LERV0928-01

INSTRUCTOR GUIDE

3600 FAMILY OF DIESEL ENGINES

MASTER MECHANIC

SLIDESHOW

LERV0928-01
Instructor Guide

Introduction

Lesson 1

1-2

1999

Slide 1-2
Introduction to the
3600 Family of
Diesel Engines

INTRODUCTION TO THE 3600 FAMILY OF DIESEL ENGINES

The Caterpillar 3600 Family of Diesel Engines training manual is intended to be a
basic level class in 3600 diesel engines. The material in this manual identifies
components, covers the basic operation of the engine systems and goes through
disassembly, assembly and adjusting procedures for the major areas of the engines.
Many of the views in the disassembly and assembly, and adjustments sections of this
manual came from photographs of a 3606 engine. The system functions, disassembly
and assembly procedures and component adjustments are the same or similar for all of
the 3600 engine models.
This manual can be used by an instructor to teach the information or it can be used by
an individual as a self-teaching guide.

Slide 1-3
3606/3608 Engines

4 engine models
6 & 8 cyl. are in-line

There are four models in the 3600 diesel engine family. The 6 and
8 cylinder engines are in-line engines.

LERV0928-01
Instructor Guide

Introduction

Lesson 1

1-3

1999

Slide 1-4
3612/3616 Engines

12 & 16 cyl. are Vee

The 12 and 16 cylinder engines are Vee engines.

Slide 1-5 3600 Diesel Engine Specifications

All engines:
280 mm Bore
300 mm Stroke

The 280 mm bore and 300 mm stroke are the same with all the
diesel engines. Only the displacement varies with the number of
cylinders.

Introduction

LERV0928-01
Instructor Guide

1-4

Slide 1-6 In-line Engine: Left Side View

IN-LINE ENGINES
Left side engine
components

Looking at the left side of the In-line engine we see the:

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.

exhaust manifolds
air shutoff
aftercooler
air inlets to the cylinder heads
fuel filter covers (left hand service)
oil filter covers (left hand service)
fuel transfer pump
fuel priming pump
centrifugal oil filters
mounting feet
air starter

Lesson 1
1999

LERV0928-01
Instructor Guide

Introduction
1-5

Lesson 1
1999

Slide 1-7 In-line Engine: Right Side View

Right side engine
components

Governor mount
Governor drive
Control housing
Rack stop screw

On the right side we see the:

1. breathers mounted on 2 of the valve covers
2. fuel manifolds
3. fuel lines to the cylinder heads
4. camshaft access covers
5. crankcase explosion relief valves
6. engine barring device
7. governor
8. linkage control housing (control house)
9. turbocharger
10. fuel pressure control valve
The governor is mounted at the right rear of the engine on the top
of the rear gear housing and is driven by the camshaft through an
angle gear drive. The output of the governor couples to the
control housing through a linkage system. The control housing
contains the full load limit (rack stop) screw. A number of
optional governors are available for the 3600 engines.

LERV0928-01
Instructor Guide

Introduction
1-6

Slide 1-8 In-line Engine: Front View

Front engine
components

On the front of the In-line engine we see the:

1. oil temperature regulators (thermostats)
2. oil coolers
3. oil filters
4. oil filter control valve
5. lube system priority valve and pressure relief valve
6. oil pump
7. oil pump suction line with a removable screen
8. air driven prelube pump
9. aftercooler and oil cooler water pump
10. engine jacket water pump
11. sea water pump
12. vibration damper (behind the damper guard)

Lesson 1
1999

LERV0928-01

Introduction

Instructor Guide

1-7

Lesson 1
1999

Slide 1-9 In-line Engine: Rear View

Rear engine
components

At the rear of the In-line engine we see the:

1. inlet air silencer
2. flywheel
3. air starter pinion

Inlet silencer

The inlet air silencer is used only when the engine is operating in
an engine room having filtered ventilation air. The filtered
ventilation air must meet the same cleanliness requirements of air
from an air filter. The silencer cannot be used in place of an air
filter.

Introduction

LERV0928-01
Instructor Guide

1-8

Slide 1-10 Vee Engine: Left Side View

Vee Engines

VEE ENGINES

Left side engine

components

Looking at the left side of the Vee engine we see the:

1. left turbocharger and exhaust connections
2. exhaust manifolds
3. valve cover mounted breathers
4. lifting brackets
5. fuel manifolds
6. fuel lines to the cylinder heads
7. fuel filter covers (left hand service)
8. oil filter covers (left hand service)
9. fuel transfer pump
10. jacket water inlet from the water pump
11. crankcase explosion relief valves
12. air starters
13. mounting feet

Lesson 1
1999

LERV0928-01
Instructor Guide

Introduction

Lesson 1

1-9

1999

Slide 1-11 Vee Engine: Right Side View

Right side engine

components

Looking at the right side of the Vee engine we also see the:
1. water manifolds
2. 3161 governor
3. governor drive
4. fuel linkage control housing (control house)
5. fuel pressure control valve
6. jacket water inlet line
7. camshaft access covers
8. centrifugal oil filters
9. engine mounting foot
10. manual barring device

Governor
Governor support &
drive

The governor mounts on the rear of the right-hand side of the

engine and is driven by the camshaft through an angle drive in
the governor support.

