).

Tighten the fuel outlet line on the ECM. Perform Steps 3 through 5.

8. When a unit injector is replaced, perform Steps 3 through 5.

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. Look at the cap for the fuel tank to make sure the vent is not filled with dirt.

2. Check the fuel lines for fuel leakage. Be sure none of the fuel lines have a restriction or a defective bend. Verify that the fuel return line has not collapsed in the sections subject to heat.

3. Install a new fuel filter.

4. Remove any air that may be in the fuel system. Refer to Fuel Priming Procedure in this service manual.

With the engine at operating temperature, typical fuel pressure can vary from 310 kPa (45 psi) at low idle to 448 kPa (65 psi) at rated rpm. The check valve is designed to open between 413 and 448 kPa (60 and 65 psi) to control fuel system pressure. The fuel transfer pump contains an internal relief valve designed to open around 620 kPa (90 psi). This valve will not open during normal operation.

Electronic unit injector performance will start to decline when fuel pressure drops below 241 kPa (35 psi).

Low power complaints and erratic operation can occur in this situation. Look for plugged fuel filter or air in the fuel lines as possible causes for these complaints before replacing fuel system components.

1U5470 Engine Pressure Group

To check the fuel transfer pump pressure, remove the plug from the fuel filter base. Install a pressure indicator, and start the engine.

The 1U5470 Engine Pressure Group can be used to check engine fuel pressure. Special Instruction, SEHS8907 is with the tool group and gives information for its use.

Injector Mechanism (1) Rocker arm.

(2) Adjusting screw.

(3) Locknut.

(4) 9U7227 Injector Height Setting Gauge.

To make an adjustment to the unit injector, turn the adjusting screw in the rocker arm. Unit injector adjustment can be made by using the procedure that follows: 1. Put No. 1 piston at top center (TC) on the compression stroke. See the topic, Finding Top Center Position For No. 1 Piston.

2. Use 9U7227 Injector Height Setting Gauge (4) to obtain dimension of 78.0 Âą .2 mm (3.07 Âą .01 in)

measured from the top of injector lifter to machined ledge on the injector body.

3. Hold the adjusting screw in this position and tighten the locknut (3) to a torque of 100 ¹ 10 N¡m (74 ¹ 7 lb ft).

4. Make an adjustment to the unit injectors on cylinders 3, 5, and 6.

5. Remove the timing bolt and turn the flywheel 360 degrees in the direction of engine rotation (counterclockwise). This will put No. 1 piston at top center (TC) on the exhaust stroke.

6. Make an adjustment to the unit injectors on cylinders 1, 2, and 4.

7. Remove the timing bolt from the flywheel when all the unit injector adjustments have been made, and reinstall the timing cover.

This engine utilizes Electronic Unit Injectors, which are mechanically actuated and electronically energized. The electronic service tool system can be used to cut out injectors individually to determine individual cylinder misfire problems.

Make reference to Troubleshooting concerning testing procedures.

Front Gear Group (with front cover removed) (1) Timing marks.

(2) Camshaft gear.

(3) Adjustable idler gear.

(4) Idler gear.

(5) Cluster gear.

(6) Timing marks.

(7) Crankshaft gear.

(8) Engine oil pump gear.

The basis for correct fuel injection timing and valve mechanism operation is determined by the timing alignment of the front gear group. Timing marks (1) and (6), are aligned to provide the correct relationship between piston and valve movement.

Loosen Stubshaft Assembly.

(1) Nuts.

(2) Stubshaft.

1. After removing the adjustable idler gear from its stubshaft (2), loosen five nuts (1) and one bolt that hold stubshaft (2) in position.

Installing Adjustable Idler Assembly.

(A) Adjustable idler assembly.

(1) Nuts.

(3) Bolt.

2. Position adjustable idler assembly (A) as shown. While moving adjustable idler assembly (A) forward and backward, lightly tighten nuts (1) and bolt (3). After tightening nuts and bolt, lightly tap (with a rubber mallet) adjustable idler assembly (A) to be sure it is free to move without any binding action. Tighten nuts and bolt to a torque of 47 ± 9 N·m (35 ± 7 lb ft).

Checking Backlash (B) Indicator assembly.

(4) Camshaft gear.

(5) Idler gear assembly.

3. Install indicator assembly (B) on timing gear housing. With the idler gear assembly (5) held stationary, the backlash between camshaft gear (4) and idler gear (5) is .25 Âą .08 mm (.010 Âą .003 in).

4. Repeat Step 1 through Step 3 if necessary to obtain proper backlash.

No. 1 piston at top center (TC) on the compression stroke is the starting point of all timing procedures.

NOTE: On some engines there are two threaded holes in the flywheel. These holes are in alignment with the holes with plugs in the left and right front of the flywheel housing. The two holes in the flywheel are at a different distance from the center of the flywheel so the timing bolt cannot be put in the wrong hole.

Locating Top Center (Left Side Of Engine) (1) Timing bolt.

(2) Timing bolt location.

(3) Cover.

Locating Top Center (Right Side Of Engine) (4) Timing bolt location.

1. The timing bolt (1) is a cover bolt and can be installed in either the left side of the engine at timing bolt location (2) or in the right side of the engine at timing bolt location (4). Remove both timing bolts (1) and cover (3) from flywheel housing. Remove the plug from the timing hole in the flywheel housing.

2. Put timing bolt (1) [long bolt that holds cover on the flywheel housing] through the timing hole in the flywheel housing. Use the 9S9082 Engine Turning Tool and 1/2 inch drive ratchet wrench to turn the engine flywheel in the direction of normal engine rotation (counterclockwise as viewed from the rear of the engine) until the timing bolt engages with the threaded hole in the flywheel.