Introduction

LERV0928-01
Instructor Guide

1 - 10

Lesson 1
1999

Slide 1-12 Vee Engine: Top Front View

Top engine
components

The exhaust manifolds (5) are located in the Vee and are
segmented for serviceability. Other components located in the Vee
include the:
1.
2.
3.
4.
5.

two section aftercooler

air shutoff
water manifolds
jacket water temperature regulators
exhaust manifolds

LERV0928-01
Instructor Guide

Introduction
1 - 11

Slide 1-13 Vee Engine: Front View

Front engine
components

Located on the front of the engine are the:

1. oil temperature regulators
2. oil coolers
3. oil filters
4. oil filter control valve
5. lube system priority valve and pressure relief valve
6. oil pump
7. aftercooler and oil cooler water pump
8. jacket water pump
9. jacket water crossover feed line
10. sea water pump
11. vibration dampers

Lesson 1
1999

LERV0928-01
Instructor Guide

Introduction
1 - 12

Slide 1-14 Vee Engine: Rear View

Rear engine
components

At the rear of the Vee engines we see:

1. the inlet air silencers
2. the flywheel

Lesson 1
1999

Lubrication System

LERV0928-01
Instructor Guide

2-1

Slide 2-1 Lubrication System

Lubrication System

SLIDESHOW

Lesson 2
1999

LERV0928-01
Instructor Guide

Lubrication System
2-2

Lesson 2
1999

Slide 2-2 Lubrication System Schematic

Oil flow: Oil pan to
screen to oil pump
or prelube pump

Oil is pulled from the oil pan, and through a screen or strainer by
the main oil pump or the prelube pump. Some applications may
use an external oil sump and strainer in place of the engine
External sump and
mounted oil pan and screen. Unfiltered pressurized oil moves
strainer acceptable
from the oil pump to the oil temperature regulators, the oil
Oil pump to oil temp.
coolers, the priority valve and to the centrifugal oil filters. Oil
regulators, oil
coolers, priority
valve, centrifugal oil will flow through the centrifugal oil filters when the system
filters above 100 kPa pressure is above 100 kPa (15 psi).
(15 psi)
Prelube pump
Check valve

Oil temperature
regulators
Oil coolers
Oil to engine 83 C
(181 F)

A prelube pump fills the lube system with oil before starting or
cranking the engine. A check valve prevents oil from flowing
backwards through the prelube pump and into the oil pump inlet
piping when the engine is running.
Most of the unfiltered pressurized oil is piped to the oil
temperature regulators and the oil coolers. The regulators control
the amount of oil that is allowed to flow through the oil coolers.
The regulators mix cooled and uncooled oil in sufficient quantity
to control the oil temperature to the engine at 83 C (181 F).

LERV0928-01
Instructor Guide

Lubrication System
2-3

Lesson 2
1999

Oil flows from the regulators and the oil coolers through a
manifold to the oil filter change valve and the oil filters. The oil
filter change valve on the duplex filters can be used to shut off oil
Service filters - engine flow to the oil filters one-at-a-time to allow the oil filters to be
running
serviced with the engine running.
Oil flow: Regulators
& oil coolers to filter
change valve and
filters

Priority valve

Oil flow & pressure

control
Piston cooling jets
140 kPa (20 psi)

Operating oil pressure

428 kPa (62 psi)

Pressure control:
senses filtered oil &
bypasses unfiltered
oil

Pressure relief - 1035

kPa (150 psi)

From the oil filters, oil enters the priority valve. The priority
valve is a flow and pressure control device. Pressurized, filtered
oil acts on the main priority valve spool to direct oil flow. During
prelubing and upon initial starting, all filtered oil is directed to
the main oil manifold. When the system pressure reaches 140 kPa
(20 psi), the priority valve spool moves sufficiently to uncover the
oil port to the piston cooling jet manifold and permit filtered oil
to enter the manifold.
As the oil pressure continues to increase, the spool continues to be
moved until the oil pressure approaches 428 kPa (62 psi). Near
this pressure, unfiltered oil which is also piped into another
location on the priority valve, starts to escape past a second land
in the spool and directly back to the oil sump. Therefore, the
priority valve senses filtered oil pressure and bypasses or
dumps unfiltered oil back to the oil sump to control the engine
oil pressure.
If the oil pressure exceeds 1035 kPa (150 psi), as it may on a cold
startup or with an emergency oil pump, a second spool (pressure
relief valve) in the priority valve will open and additional
unfiltered oil will bypass to the sump to prevent overpressurizing
the lubrication system.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2-4

1999

Slide 2-3
3600 Oil Pump Standard Rotation

Oil Pump: standard

rotation
Driven 1.5 times
engine speed

The Caterpillar 3600 engine oil pump is a gear type pump

mounted on the front gear housing. The pump is driven at
approximately 1.5 times engine speed by the front gear train. The
components of the pump are the same for both standard and
reverse rotation engines. The only difference is in the assembly
position. This view shows the pump installed for a standard
rotation engine. The idler (driven) gear is below and outboard of
the driving gear. The driving gear is aligned with the inlet and
outlet piping.

Slide 2-4
3600 Oil Pump Reverse Rotation

Oil pump: reverse

rotation

This view shows the oil pump installed for a reverse rotation
engine. The pump is rotated 180 degrees from the standard
rotation engine so the idler gear is above and inboard of the
driving gear. The oil pump orientation is the easiest way to
determine the rotation of an unknown engine.

Lubrication System

LERV0928-01
Instructor Guide

Lesson 2

2-5

1999

Slide 2-5
3600 Oil Pump Flange and Gear
End

Mounting flange
dowel for correct
installation

Move dowel for

opposite rotation

Fuel transfer pump

drive gear

5 sizes of oil pumps

Next size larger oil

pump for low speed
engines

An oil pump cannot be removed from a standard rotation engine

and installed directly to a reverse rotation engine or visa versa.
A single dowel in the mounting flange (1) prevents the pump
from being rotated 180 and installed. However, the dowel can be
changed to an alternate position, which is directly opposite on the
flange (2). This will permit the pump to be rotated 180 degrees
and installed for an opposite rotation engine. See the service
manual for assembly details.
A spur gear (3) is bolted to the engine oil pump drive gear to
drive the fuel transfer pump.
There are 5 oil pumps used on the 3600 engines. The support
flange and the oil line flanges are the same for all the oil pumps.
Any one of the five pumps could be mounted on any of the
engines. However, the correct pump for the engine should be
used to assure satisfactory engine life and performance. An oil
pump group number is stamped on the oil pump flange on all
pumps built after mid-1990 to identify the oil pump.
The difference in pumps is in the length of the gears:
Engine
3606
3608
3612
3616

High Speed
95 mm
120 mm
140 mm
155 mm

Low Speed
120 mm
140 mm
155 mm
195 mm

High speed engines typically have 900 and 1000 rpm ratings and
the low speed engines have 720 and 750 rpm ratings.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2-6

1999

Slide 2-6
Air Operated
Prelube Pump

Engine Prelubrication:
required all 3600
engines

Engine prelubrication is required for all 3600 engines before each

start. Two methods of prelubrication are available: intermittent
and continuous. Intermittent prelubrication occurs for a short
Intermittent - prior to
starting or cranking interval preceding engine start and provides oil to all the engine
bearings. A pressure switch and starter interlock prevent starter
10 kPa (1.5 psi) starter operation with less than 10 kPa (1.5 psi) lube system pressure.
interlock
prelube pumps engine
mounted or remote
Caterpillar or
customer supplied

Air or electric pumps

Check valve

Caterpillar supplied prelube pumps can be engine mounted or

remote mounted and can be used with either wet or dry sump
engines. Customer supplied prelubrication systems can be
installed if they meet all 3600 engine prelubrication system
requirements.
The prelube pump can be driven by either an air motor or an
electric motor. The prelube pump in this view is an engine
mounted pump (1) driven by an air motor (2). The one-way
check valve (3) is located in the prelube pump outlet.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2-7

1999

Slide 2-7
Electric Prelube
Pump

Engine mounted
electric prelube

This is an engine mounted, electrically driven, prelube pump.

Pumps can be provided with 115/230 VAC, 50/60 Hz single
phase motors. They can also be equipped with 24 VDC or 60/70
VDC motors. Higher voltage 3 phase motors are available for
continuous prelubrication systems.

Slide 2-8
Continuous
Prelube System
Components

Continuous prelube:
Engine components
below cylinder
heads prelubed
Requires pilot valve
and bypass line to
maintain oil level

Continuous prelube operates continually any time the engine is

not running and maintains a set oil level in the engine that is
below the cylinder heads. Continuous prelubrication requires a
Caterpillar supplied engine mounted pilot valve (1) and bypass
line (2) to maintain the correct prelubrication oil level. An oil
level detector, that disables the starting system if the prelube oil
level is too low, is also part of the system.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2-8

1999

Slide 2-9
Oil Temperature
Regulators

Oil coolers
Oil temperature
regulators

Regulators: oil
temperature to 83 C

Oil filter changeover

valve and oil filters

Pressurized oil from the oil pump flows first to the oil coolers (1)
and the oil temperature regulators (2). The oil temperature
regulators regulate the temperature of the oil flowing to the
engine at 83 C (181 F).
When the oil temperature is below 83 C (181 F), oil flows directly
through the regulators, bypassing the oil coolers. As the oil
temperature approaches 83 C (181 F), the regulators start to open
and part of the oil flow is diverted through the oil coolers to cool
the lube oil. As the oil temperature continues to increase, the
regulators continue to open, and more hot oil flows to the oil
coolers, thus maintaining the temperature of the oil to the engine
at 83 C (181 F).
From the regulators and oil coolers, the oil is piped to the oil filter
changeover valve (3) and the oil filters (4).

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2-9

1999

Slide 2-10
Oil Filters

2 oil filters - 3
elements each
Oil filter change valve

There are two oil filter housings (1) on all 3600 Engines with
three replaceable filter elements in each housing. An oil filter
change valve (2) allows the filter elements for each filter housing
to be changed separately while the engine is operating.

3 operation modes

There are three modes of operation:

RUN

RUN (3): Both filters are connected in parallel for normal

operation.

UPPER SERVICE

UPPER SERVICE (4): The upper oil filter can be drained and
serviced. The lower filter is filtering all the engine oil.

LOWER SERVICE

LOWER SERVICE (5): The lower filter can be drained and

serviced. The upper filter is filtering all the engine oil.

FILL

FILL (6): Both the upper and lower filters have a fill position for
filling and pressurizing the filters after servicing.

1000 hr change or 100

kPa

The normal oil filter change period is 1000 hours or when the oil
filter differential pressure drop across the filters reaches 100 kPa
(15 psi), whichever occurs first.