Using 9S9082 Engine Turning Tool

(1) Timing bolt.

(5) 9S9082 Engine Turning Tool.

NOTE: If the flywheel is turned beyond the point that the timing bolt engages in the threaded hole, the flywheel must be turned opposite normal engine rotation approximately 45 degrees. Then turn the flywheel in the direction of normal rotation until the timing bolt engages with the threaded hole. The reason for this procedure is to make sure the play is removed from the gears when the No. 1 piston is put on top center.

3. Remove the front valve cover from the engine.

Checking No. 1 Inlet and Exhaust Valves (Typical Example)

4. The inlet and exhaust valves for the No. 1 cylinder are fully closed if No. 1 piston is on the "compression stroke" and the rocker arms can be moved by hand. If the rocker arms can not be moved and the valves are slightly open the No. 1 piston is on the "exhaust stroke".

NOTE: When the actual stroke position is identified, and the other stroke position is needed, it is necessary to remove the timing bolt from the flywheel, turn the flywheel counterclockwise 360 degrees, and reinstall the timing bolt.

Electronic injection timing troubleshooting is required if the electronic injection timing is inconsistent or it will not calibrate correctly. If either of these conditions are present, refer to Troubleshooting.

There will be a reduction of horsepower and efficiency of the engine if there is a restriction in the air inlet or exhaust system.

Air flow through the air cleaner must not have a restriction (negative pressure difference measurement between atmospheric air and air that has gone through air cleaner) of more than 6.25 kPa (25 inches of H2O).

Back pressure from the exhaust (pressure difference measurement between exhaust at outlet elbow and atmospheric air) must not be more than 9.96 kPa (40 inches of H2O).

The correct pressure for the inlet manifold is given in the TMI (Technical Marketing Information), or Fuel Setting And Related Information Fiche. Development of this information is done with these conditions: a. 98.02 kPa (29 inches of Hg) (DRY) barometric pressure. b. 29째C (85째F) outside air temperature. c. 35 API rated fuel.

The efficiency of an engine can be checked by making a comparison of the pressure in the inlet manifold with the information given in the TMI (Technical Marketing Information), or Fuel Setting And Related Information Fiche. This test is used when there is a decrease of horsepower from the engine, yet there is no real sign of a problem with the engine.

On a turbocharged and aftercooled engine, a change in fuel rating will also change horsepower and the pressure in the inlet manifold. If the fuel is rated above 35 API, pressure in the inlet manifold can be less than given in the TMI (Technical Marketing Information), or Fuel Setting And Related Information Fiche.

If the fuel is rated below 35 API, the pressure in the inlet manifold can be more than given in the TMI (Technical Marketing Information), or Fuel Setting And Related Information Fiche. Be Sure That The Air Inlet Or Exhaust Does Not Have A Restriction When Making A Check Of Pressure in The Inlet Manifold.

Aftercooler Base - Pressure Test Location (Typical Example) (1) Plug.

Remove plug (1) for inlet manifold air pressure measurement.

Use the 1U5470 Engine Pressure Group to check the pressure in the inlet manifold.

1U5470 Engine Pressure Group

This tool group has a indicator to read pressure in the inlet manifold. Special Instruction, SEHS8907 is with the tool group and gives instructions for its use.

When maintenance is required or if any unusual sound or vibration in the turbocharger is noticed, a quick check of bearing condition can be made with disassembling the turbocharger. This can be done by removing the piping from the turbocharger and inspecting the compressor impeller, turbine wheel and compressor cover. Rotate the compressor and turbine wheel assembly by hand and observe by feeling excess endplay. The rotating assembly should rotate freely with nor rubbing or binding. If there is any indication of the impeller rubbing the compressor cover or the turbine wheel rubbing the turbine housing, replace with a new or rebuilt one.

Endplay is best checked with a dial indicator. Attach a dial indicator with the indicator point on the end of the shaft. Move the shaft from end to end checking endplay.

Refer to the Specifications for the correct endplay dimension. If endplay is more than the maximum allowable the turbocharger cartridge must be replaced.

Pistons or rings that have damage can be the cause of too much pressure in the crankcase. This condition may cause the engine to run rough. There will also be more than the normal amount of fumes (blowby) coming from the crankcase breather. The breather can then become restricted in a very short time, causing oil leakage at gaskets and seals that would not normally have leakage. Other sources of blowby can be worn valve guides or turbocharger seal leakage.

8T2700 Indicator Group

The 8T2700 Indicator Group is used to check the amount of blowby. The test procedure is in Special Instruction, SEHS8712.

An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Removal of the head and inspection of the valves and valve seats is necessary to find those small defects that do not normally cause a problem. Repair of these problems is normally done when reconditioning the engine.

The cylinder head has valve seat inserts and valve guides that can be removed when they are worn or have damage. Replacement of these components can be made with the tools that follow.

Valves Valve removal and installation is easier with use of the 9U7241 Valve Spring Compressor Group and 5S1322 Valve Keeper Inserter.

Valve Seat Inserts Tools needed to remove and install valve seat inserts are in the 6V4805 Valve Insert Puller Group.

Additional tooling needed to install seats are the 9U6898 Driver-Valve Seat (exhaust) and 9U6897 Driver-Valve Seat (inlet). Special Instruction, SMHS7935 gives an explanation for the procedure to remove the valve seat inserts. For easier installation, lower the temperature of the insert before it is installed in the head.

Valve Guides Tools needed to remove and install valve guides are the 9U6895 Driver-Valve Guide and 9U6894 Collar Guide. The counterbore in the driver bushing installs the guide to the correct height. Use a 1P7451 Valve Guide Honing Group to make a finished bore in the valve guide after installation of the guide in the head.