Gauges measure oil

pressure not filter
differential

NOTE: The gauges in the oil filter covers (7) measure oil
pressure in the oil filter housings, not differential pressure. A
separate differential pressure gage must be included in the
engine monitoring system or gauge panel.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 10

1999

Slide 2-11
Move the Filter
Change Valve to
UPPER - SERVICE

UPPER SERVICE

To change the upper filter elements when the engine is running,

first rotate the control valve to the UPPER SERVICE position.

Slide 2-12
Drain Upper Oil
Filter Housing

Open drain valve

Open the drain valve (1) and drain the upper filter housing.
Watch the pressure gauge as the oil drains. The drain trays (2) are
part of the 9U5105 basic tool group.

WARNING: HOT OIL

WARNING HOT OIL CAN CAUSE PERSONAL INJURY.

DO NOT ALLOW HOT OIL OR HOT COMPONENTS TO
CONTACT THE SKIN.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 11

1999

Slide 2-13
Remove Oil Filter
Cover

Zero pressure
Remove cover

WARNING: SPRING
FORCE & MORE
HOT OIL

When the gauge on the oil filter cover (1) reads zero, and oil
coming from the filter cover drain valve has nearly stopped,
loosen the cover bolts to permit more oil to escape. Remove the
filter cover (2).
WARNING -- 1. THERE IS A SPRING FORCE BEHIND THE
COVER, SO REMOVE IT WITH CARE.
2. MORE (HOT) OIL WILL ESCAPE WHEN THE
COVER IS REMOVED. BE PREPARED TO

Slide 2-14
Remove Oil Filter
Elements

Pull wire rack

Remove filters
MORE HOT OIL

Install new filters

INSPECT RUBBER
SEALS
Install cover
Close valve

Pull out the wire rack (1) to remove the dirty elements (2).
MORE OIL WILL COME OUT WITH THE ELEMENTS. Use a
clean, lint-free cloth to wipe the inside of the filter housing. Clean
the cover and filter housing opening.
Install new filter elements. CHECK THAT THE RUBBER
SEALS (3) ARE IN PLACE AND SECURE ON THE ENDS OF
THE FILTER ELEMENTS BEFORE INSTALLING THE
ELEMENTS IN THE HOUSING. Replace the o-ring seal on the
cover and install the cover, making sure that the spring is seated
properly between the elements and the cover. Close the drain
valve.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 12

1999

Slide 2-15
Rotate Control
Valve To Fill
Position

Rotate control valve

to FILL

Rotate the control valve to the FILL position. Check the cover
for leaks.

Slide 2-16
Rotate Control
Valve to RUN
Position

Equalize pressures
Control valve to
RUN
Mechanical stop

Service lower filters

When the pressure reading in the upper filter pressure gauge (1)
is equal to the pressure in the lower filter pressure gauge (2),
move the control valve to the RUN position. A mechanical stop
in the filter change valve prevents the control valve from being
rotated directly into the run position from either the upper or
lower service positions, or the fill position, until the pressure is
equal in both filter housings.
To service the lower filters, move the control valve to the
LOWER SERVICE position and repeat the procedure you were
just shown.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 13

1999

Slide 2-17
Priority Valve

Priority valve
Controls flow
Regulates pressure
Filtered oil entry
Unfiltered oil entry

The priority valve is located below the oil filters on the front of
the engine. It controls the flow of oil to the piston cooling jets and
regulates the oil pressure within the engine.
Filtered oil enters the priority valve from the oil line in the left
center of the view (1). Unfiltered oil is piped to an entry point
near the middle of the priority valve (2), from the oil line in the
right center of the view (3).

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 14

1999

Slide 2-18
Disassembled
Priority Valve

Disassembled priority
valve
Oil flow control
Oil pressure control

Piston cooling jet oil

flow

This view of a disassembled priority valve shows the long spool

(1) that controls the oil flow to the piston cooling jets. Oil that
enters the priority valve housing through the port on the left (2),
flows directly to the main oil manifold (3) in the engine. As the
oil pressure starts to increase, oil pressure acting on the left end
of the spool starts to move the spool to the right against the force
of the spring (4).
When the engine oil pressure is less than 140 kPa (20 psi), the
spool in the valve will allow oil to flow only to the main oil
manifold. When the oil pressure is more than 140 kPa (20 psi), oil
will begin to flow past the end of the spool into the piston cooling
jet manifold (5).

The long spool also regulates engine oil pressure. As the engine
oil pressure increases, the long spool moves farther to the right.
Above 428 kPa (62 psi), unfiltered oil, which enters the priority
Filtered oil pressure
valve through the port in the center of the valve (6), escapes past
moves spool
the cutout area (7) in the center of the long spool. This oil is
Unfiltered oil
bypasses to sump to dumped directly into the front gear housing (8) where it flows
control pressure
back to the oil sump. The long spool, moving against the spring
(4), controls the amount of unfiltered oil that is dumped. Thus it
regulates the oil pressure in the engine lube system.
Nominal oil pressure:
428 kPa (62 psi)

Short spool
Oil trapped in cavity

Damping effect on
large spool

The short spool (9) shown at the right of the long spool and
spring, pilots inside the long spool. Filtered oil flows through a
small drilled port in the long spool and is trapped inside the
closed cavity formed by the two spools. The oil can only escape
through a small hole in the side of the long spool. The trapped oil
in the cavity causes a damping effect on the long spool and
reduces spool instability and chattering.

LERV0928-01
Instructor Manual
Pressure relief valve
1035 kPa (150 psi)

Surplus unfiltered oil

to sump

Lubrication System

Lesson 2

2 - 15

1999

The priority valve also has a pressure relief valve. If the

unfiltered oil pressure exceeds 1035 kPa (150 psi), such as it may
during a cold startup or during the operation of an emergency or
standby lube oil pump, the lower spool (10) shown in the view on
the previous page opens to allow additional unfiltered oil from
the oil pump bypass line to dump directly into the sump.

Slide 2-19
Front of In-line
Cylinder Block

Inline cylinder block:

Main oil manifold
Piston cooling jet oil
manifold

This is the front of an in-line engine block. We see two small

openings near the center. The one at the right (1) supplies oil to
the main (2) and camshaft (3) bearings and to the rest of the
engine. The one at the left (4) is the manifold that feeds the piston
cooling jets.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 16

1999

Slide 2-20
Front of In-line
Cylinder Block
with Crossover
Tube

Lube oil inlets

Common location
with Vee engines

Crossover piping is bolted to the front of the in-line block. The

inlets to the crossover are aligned with the openings in the front
gear housing and the priority valve and provide a common
location with the Vee engine.

Slide 2-21
Front of Vee Engine
Cylinder Block

Vee engine cylinder

block
Main and piston
cooling jet
manifolds

The Vee engine cylinder block has three oil manifolds. The one at
the center (1) supplies the main (2) and camshaft (3) bearings.
The two outer manifolds (4) supply the piston cooling spray jets.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 17

1999

Slide 2-22
Vee Engine
Cylinder Block
with Piping

Piston cooling jet

manifolds
connected together

Front housing and

priority valve same
on In-line and Vee
engines

The oil inlet manifold system piping on the Vee engines has a tee
to connect the two piston cooling jet manifolds together. Note
that the inlets for the main engine manifold and the piston
cooling jet manifold are oriented the same as on the in-line
engines. The front housing and the priority valve are the same on
both the In-line and Vee-type engines.

Slide 2-23
Piston Cooling Jet

Piston cooling jets

Jets easily installed

The piston cooling jets cool the pistons by spraying oil into a
cavity between the crown and skirt. The jets are located on the
right side of the In-line engines and on the outboard side of the
pistons in the Vee engines.
The jets are very easily installed. Two bolts hold the jets in place.
The bolts go through two close fitting hollow dowels (1). No
aiming is necessary when installing the jets.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 18

1999

Slide 2-24
Inlet Valve Lube
Metering Pump

Inlet valve lube pump

Meters small amount
oil oil into intake
manifold
Camshaft drives
pump
One pump: 3606,
3608, 3612
Two pumps: 3616
Flow adjustable
Ref: Service Manual

The inlet valve lubricating pump is a low volume metering pump

that injects a small amount of oil into the inlet manifold. There, it
mixes with the intake air and lubricates the inlet valves and valve
seats to reduce wear. The pump is located on the right front of
the In-line engines and is driven off the end of the camshaft. The
pump on the 3612 engines is mounted on the left front of the
engine and is driven by the left camshaft. The 3616 has two
pumps, one mounted on each side of the front of the engine. The
same pump is used on all the 3600 engines.
The amount of flow is adjustable (1) and varies according to the
engine model. The settings for each model are listed in the
service manuals.

Slide 2-25
Valve Lubricator
Lines

Lines inject oil into

manifold

Check flow at 2000 hr

service periods

Lines from the pump inject oil into the inlet manifold at 3
locations on the 3606, 4 locations on the 3608 and 3612 and at 8
locations on the 3616 engine.
One of the oil lines should be disconnected with the engine
running at idle every 2000 hour service period to assure that the
pump is functioning properly. Oil will flow (drip) from the line
very slowly.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 19

1999

Slide 2-26
Centrifugal Oil
Filter

Centrifugal Oil Filters

Extend oil and filter

life

Return filtered oil to

sump

Oil enters filter

OIl filtered by
centrifugal force

Oil flows through jets

Jets drive filter at
4000 rpm

Shuttle valve: no oil

flow less than 100
kPa
17 L/min oil flow
3.6 kg capacity

1000 hr cleaning
interval
More often if deposits
>19 mm

CENTRIFUGAL OIL FILTERS

The centrifugal oil filters extend the life of the oil and oil filter
elements, and remove some particles smaller than what the oil
filters will normally take out. Unfiltered oil is taken near the oil
pump outlet, processed through the centrifugal filters and
returned directly back to the sump.
Oil enters the center spindle (1), flows from the spindle into a
cavity between the spindle and the filter rotating base tube (2),
then into the top part of the rotating assembly cover (3) where it is
directed downward into the main cavity (4). Centrifugal force
settles out sediment and sludge which collects on the side of the
cover (5). Centrifuged oil passes through a screen (6), enters a
cavity in the lower part of the rotating assembly (7) flows through
the oil jets (8) in the rotating base and then back into the sump (9).
The flow of oil through the jets causes the rotor assembly to rotate
at about 4000 rpm.
A shuttle valve (10) in the filter mounting base prevents flow
when the oil pressure is less than 100 kPa (15 psi). Oil flow
through each filter is 17 L/min. (5.5 gpm) and the dirt capacity is
3.6 kg (8 lb).
The centrifugal filters should normally be cleaned every 1000
hours. However, if the thickness of the deposits in the cover are
19 mm (.75 in.) or more, the cleaning interval should be
shortened. Cleaning efficiency is greatly reduced by the time the
deposits reach 19 mm thickness.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 20

1999

Slide 2-27
Shut Off Oil
Supply to the
Centrifugal Filter

Engine running:
Close oil supply
valve(s)

Shutoff valves

Before cleaning the centrifugal oil filter, stop the engine. If the
engine is to remain running, close the valve to the centrifugal oil
filter(s).
Some engines will have a shutoff valve at each filter. Some will
have a single valve prior to the first filter that will shut off flow to
all the filters.
WARNING HOT OIL OR COMPONENTS CAN CAUSE
BURNS. USE CAUTION WHEN DRAINING OIL AND
CLEANING CENTRIFUGAL FILTERS.