Special Instruction, SMHS7526 gives an explanation for this procedure, Grind the valves after the new

valve guides are installed.

Checking Valve Guide Bores Use the 5P3536 Valve Guide Gauge Group to check the bore of the valve guides. Special Instruction, GMG02562 gives complete and detailed instructions for use of the 5P3536 Valve Guide Gauge Group.

To prevent possible injury, do not use the starting motor to turn the flywheel.

Hot engine components can cause burns. Allow additional time for the engine to cool before measuring valve lash.

The 3406E uses high voltage to the unit injectors. Do not come in contact with the injector terminals while the engine is running.

Disconnect J5/P5.

NOTE: When the valve lash (clearance) is checked, adjustment is NOT NECESSARY if the measurement is in the range given in the chart for Valve Lash Check: Engine Stopped. If the measurement is outside this range, adjustment is necessary. See the chart for Valve Lash Setting: Engine Stopped, and make the setting to the nominal (desired) specifications in this chart.

Valve Lash Check

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 procedure that follows:

1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to Finding Top Center Compression Position for No. 1 Piston.

2. Make an adjustment to the valve lash on the inlet valves for cylinders 1, 2 and 4. Make an adjustment to the valve lash on the exhaust valves for cylinders 1, 3 and 5. Move each valve bridge to minimize the oil film effect prior to taking measurements.

3. After each adjustment, tighten the nut for valve adjustment screw to 30 ¹ 4 N¡m (22 ¹ 3 lb ft), and check the adjustment again.

4. Remove the timing bolt and turn the flywheel 360 degrees in the direction of engine rotation. This will put No. 6 piston at top center (TC) on the compression stroke. Install the timing bolt in the flywheel.

5. Make an adjustment to the valve lash on the inlet valves for cylinders 3, 5, and 6. Make an adjustment to the valve lash on the exhaust valves for cylinders 2, 4, and 6.

6. Remove the timing bolt from the flywheel when all adjustments to the valve clearances have been made.

7. Recheck valve lash on all six cylinders after initial setting.

Cylinder and Valve Location

Pressure Regulating Valve (Typical Illustration) (1) Adjustment screw.

(2) Regulator inlet.

(3) Regulator outlet.

To check and adjust the pressure regulating valve, use the procedure that follows: 1. Drain the line to the pressure regulating valve or drain the air storage tank.

2. Disconnect the regulator from the starting control valve.

3. Connect an 8T0849 Pressure Indicator to regulator outlet (3).

4. Put air pressure in the line or tank.

5. Check the pressure.

6. Adjust the pressure regulating valve to ... 690 to 1030 kPa (100 to 150 psi) 7. Remove the air pressure from the line or tank.

8. Remove the 8T0849 Pressure Indicator and connect the air pressure regulator to the line to the air starting motor.

Each engine application will have to be inspected to get the most acceptable starting results. Some of the

factors that affect regulating valve pressure setting are: attachment loads pulled by engine during starting, ambient temperature conditions, oil viscosity, capacity of air reservoir, and condition of engine (new or worn).

The advantage of setting the valve at the higher pressures is increased torque for starting motor and faster rotation of engine. The advantage of setting the valve at the lower pressure is longer time of engine rotation for a given capacity of supply air.

Always use an air line lubricator with these air starting motors.

For temperatures above 0째C (32째F), use nondetergent 10W engine oil.

For temperatures below 0째C (32째F), use air tool oil.

Components Of The Air Starting Motor (Typical Example)

(1) Motor housing cover.

(2) Plug.

(3) Plug.

(3A) Plug.

(6) Bolt (cap screw).

(7) Lockwasher.

(8) Gasket.

(9) Rotor rear bearing.

(10) Bearing retainer.

(11) Rear end plate.

(12) Cylinder.

(13) Dowel.

(14) Rotor vane.

(15) Rotor.

(16) Front end plate.

(17) Rotor front bearing.

(18) Motor housing.

(19) Gear case gasket.

(20) Rotor pinion.

(21) Rotor pinion retainer.

(22) Gear case.

(23) Bearing rejecting washer.

(24) Rear bearing (for the drive shaft).

(25) Drive gear.

(25A) Thrust washer.

(26) Key (for the drive gear).

(27) Front bearing (for the drive shaft).

(28) Gear case cover.

(29) Grease seal (for the drive shaft).

(30) Cover seal.

(31) Piston seal.

(32) Bolt.

(33) Lockwasher.

(34) Drive shaft.

(35) Drive shaft collar.

(36) Piston.

(36A) Piston ring.

(37) Shift ring.

(38) Shift ring retainer.

(39) Shift ring spacer.

(40) Piston return spring.

(41) Return spring seat.

(42) Starting drive (pinion).

(43) Lockwasher.

(44) Bushing or the bolts.

(45) Drive housing.

(46) Drive housing bushing.

(47) Oiler felt (for the bushing).

(48) Oiler plug.

Rear View Of The Cylinder And Rotor For Clockwise Rotation (12) Cylinder.

(12A) Air inlet passages.

(12B) Dowel hole.

(15) Rotor.

Air Starting Motor (Typical Example) (6) Bolt (cap screw) (12) Cylinder.

(15) Rotor.

(16) Front end plate.

(22) Gear case.

(25) Drive gear.

(28) Gear case cover.

(29) Grease seal.

(32) Bolt.

(34) Drive shaft.

(35) Drive shaft collar.

(42) Starting drive (pinion).

(45) Drive housing.

(49) Deflector (air outlet).

The cylinder (12) must be assembled over the rotor (15) and on the front end plate (16) so the dowel hole (12B) and the air inlet passages (12A) for the air are as shown in the rear view illustration of the cylinder and rotor. If the installation is not correct, the starting drive (42) will turn in the wrong direction.