Slide 2-28
Remove
Centrifugal Filter
Cover

Remove cover

Loosen the cover clamp and tee nut and remove the cover.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 21

1999

Slide 2-29
Remove Rotor
Assembly

Drain filter and

remove

Allow the oil to drain from the nozzles. Lift the rotor assembly off
the spindle carefully so the bearings are not damaged.

Slide 2-30
Remove Rotor
Cover

Remove nut

Remove rotor cover

Hold the rotor and remove the large knurled nut.

Use the 8T0890 Puller group to easily remove the rotor cover
from the base. The cover may be stuck tightly to the base by the
sludge. Do not hammer on the top of the rotor or drop the rotor
on it's top to dislodge the cover because that may damage the
rotor bearings.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 22

1999

Slide 2-31
Centrifugal Filter
Parts with Paper
Liner

Clean and wash parts

Clean the sludge and the 7C8390 paper liner (if used) from the
rotor cover. Use a plastic scraper and cleaning solvent to remove
the remaining deposits from all the rotor parts. Do not scratch or
damage the rotor cover.

Slide 2-32
Base with Nozzles

Clean nozzles

Clean the nozzles in the base. Do not enlarge the holes.

LERV0928-01
Instructor Guide

Lubrication System

Lesson 2

2 - 23

1999

Slide 3-33
Shuttle Valve
Components

Clean and oil shuttle

valve

Clean and oil the pressure controlled shuttle valve components.

Reassemble filter and

turn on oil supply

Reassemble the filter, turn on the oil supply (or restart the
engine), and check for leaks.

Rotor components
must be clean

Note: Be sure all the rotor components are thoroughly cleaned

before the rotor is reassembled. Failure to do so can cause an out
of balance condition which will lead to reduced cleaning
efficiency and rapid bearing and spindle wear.

Unbalance: reduce
cleaning efficiency
and increase
bearing wear

Lubricating Oil

LERV0928-01
Instructor Guide

3-1

Slide 3-1 Lubricating Oil

Lubricating Oil

SLIDESHOW

Lesson 3
1999

Lubricating Oil

LERV0928-01
Instructor Guide

Lesson 3

3-2

1999

Slide 3 -2
Lubricating Oils

Lubricating OIls

Lubricating Oils

Proper maintenance
important

Proper maintenance is important to ensure continuous, troublefree operation. Selecting the correct lubricating oil is a vital key.

Five functions:

An engine oil serves five vital functions in a modern diesel

engine:

1. Lubricates
2. Cools
3. Cleans
4. Supports
5. Protects

1.
2.
3.
4.
5.

Lubricates friction surfaces by forming a fluid film.

Cools internal engine parts by absorbing heat from them.
Cleans the engine by flushing away dirt and wear particles.
Supports the crankshaft and bearings.
Protects the engine from harmful acids, rust and deposits.

LERV0928-01
Instructor Guide

Lubricating Oil

Lesson 3

3-3

1999

Slide 3-3
History

First lube oil for Cat

diesels: mineral oil

Better oil needed

Lubricating oil used in the first Caterpillar Diesel Engines,

introduced more than 50 years ago, was a straight mineral
crankcase oil. When the engines began experiencing ring sticking
and cylinder liner scratching, it became apparent that a more
effective oil was needed.

1935 first additive oil:

Superior Lubricants
for Caterpillar
Engines

In 1935 the first additive crankcase oil was developed in a

cooperative effort between several western U. S. oil companies
and Caterpillar. This crankcase oil was called Superior
Lubricants for Caterpillar Engines and was initially sold only by
Caterpillar Dealers. Other oil companies soon came on the
market with similar oils.

Performance
standards from tests
on single cylinder
test engine

The performance standards for this and subsequent oils were

established by tests run on a single cylinder test engine designed
and manufactured by Caterpillar. These same types of tests and
engines are still being used today.

Test run, deposits and

wear measured

The test engine was run for a designated time at a predetermined

load and speed with the test oil in the crankcase. The engine was
then disassembled and the special test piston was inspected. The
color change caused by lacquering was observed and recorded.
Other critical factors such as ring wear and deposits were
measured.

1940s extensive
testing with oil
industry

New performance
levels established

In the 1940's, Caterpillar began an extensive testing program in

cooperation with the oil industry. The program included both
laboratory and field testing. The studies pointed out the
damaging effects of fuel impurities and the heavy deposits
formed in high output engine cylinders. New performance levels
for lubricating oils were established.

LERV0928-01
Instructor Guide
More oil
improvements, new
additive package

Superior Lubricants
Series 2
recommended for
Cat Engines

1947 - API
Classification
system
Regular, Premium,
Heavy Duty
1956 - Series 3
required in Cat
turbocharged
engines

1970 - classification
system revised

Lubricating Oil

Lesson 3

3-4

1999

Fuel with higher sulfur content became common during the mid
40's. This with along with the higher output engines brought
about the need for more lube oil improvements. Pooled efforts by
Caterpillar and the major oil companies brought about a new
additive package that resulted in new oils that were named
Superior Lubricants Series 2. Caterpillar recommended
exclusive use of these oils in Caterpillar Engines.
In 1947 the American Petroleum Institute (API) introduced an oil
classification system which categorized the existing oils into 3
types based on engine service: regular, premium and heavy duty.
In 1956, further lube oil improvements established the Series 3
classification. Caterpillar required the use of Series 3 oils in
Caterpillar turbocharged engines.
In 1970, the API, American Society for Testing and Materials
(ASTM) and the Society of Automotive Engineers (SAE) revised
the classification system. Their new system was based on the
same type of performance specifications which Caterpillar and
others had been using.

Cat dropped testing &

classifying, supplied
test engines to test
labs

Caterpillar dropped its classification system in 1972 but supplied

the industry standard, single cylinder test engines to the oil
companies and independent testing labs for future oil testing.

New API performance

category
classifications

The new API system established letter designations for oil

performance category classifications. These refer to performance
levels in engine tests.

C - Diesel engines
S - gasoline engines

The C designated oils are commercial oils (diesel). The S

designated oils are for automotive use (gasoline engine).

CD oil satisfactory for

Cat engines in 1970

API CD oils were the best quality oils available with the new
classification system. All Caterpillar diesel engines could operate
with any CD oil satisfactorily.

High ratings &

reduced emissions

In recent years lube oils have had to be further improved to

perform satisfactorily in the newer diesel engines. Higher ratings
and reduced emissions have caused higher piston and ring
temperatures. CF4 and most recently CG4 oils were developed to
address these needs. The CD performance category oil has most
recently been upgraded to CF. Both these oil classifications will
be further upgraded in the coming years as engine demands
continue to increase.

Higher piston
temperatures
CG4 required
CD upgraded to CF
More upgrades
coming

LERV0928-01
Instructor Guide

Lubricating Oil

Lesson 3

3-5

1999

Slide 3-4
3600 Engine
Acceptable Lube
Oils

3600 Requirements

High operating
efficiency
High loads and
cylinder pressures
Not all CD oils
acceptable
CD upgraded to CF

No published lists of
acceptable oils

Only CF and CG4 oils

considered
Not all CF & CG4 oils
acceptable

Establish source of
satisfactory oil
MIcro-oxidation test

3600 Lube Oil Requirements

Starting in the early 1970s Caterpillar diesel engines were
designed to operate on any CD performance category oil. The
3600 engine was designed to have low fuel consumption and a
high operating efficiency. The high load levels with high cylinder
pressures placed more demands on the pistons, rings and
lubricating oil. During the development of the 3600 engine, it
was found that not all CD oils gave acceptable deposit formation
performance. CD oils have recently been improved and
upgraded to CF, but not all CF oils are satisfactory for 3600
engines.
There are no published lists of acceptable lube oils for the 3600
family of engines, and with the exception of Caterpillar branded
oils, Caterpillar does not recommend lubricating oils by brand
name.
In general, only CF or CG4 oils should be considered. A CF oil is
preferred but a CG4 oil may be acceptable. Not all CF and CG4
oils are acceptable, however. A test was developed that will
evaluate an engine oil to determine if it is an acceptable candidate
for 3600 engine application.
On new engine installations, Caterpillar dealers and customers
should work together to establish a local source for a satisfactory
lubricating oil. A deposit formation test known as a microoxidation test must be run by Caterpillar on an oil sample from
each source before an oil can be judged acceptable for use. All
oils should be tested unless the oil has a proven satisfactory
operating history.

Lubricating Oil

LERV0928-01
Instructor Guide

Lesson 3

3-6

1999

Lube oils change rerun microoxidation test

Lube oil formulations vary around the world and change from
time to time. If an acceptable lube oil has been reformulated or if
a customer desires to change to a different lube oil, the microoxidation test must be run on the new or reformulated oil.

Micro-oxidation test oil may be

satisfactory

The Micro-oxidation Test only indicates that an oil may be

satisfactory. If no oil related problems occur during the first 7000
hours, then the oil is considered acceptable for the application
and load factor.

Verify with 7000 hr

test

Oils more limited for

residual fuel engines

Acceptable lube oils for 3600 residual fuel engines are even more
limited at the present time so it is very important to have the
intended oil tested.

Slide 3-5
Lubricant Viscosity
for 3600 Engines

Viscosity

Viscosity

SAE 40 recommended

SAE 40 is the recommended lubricating oil viscosity for most 3600

applications. SAE 30, SAE 15W - 40, and SAE 20W - 40 engine
oils can be used if the application requires. They must meet the
same deposit formation test and field test requirements as SAE 40
lube oil.

SAE 30, SAE 15W-40,

SAE 20W-40
acceptable

LERV0928-01
Instructor Guide

Lubricating Oil

Lesson 3

3-7

1999

Slide 3-6
3600 Engine Oil
Change Period

Oil Change period:

application, sump
size, fuel quality

The oil change period will be different from engine to engine and
will be affected by application (EPG, marine, load factor,
operating environment), oil sump size, and fuel quality. Oil
change periods for residual or heavy fuel engines will usually be
much less than for distillate fuel engines, even when a lube oil
purifier is used.