Tighten the bolts (6) of the rear cover in small increases of torque for all bolts until all bolts are tight 30 卤 5 N路m (22 卤 4 lb ft).

Put a thin layer of lubricant on the lip of the grease seal (29) and on the outside of the drive shaft collar (35), for installation of drive shaft (34). After installation of the shaft through the gear case cover (28) check the lip of the grease seal (29). It must be turned correctly toward the drive gear (25). If the shaft turned the seal lip in the wrong direction, remove the shaft and install again. Use a tool with a thin point to turn the seal lip in the correct direction.

Tighten the bolts (32) of the drive housing in small increases of torque for all bolts until all bolts are tight 11.3 N路m (8 lb ft).

Check the motor for correct operation. Connect an air hose to the air inlet and make the motor turn slowly. Look at the starting drive (42) from the front of the drive housing (45). The pinion must turn clockwise.

Connect an air hose to the small hole with threads in the drive housing (45), nearer the gear case (22).

When a little air pressure goes to the drive housing, the starting drive (42) must move forward to the engaged position.

One of the problems in the list that follows will generally be an indication of a problem in the lubrication system for the engine. * Too Much Oil Consumption * Oil Pressure is Low * Oil Pressure is High * Too Much Bearing Wear * Increased Oil Temperature

Oil Leakage On Outside Of Engine Check for leakage at the seals at each end of the crankshaft. Look for leakage at the oil pan gasket and all lubrication system connections. Check to see if oil comes out of the crankshaft breather. This can be caused by combustion gas leakage around the pistons. A dirty crankcase breather will cause high pressure in the crankcase, and this will cause gasket and seal leakage.

Oil Leakage Into Combustion Area of Cylinders Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are four possible ways for oil leakage into the combustion area of the cylinders.

1. Oil leakage between worn valve guides and valve stems.

2. Worn or damaged piston rings, or dirty oil return holes

3. Compression ring and/or intermediate ring not installed correctly.

4. Oil leakage past the seal rings in the impeller end of the turbocharger shaft.

Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thin viscosity can be caused by fuel leakage into the crankcase, or by increased engine temperature.

An oil pressure indicator that has a defect can give an indication of low oil pressure.

The 1U5470 Engine Pressure Group can be used to check engine oil pressure.

1U5470 Engine Pressure Group

This tool group has an indicator to read oil pressure in the engine. Special Instruction, SEHS8907 is with the tool group and gives instructions for the test procedure.

1. Be sure that the engine is filled to the correct level with SAE 10W30 or 15W40 oil. If any other viscosity of oil is used, the information in the Engine Oil Pressure Graph does not apply.

Oil Manifold (Right Side Of Engine) (1) Pressure test location.

2. Connect the 1U5470 Engine Pressure Group to the main oil manifold at pressure test location (1).

3. Operate the engine to get it up to normal operating temperature.

4. Keep the oil temperature constant with the engine at its rated rpm, and read the pressure indicator.

NOTE: Make sure engine oil temperature does not go above 115째C (239째F).

5. On the Engine Oil Pressure Graph, find the point that the lines for engine rpm and oil pressure intersect (connect).

Engine Oil Pressure Graph

6. If the results do not fall within the "ACCEPTABLE" pressure range given in the graph, find the cause and correct it. 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, kept at regular intervals, can be used as an indication of possible engine problems or damage. If there is a sudden increase or decrease of 70 kPa (10 psi) in oil pressure, even though the pressure is in the "ACCEPTABLE" range on the graph, the engine should be inspected

and the problem corrected.

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

Engine Oil Pump Does Not Work Correctly The inlet screen of the supply tube for the engine oil pump can have a restriction. This will cause cavitation (low pressure bubbles suddenly made in liquids by mechanical forces) and a loss of oil pressure.

Air leakage in the supply side of the engine oil pump will also cause cavitation and loss of oil pressure. If the bypass valve for the engine oil pump is held in the open (unseated) position, the lubrication system can not get to a maximum pressure. Engine oil pump gears that have too much wear will cause a reduction in oil pressure.

Engine Oil Filter Bypass Valves If the bypass valve for the engine oil filter is held in the open position (unseated) because the engine oil filter has a restriction, a reduction in oil pressure can result. To correct this problem remove and clean the bypass valve and bypass valve bore. Install a new engine oil filter to be sure that no more debris makes the bypass valve stay open.

Too Much Clearance At Engine Bearings Or Open Lubrication System (Broken Or Disconnected Oil Line Or Passage) Components that are worn and have too much bearing clearance can cause oil pressure to be low. Low oil pressure can also be caused by an oil line or oil passage that is open, broken or disconnected.

Piston Cooling Jets When the engine is operated, piston cooling jets direct oil toward the bottom of the piston to lower piston and ring temperatures. If there is a failure of one of the piston cooling jets, or it is bent in the wrong direction, seizure of the piston will be caused in a very short time.

Use the 5P8709 Piston Tool Group to check and adjust the alignment of piston cooling jets.

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

When some components of the engine show bearing wear in a short time, the cause can be a restriction in an oil passage.

If the indicator for oil pressure shows enough oil pressure, but a component is worn because it can not get enough lubrication, look at the passage for oil supply to the component. A restriction in a supply passage will not let enough lubrication get to a component, and this will cause early wear.

Look for a restriction in the oil passages of the engine oil cooler. If the engine oil cooler has a restriction, the oil temperature will be higher than normal when the engine is operated. The oil pressure of the engine will not get low just because the engine oil cooler has a restriction.