Change period:
hours or oil analysis

The oil change period can be determined two ways: a set number
of hours or by lube oil analysis. If the oil must be changed based
Hours - chart in O & M on a set number of hours or if SOS oil analysis is not available
Manuals
for an engine, then the oil change period is conservatively set at
the hours shown in the Refill Capacity and Oil Change Interval
charts. These charts can be found in the 3600 Engine Operation
and Maintenance Manuals dated January 1996 or later.
SOS - trend analysis
Condemning limits

SOS - 250 hours

First change by chart

Extend 250 hrs each

change period
based on analysis
Analysis for life of
engine
Reduce period if
necessary with age

To give the engine the best protection possible and still get as
much life as possible from the engine oil, SOS oil analysis must
be used. Oil change intervals are based on trend analysis' of the
oil sample results and the condemning limits established for the
engine.
To establish an oil change period determined by lube oil analysis,
oil samples must be taken every 250 engine hours and analyzed.
The first oil change will be made based on the chart shown in the
3600 Engine Operation and Maintenance Manual.
If the last oil analysis of the change period so indicates, the
second oil change period can be extended an additional 250
hours. This process is repeated until the oil analysis results
indicate that maximum life has been obtained. Oil samples must
be taken every 250 hours for the life of the engine and the change
period reduced if necessary as the engine ages.

LERV0928-01
Instructor Guide

Lubricating Oil

Lesson 3

3-8

1999

Slide 3-7
SOS
Oil Analysis

Oil analysis results:

Wear analysis
Oil condition

Analysis' performed on samples taken every 250 operating hours

for determining oil change periods, requires two test procedures:
wear analysis and oil condition analysis.

1. Wear analysis:
trend lines
established limits

1. Wear analysisTrend lines can be drawn for the individual

wear elements when 3 or more SOS samples have been
analyzed. The SOS program has established limits for all
appropriate wear elements.

Increase - additives
depleted
Increase - impending
failure

Wear elements will show an abnormal increase when some of

the lube oil additives are nearly depleted.
A large increase in one or more of the wear elements can
indicate a problem area which may be an impending failure.

LERV0928-01
Instructor Guide

Lubricating Oil

Lesson 3

3-9

1999

Slide 3-8
SOS
Oil Analysis

2. Oil condition

Infrared analysis:
soot products
oxidation
sulfur
Water
Glycol
Fuel dilution
TBN
Oil viscosity change

New oil sample

Results: comparison
used and new oil

2. Oil condition -- Infrared analysis is now used to monitor soot,

oxidation and sulfur products. Other tests measure water and
glycol content, fuel dilution, TBN and any change in oil viscosity.
These are the condemning limits for each:
Soot Products and Oxidation are 100% of Caterpillar
established program values
Sulfur Products indicate an unfavorable oil condition trend
Water content is more than 0.5%
Glycol is present
Fuel dilution is greater than 3%
TBN is 50% or less that of new oil
Oil viscosity change is more than 3 cSt when compared with
new oil at 100 C
Lube oil labs require a sample of unused oil, of the lube oil being
analyzed, to make an accurate evaluation of the used oil
condition. Infrared Analysis results, wear materials, TBN and
viscosity change are all based on the changes seen in the analysis
compared to new oil.
It is a good idea to submit a sample of unused oil periodically.
Some labs suggest sending an unused sample along with the first
used sample after each oil change.

LERV0928-01
Instructor Guide

Lubricating Oil

Lesson 3

3 - 10

1999

Slide 3-9
Oil Sample
Equipment

Live oil sample kit

Easy to obtain
Less contamination

Sample adapters

A sampling kit is available that can take a live oil sample

when the engine is running. This live oil sampling kit makes it
easy to obtain an oil sample with less chance of contamination.
The 8T9190 sampling kit includes a bottle with a disposable
sample probe and a cap. A mailing container with a label can
also be obtained. Sample valves or adapters with a rubber dirt
cover are available for permanent installation on the engine.

Sample kits from

dealers

These sampling kits, valves and mailing contaiers can be

purchased from a Caterpillar Dealer and may have pre-addressed
mailing labels for easy SOS processing. Processing can also be
included in the purchase price if desired.

Sample valve in oil

line

The sample valve should be placed in a pressurized oil line (main

oil manifold preferred) where the oil is actively flowing.

Lubricating Oil

LERV0928-01
Instructor Guide

Lesson 3

3 - 11

1999

Slide 3-10
Taking Oil Sample

Take oil sample:

engine hot
purge sample valve

Before taking an oil sample with the live oil sampling kit,
operate the engine until it is at the normal operating temperature.
Take a small amount of oil from the sample valve with an old
sample probe to purge any dirt from the valve and to bring fresh
oil into the valve.

insert probe
fill bottle to marker
remove probe
cap bottle

Insert the probe of a new sample bottle and fill it to the marker on
the bottle. Remove the probe from the sample valve, remove and
discard the sample probe from the bottle, and press the cap
securely on to the top of the bottle.

fill out labels

send to dealer for
analysis

Fill out the sample and shipping labels and send the sample
container to your Caterpillar Dealer for the SOS analysis.
Make sure the engine serial number, engine hours, hours on the
oil and oil brand designation are indicated. An oil sample
without the requested information on the sample label has little
value.

1999 Caterpillar Inc.