Also check the engine oil cooler bypass valve to see if it is held in the open position (unseated). This condition will let oil through the valve instead of the engine oil cooler, and oil temperature will increase.

This engine has a pressure type cooling system. A pressure type cooling system gives two advantages. The first advantage is that the cooling system can have safe operation at a temperature that is higher than the normal boiling (steam) point of water. The second advantage is that this type system prevents cavitation (low pressure bubbles suddenly made in liquids by mechanical forces) in the water pump. With this type system, it is more difficult for an air or steam pocket to be made in the cooling system.

The cause for increased engine temperature is generally because regular inspections of the cooling system were not made. Make a visual inspection of the cooling system before a test is made with test equipment.

1. Check coolant level in the cooling system.

2. Look for leaks in the system.

NOTE: Water pump seals. A small amount of coolant leakage across the surface of the "face-type" seals is normal, and required, to provide lubrication for this type of seal. A hole is provided in the water pump housing 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. Replace the water pump seals only if a large amount of leakage, or a constant flow of coolant is observed draining from the water pump housing.

3. Remove one or two plates to perform an inspection.

4. Check for sediment, algae, mineral deposits, the condition of the gaskets and any damage to the plates.

5. Test for air or combustion gas in the cooling system.

6. Inspect the filler cap and the surface that seals the cap. This surface must be clean.

Remember that temperature and pressure work together. When a diagnosis is made of a cooling system problem, temperature and pressure must both be checked. Cooling system pressure will have an effect on cooling system temperatures. For an example, look at the chart to see the effect of pressure and height above sea level on the boiling (steam) point of water.

Test Tools For Cooling System

4C6500 Digital Thermometer Group

The 4C6500 Digital Thermometer Group is used in the diagnosis of overheating (engine hotter than normal) or overcooling (engine cooler than normal) problems. This group can be used to check temperatures in several different parts of the cooling system. The testing procedure is in Operating Manual, NEHS0554.

8T2700 Blowby/Air Flow Indicator Group

The 8T2700 Blowby/Air Flow Indicator Group is used to check the air flow through the radiator core. The test procedure is in Special Instruction, SEHS8712.

9U7400 Multitach Group

The 9U7400 Multitach Group is used to check the fan speed. The testing procedure is in Special Instruction, NEHS0605.

9S8140 Cooling System Pressurizing Pump Group

The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressure check the cooling system for leaks.

DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot coolant can cause severe burns.

Make Proper Antifreeze Additions Adding pure antifreeze as a makeup solution for cooling system top-off is an unacceptable practice. It increases the concentration of antifreeze in the cooling system which increases the concentration of dissolved solids and undissolved chemical inhibitors in the cooling system. Add antifreeze mixed with acceptable water to the same freeze protection as your cooling system. Use the chart as follows to assist in determining the concentration of antifreeze to use.

Checking Pressure Cap

One cause for a pressure loss in the cooling system can be a defective seal on the radiator pressure cap.

DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot coolant can cause severe burns.

After the engine is cool, loosen the pressure cap and let the pressure out of the cooling system. Then remove the pressure cap.

Typical Schematic Of Pressure Cap (A) Sealing surface of cap and radiator.

Inspect the pressure cap carefully. Look for damage to the seal or to the surface that seals. Any foreign material or deposits on the cap, seal or surface that seals, must be removed.

The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressure check the cooling system for leaks.

DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot coolant can cause severe burns.

To check the pressure cap for the pressure that makes the pressure cap open, use the procedure that follows:

1. Remove the pressure cap from the radiator.

2. Put the pressure cap on the 9S8140 Cooling System Pressurizing Pump Group.

3. Look at the indicator for the exact pressure that makes the pressure cap open.

4. Make a comparison of the reading on the indicator with the correct pressure at which the pressure cap must open.

NOTE: The correct pressure that makes the pressure cap open is on the pressure cap and is also in the Specifications module.

5. If the pressure cap is defective, install a new pressure cap.

Indicator For Water Temperature

Water Temperature Connection (Top View Of Engine) (1) Plug.

If the engine gets too hot and a loss of coolant is a problem, a pressure loss in the cooling system could be the cause. If the indicator for water temperature shows that the engine is getting too hot, look for coolant leakage. If a place can not be found where there is coolant leakage check the accuracy of the indicator for water temperature. A temperature indicator of known accuracy can be connected at the location for plug (1) to make this check. Also, the 4C6500 Digital Thermometer Group or the 2F7112 Thermometer and 6B5072 Bushing can be used.

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

Water Temperature Indicator

Start the engine and run it until the temperature is at the desired range according to the test indicator or thermometer. If necessary, put a cover over part of the radiator or cause a restriction of the coolant flow.

The reading on the indicator for water temperature must be the same as the test indicator or thermometer within the tolerance range in the chart.

Water Temperature Regulators 1. Remove the regulator from the engine.

2. Heat water in a pan until the temperature is 92째C (198째F). Move the water around in the pan to make it all the same temperature.

3. Hang the regulator in the pan of water. The regulator must be below the surface of the water and it must be away from the sides and bottom of the pan.

4. Keep the water at the correct temperature for ten minutes.

5. After ten minutes, remove the regulator and immediately measure the distance the regulator has opened. The distance must be a minimum of 10.40 mm (.409 in).

6. If the distance is less than 10.40 mm (.409 in), make a replacement of the regulator.

Right Side Of Engine (Typical Example) (1) Plug.

Top View Of Engine (Typical Example) (2) Plug.

Water pump outlet pressure can be checked on the water manifold assembly. This check will determine if the water pump is operating correctly.

Remove plug (1) from water manifold assembly. Install the 6V7775 Pressure Indicator in the port and measure the pump pressure. The water pump pressure should be 100 to 125 kPa (15 to 18 psi).

A change in pressure can be measured between plug (1) on the water manifold assembly and plug (2) on the inlet side of the water pump.

Use the 7M3978 Piston Ring Expander to remove or install piston rings.

Use the 5P3526 Piston Ring Compressor to install pistons into cylinder block.

Tighten the connecting rod nuts in the step sequence that follows: 1. Put 4C5593 Anti-Seize Compound on bolt threads and contact surfaces of the bolt head.

2. Tighten all bolts to 90 ± 8 N·m (66 ± 6 lb ft).

3. Put an alignment mark on each cap and bolt.

4. Tighten each bolt an additional 90 ± 5 degrees (1/4 turn).

The connecting rod bearings fit tightly in the bore in the rod. If bearing joints or backs are worn (fretted), check bore size. This can be an indication of wear because of a loose fit.

Connecting rod bearings are available with 0.63 mm (.025 in) and 1.27 mm (.050 in) smaller inside diameter than the original size bearings. These bearings are for crankshafts that have been "ground" (made smaller than the original size).

Main bearings are available with a larger outside diameter than the original size bearings. These bearings are for cylinder blocks that have had the bore for the main bearings "bored" (made larger than the original size). The size available is 0.63 mm (.025 in) larger outside diameter than the original size bearings.

1P3537 Dial Bore Gauge Group

The bore in the block for main bearings can be checked with the main bearing caps installed without bearings. Tighten the nuts that hold the caps to the torque shown in the Specifications module. Alignment error in the bores must not be more than 0.08 mm (.003 in). Special Instruction, SMHS7606 gives instructions for the use of 1P4000 Line Boring Tool Group for alignment of the main bearing bores. The 1P3537 Dial Bore Gauge Group can be used to check the size of the bores. Special Instruction, GMG00981 is with the group.

NOTE: This procedure alleviates the need for the "H" bar to hold down liners during projection measurements.

(1) Install clean liners or cylinder packs (without the filler band or the rubber seals), spacer plate gasket and clean spacer plate.

(2) Install bolts and washers, as indicated previously, in the holes. Install all bolts or the six bolts around the liner. Tighten the bolts to a torque of ... 95 N路m (70 lb ft).

(3) Use the 8T0455 Liner Projection Tool Group to measure liner projection at positions indicated with and A, B, C and D. Record measurements for each cylinder. Add the four readings for each cylinder and divide by four to find the average.

4. The cylinder liner specifications are as follows: Liner projection ... 0.025 to 0.152 0 mm (.0010 to .0060 in) Maximum variation in each cylinder ... 0.051 mm (.0020 in) Maximum average variation between adjacent cylinders ... 0.051 mm (.0020 in) Maximum variation between all cylinders ... 0.102 mm (.0040 in) 5. If the liner projections are all below the specifications or low in range, 0.025 mm (.0010 in) or 0.051 mm (.0020 in), try using a thinner spacer plate (138-9381). These plates are 0.076 mm (.0030 in) thinner than the regular plate and they will increase the liner projection, thus increasing the fire ring crush. Use these spacer plates to compensate for low liner projections that are less than 0.076 mm (.0030 in) or 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 (.0030 in).

NOTE: Do not exceed the maximum liner projection of 0.152 mm (.006 in). Excessive liner projection will contribute to liner flange cracking.

6. With the proper liner projection, mark the liners in the proper position and set them aside.

7. When the engine is ready for final assembly, the O-ring seals, cylinder block and upper filler band must be lubricated before installation.

NOTE: Apply liquid soap and/or clean engine oil immediately before assembly. If applied too early, the filler bands may swell and be pinched under the liners during installation.

Face Run Out (Axial Eccentricity) Of The Flywheel Housing

8T5096 Dial Indicator Group Installed (Typical Example)

If any method other than given here is used, always remember bearing clearance must be removed to get correct measurements.

1. Fasten a dial indicator to the flywheel so the anvil of the indicator will touch the face of the flywheel housing.

2. Put a force on the crankshaft toward the rear before the indicator is read at each point.

Checking Face Runout Of The Flywheel Housing

3. With dial indicator set at "0" (zero) at location (A), turn the flywheel and read the indicator at locations (B), (C) and (D).

4. The difference between lower and higher measurements taken at all four points must not be more than 0.38 mm (.015 in), which is the maximum permissible face run out (axial eccentricity) of the flywheel housing.

Bore Runout (Radial Eccentricity) Of The Flywheel Housing 1. Fasten the dial indicator as shown so the anvil of the indicator will touch the bore of the flywheel housing.

2. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft up against the top of the bearing. Write the measurement for bearing clearance on line 1 in column (C) in the Chart For Dial Indicator Measurements.

8T5096 Dial Indicator Group Installed (Typical Example)

NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation (signs).

This notation is necessary for making the calculations in the chart correctly.

3. Divide the measurement from Step 2 by 2. Write this number on line 1 in columns (B) & (D).

4. Turn the flywheel to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).

5. Turn the flywheel counterclockwise to put the dial indicator at (B). Write the measurements in the chart.

Checking Bore Runout Of The Flywheel Housing

6. Turn the flywheel counterclockwise to put the dial indicator at (C). Write the measurement in the chart.

7. Turn the flywheel counterclockwise to put the dial indicator at (D). Write the measurement in the chart.

8. Add lines I & II by columns.

9. Subtract the smaller number from the larger number in line III in columns (B) & (D). The result is the horizontal eccentricity (out of round). Line III, column (C) is the vertical eccentricity.

10. On the graph for total eccentricity, find the point of intersection of the lines for vertical eccentricity and horizontal eccentricity.

11. If the point of intersection is in the range marked "Acceptable", the bore is in alignment. If the point of intersection is in the range marked "Not Acceptable", the flywheel housing must be changed.

Graph For Total Eccentricity (1) Total Vertical Eccentricity [mm (in)].

(2) Total Horizontal Eccentricity [mm (in)].

(3) Acceptable.

(4) Not Acceptable.

Face Runout (Axial Eccentricity) Of The Flywheel 1. Install the dial indicator as shown. Always put a force on the crankshaft in the same direction before the indicator is read so the crankshaft end clearance (movement) is always removed.

Checking Face Runout Of The Flywheel (Typical Example)

2. Set the dial indicator to read "0" (zero).

3. Turn the flywheel and read the indicator every 90 degrees.

4. The difference between the lower and higher measurements taken at all four points must not be more than 0.15 mm (.006 in), which is the maximum permissible face runout (axial eccentricity) of the flywheel.

Bore Runout (Radial Eccentricity) Of The Flywheel

Checking Bore Runout Of The Flywheel (Typical Example) (1) 7H1945 Holding Rod (2) 7H1645 Holding Rod (3) 7H1942 Indicator (4) 7H1940 Universal Attachment

1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makes contact as shown.

2. Set the dial indicator to read "0" (zero).

3. Turn the flywheel and read the indicator every 90 degrees.

4. The difference between the lower and higher measurements taken at all four points must not be more than 0.15 mm (.006 in), which is the maximum permissible bore runout (radial eccentricity) of the flywheel.

5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not exceed 0.13 mm (.005 in).

Checking Flywheel Clutch Pilot Bearing Bore

Rubber Damper (If Equipped)

Rubber Vibration Damper (1) Crankshaft.

(2) Ring.

(3) Rubber ring.

(4) Hub. (5) Alignment marks.

The hub (4) and ring (2) are isolated by a rubber ring (3). The vibration damper has alignment marks (5) on the hub and the ring. These marks give an indication of the condition of the vibration damper.

Damage to or failure of the damper will increase vibrations and result in damage of the crankshaft.

The force from combustion in the cylinders will cause the crankshaft to twist. This is called torsional vibration. If the vibration is too great, the crankshaft will be damaged. The vibration damper limits the torsional vibrations to an acceptable amount to prevent damage to the crankshaft.

The vibration damper has alignment marks on the hub and ring. These marks give an indication of the condition of the vibration damper. If the marks are not in alignment, the rubber part (between the ring and the hub) of the vibration damper has had a separation from the ring and/or hub. If the marks are not in alignment, install a new vibration damper.

A used vibration damper can have a visual wobble (movement to the front and then to the rear when in rotation) on the outer ring and still not need replacement, because some wobble of the outer ring is normal. To see if the amount of wobble is acceptable, or replacement is necessary, check the damper with the procedure that follows: 1. Install the dial indicator group. The contact point must be perpendicular (at a 90 degree angle) to the face of the outer ring of the damper, and must make contact approximately at the center of the outer ring.

2. Push on the front end of the crankshaft so the endplay (free movement of the centerline) is removed.

Keep the crankshaft pushed back until the measurement finished.

3. Adjust the dial indicator to zero.

4. Turn the crankshaft 360 degrees and watch the dial indicator. A total indicator reading of 0.00 to 2.03 mm (.000 to .080 in) is acceptable.

Viscous Damper (If Equipped)

Cross Section of Vibration Damper (1) Crankshaft.

(2) Weight.

(3) Case.

The vibration damper is installed on the front of crankshaft (1). The damper has a weight (2) in a case (3).

The space between the weight and the case is filled with thick fluid. The weight moves in the case to limit the torsional vibration.

If the damper is leaking, bent or damaged, or if the bolt holes in the damper are loose fitting, replace the damper. Replacement of the damper is also needed at the time of a crankshaft failure due to torsional forces.

NOTICE Inspect the viscous damper for signs of leakage or a dented (damaged) case (3). Either condition can cause weight (2) to make contact with case (3) and affect damper operation.

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 tight, and the battery must be fully charged.

If the on-engine test shows a defect in a component, remove the component for more testing.

The service manual Testing & Adjusting Electrical Components, REG00636 has complete specifications and procedures for the components of the starting circuit and the charging circuit.

The 4C4911 Battery Load Tester is a portable unit in a metal case for use under field conditions and high temperatures. It can be used to load test all 6, 8 and 12V batteries. This tester has two heavy-duty load cables that can easily be fastened to the battery terminals. A load adjustment knob on the top permits the current being drawn from the battery to be adjusted to a maximum of 1000 amperes. The tester is cooled by an internal fan that is automatically activated when a load is applied.

The tester has a built in LCD digital voltmeter and amperage meter. The digital voltmeter accurately measures the battery voltage at the battery through tracer wires buried inside the load cables. The digital amperage meter accurately displays the current being drawn from the battery under test.

NOTE: Make reference to Operating Manual, SEHS9249 for more complete information for use of the 4C4911 Battery Load Tester.

8T0900 AC/DC Clamp-On Ammeter

The 8T0900 AC/DC Clamp-On Ammeter is a completely portable, self-contained instrument that allows electrical current measurements to be made without breaking the circuit or disturbing the insulation on conductors. A digital display is located on the ammeter for reading current directly in a range from 1 to 1200 amperes. If an optional 6V6014 Cable is connected between this ammeter and one of the digital multimeters, current readings of less than 1 ampere can then be read directly from the display of the multimeter.

A lever is used to open the jaws over the conductor [up to a diameter of 19 mm (.75 in)], and the spring loaded jaws are then closed around the conductor for current measurement. A trigger switch that can be locked in the ON or OFF position is used to turn on the ammeter. When the turn-on trigger is released, the last current reading is held on the display for five seconds. This allows accurate measurements to be taken in limited access areas where the digital display is not visible to the operator. A zero control is provided for DC operation, and power for the ammeter is supplied by batteries located inside the handle.

NOTE: Make reference to Special Instruction, SEHS8420 for more complete information for use of the 8T0900 Clamp-On Ammeter.

6V7070 Heavy-Duty Digital Multimeter

The 6V7070 Heavy-Duty Digital Multimeter is a completely portable, hand held instrument with a digital display. This multimeter is built with extra protection against damage in field applications, and is equipped with seven functions and 29 ranges. The 6V7070 Multimeter has an instant ohms indicator that permits continuity checks for fast circuit inspection. It also can be used for troubleshooting small value capacitors.

NOTE: Make reference to Special Instruction, SEHS7734 for more complete information for use of the 6V7070 Heavy-Duty Digital Multimeter.

Never disconnect any charging unit circuit or battery circuit cable from 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. Damage to the charging unit can result if the connections (either positive or negative) between the battery and charging unit are broken while the charging unit is in operation. This is because the battery load is lose and there is an increase in charging voltage. High voltage can damage, not only the charging unit, but also the regulator and other electrical components.

Use the 4C4911 Battery Load Tester, the 8T0900 Clamp-On Ammeter and the 6V7070 Heavy-Duty Digital Multimeter to load test a battery that does not hold a charge when in use. See Special Instruction, SEHS8268 for the correct procedure and specifications to use.

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 (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 (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, again make a test to give proof that the units are repaired to their original condition of operation.

Before the start of on-engine testing, the charging system and battery must be checked as shown in the Steps that follow: 1. Battery must be at least 75 percent (1.225 Sp Gr) fully charged and held tightly in place. The battery holder must not put too much stress on the battery.

2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables must be free of corrosion and have cable support clamps 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 to be sure they are free of grease and oil and have the ability to operate the charging unit.

Alternator Regulator

When an alternator is charging the battery too much or not enough, the charging rate of the alternator should be checked. Make reference to the Specifications module to find all testing specifications for the alternators and regulators.

Alternator (Typical Example) (1) Ground terminal.

(2) Pulley nut.

No adjustment can be made to change the rate of charge on the alternator regulators. If rate of change is not correct, a replacement of the regulator is necessary.

Alternator Pulley Nut Tightening Tighten nut that holds the pulley to a torque of 102 ¹ 7 N¡m (75 ¹ 5 lb ft) with the tools shown.

Tools To Tighten Alternator Pulley Nut (1) 8T9293 Torque Wrench.

(2) 8S1588 Adapter (1/2 inch female to 3/8 inch male).

(3) 2P8267 Socket Assembly.

(4) 8H8517 Combination Wrench (1 1/8 inch).

(5) 8T5314 Socket.

Use the multimeter in the DCV range to find starting system components which do not function.

Move the start control switch to activate the starting solenoid. Starting solenoid operation can be heard as the pinion of the starting motor is engaged with the ring gear on the engine flywheel.

If the solenoid for the starting motor will not operate, it is possible that the current from the battery did not get to the solenoid. Fasten one lead of the multimeter to the connection (terminal) for the battery cable on the solenoid. Put the other lead to a good ground. A zero reading is an indication that there is a broken circuit from the battery. More testing is necessary when there is a voltage reading on the multimeter.

The solenoid operation also closes the electric circuit to the motor. Connect one lead of the multimeter to the solenoid connection (terminal) that is fastened to the motor. Put the other lead to a good ground.

Activate the starting solenoid and look at the multimeter. A reading of battery voltage shows the problem is in the motor. The motor must be removed for further testing. A zero reading on the multimeter shows that the solenoid contacts do not close. This is an indication of the need for repair to the solenoid or an adjustment to be made to the starting pinion clearance.

Make a test with one multimeter lead fastened to the connection (terminal) for the small wire at the solenoid and the other lead to the ground. Look at the multimeter and activate the starting solenoid. A voltage reading shows that the problem is in the solenoid. A zero reading is an indication that the problem is in the start switch or the wires for the start switch.

Fasten one multimeter lead to the start switch at the connection (terminal) for the wire from the battery.

Fasten the other lead to a good ground. A zero reading indicates a broken circuit from the battery. Make a

check of the circuit breaker and wiring. If there is a voltage reading, the problem is in the start switch or in the wires for the start switch.

A starting motor that operates too slow can have an overload because of too much friction in the engine being started. Slow operation of the starting motor can also be caused by a short circuit, loose connections and/or dirt in the motor.

Pinion Clearance Adjustment When the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be made with the starting motor removed.

Connection For Checking Pinion Clearance (Typical Example) (1) Connector (from MOTOR terminal on solenoid to motor).

(2) SW terminal (3) Ground terminal.

1. With the solenoid installed on the starting motor, remove connector (1).

2. Connect a battery, of the same voltage as the solenoid, to the SW terminal (2).

3. Connect the other side of the battery to ground terminal (3).

4. Connect for a moment a wire from the solenoid connection (terminal) marked MOTOR to the ground connection (terminal). The pinion will shift to crank position and will stay there until the battery is disconnected.

Pinion Clearance Adjustment (Typical Example) (4) Nut. (5) Pinion.

(6) Pinion clearance.

5. Push the pinion toward the commutator end to remove free movement.

6. Pinion clearance (6) must be 8.3 to 9.9 mm (.33 to .39 in).

7. To adjust pinion clearance, remove plug and turn nut (4).

8. After the adjustment is completed, install the plug over nut (4) and install connector (1) between the MOTOR terminal on the solenoid and the starting motor.