UENR3017

UENR3017
June 2015
Systems Operation
Testing and Adjusting
C175 Engine for MT5300D Off-Highway
Truck
MT5 1-Up (Machine)
SAFETY.CAT.COM
i05296198
Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards, including human factors
that can affect safety. This person should also have the necessary training, skills and tools to perform these
functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could
result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you verify
that you are authorized to perform this work, and have read and understood the operation,
lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.
The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
A non-exhaustive list of operations that may cause product damage are identified by “NOTICE” labels on
the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. You must not
use this product in any manner different from that considered by this manual without first satisfying
yourself that you have considered all safety rules and precautions applicable to the operation of the
product in the location of use, including site-specific rules and precautions applicable to the
worksite. If a tool, procedure, work method or operating technique that is not specifically
recommended by Caterpillar is used, you must satisfy yourself that it is safe for you and for others.
You should also ensure that you are authorized to perform this work, and that the product will not be
damaged or become unsafe by the operation, lubrication, maintenance or repair procedures that
you intend to use.
The information, specifications, and illustrations in this publication are on the basis of information that was
available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Cat dealers have the most current information available.
When replacement parts are required for this

product Caterpillar recommends using Cat re-
placement parts.
Failure to follow this warning may lead to pre-
mature failures, product damage, personal in-
jury or death.
In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
UENR3017 3
Table of Contents
Table of Contents Testing and Adjusting Section
Systems Operation Section Fuel System

Fuel System Inspection ................. ................. 32
Engine Operation Fuel Rail Pressure - Release............. ............. 33
Ether Control System.................... .................... 5 Fuel Rail Leakage - Check ............... .............. 34
Injector Bypass Fuel Flow - Test........... .......... 38
Electronic Control System Checking Engine Cylinders .............. .............. 42
Checking Engine Cylinders with an Electronic
Electronic Control Module (ECM) ........... .......... 6
Service Tool ......................... ......................... 43
Engine Rotation ....................... ....................... 43
Engine Monitoring System
Finding the Top Center Position for the No. 1
Engine Monitoring System................ ................ 8
Piston.............................. .............................. 43
Histogramming ......................... ........................ 8
Camshaft Timing....................... ...................... 44
Fuel Rate Scaling (Fuel Correction Factor)
Crankshaft Position for Valve Lash Setting... .. 47
(Diesel Fuel).......................... .......................... 8
ECM Total Fuel Consumption Adjustment (Diesel
Fuel)................................ ................................ 8
Air Inlet and Exhaust System
Restriction of Air Inlet and Exhaust......... ........ 48
ECM Hour Increment Adjustment........... .......... 8
Measuring Inlet Manifold Pressure ......... ........ 48
Fuel System Measuring Exhaust Temperature.......... .......... 48
Fuel System Operation.................. ................. 10 Crankcase Pressure.................... ................... 48
Fuel Injector.......................... .......................... 14 Valve Lash - Adjust ..................... .................... 49
Air Inlet and Exhaust System Lubrication System

Air Inlet and Exhaust System Operation..... .... 16 General Information (Lubrication System)... ... 51
Valve Mechanism ............................................ 16 Engine Oil Pressure - Test ............... ............... 51
Turbocharger ......................... ......................... 17
Cooling System
Lubrication System General Information (Cooling System) ...... ..... 53
Lubrication System Operation ............ ............ 19 Visual Inspection ...................... ...................... 53
Test Tools for the Cooling System ......... ......... 54
Cooling System Radiator and Cooling System - Test ........ ....... 56
Cooling System Operation............... ............... 22 Coolant Temperature Sensor - Test........ ........ 57
Basic Engine Basic Engine

Cylinder Block, Liners and Heads ......... ......... 24 Connecting Rod Bearings................ ............... 58
Main Bearings......................... ........................ 58
Pistons, Rings and Connecting Rods ....... ...... 26
Cylinder Block......................... ........................ 58
Crankshaft ........................... ........................... 27
Cylinder Head......................... ........................ 58
Camshaft ............................ ............................ 27
Flywheel - Inspect...................... ..................... 59
Flywheel Housing - Inspect .............. .............. 60
Air Starting System
Vibration Damper...................... ...................... 62
Air Starting System..................... .................... 28
Electrical System Air/Electric Starting System

General Information (Air/Electric Starting
Electrical System Operation .............. ............. 29
System)............................. ............................ 63
Grounding Practices.................... ................... 29
Charging System ...................... ...................... 29
Starting System ....................... ....................... 30 Electrical System
Circuit Breaker........................ ........................ 31 Test Tools for the Electrical System........ ........ 64
Battery .............................. .............................. 66
Charging System ...................... ...................... 66
4 UENR3017
Table of Contents
Alternator Regulator ................... .................... 67

Electric Starting System .................................. 67
Pinion Clearance Adjustment ............. ............ 68
Index Section
Index................................ ............................... 70
UENR3017 5
Engine Operation
Systems Operation Section
Engine Operation
i03439820
Ether Control System

SMCS Code: 1456
NOTICE
Excessive ether (starting fluid) can cause piston and
ring damage. Use ether for cold weather starting pur-
poses only.
Ether is automatically injected during cranking by the

Electronic Control Module (ECM). The ECM
automatically injects ether into the air inlet manifolds
when the following conditions are met:
• The ether control parameter is programmed to

“Enabled” .
• The engine rpm is between 0 and 1200 rpm.
• The jacket water coolant temperature or the inlet

manifold temperature sensor is below the set
point.
The duration of ether injection varies with the coolant
temperature.
For troubleshooting, an override is available for the
technician to actuate the ether system. By using
Caterpillar Electronic Technician (ET), ether injection
can be started and stopped.
6 UENR3017
Electronic Control System
Electronic Control System Input/Output Functions

The ECM relies on several different types of input
devices in order to gather information that is related to
the current state of engine operation. The ECM
i03441200
receives the status information from the input devices
and the ECM then uses the information to calculate
the correct output action that is needed in order to
Electronic Control Module control engine operation. These output actions are
based on calculations that are made on cumulative
(ECM) data from other system components, software
SMCS Code: 1901 parameters, and information that is related to desired
operation. The ECM utilizes switch inputs, sensor
inputs,and data link communications to provide input
information from the engine components.
The ECM provides the following output functions:
• Power supply control for related components
• Controller circuits for engine operation
• Communications ports for communication medium

The ECM utilizes outputs as power supplies, outputs
for high side ECM drivers (switch to battery circuits),
outputs for low side ECM drivers (switch to ground
circuits), and data link communications to output
command signals to other engine controllers.
Control Functions
Control functions are typically commands that are
derived internally to the ECM circuitry. Control
functions are used in order to calculate the necessary
effect on the signal status for the output circuits that
Illustration 1 g01790693
control the engine operation. The ECM utilizes the
output drivers and data link communications to
Typical view of the ECM implement control over engine operation.
(1) J1/P1 ECM connector
(2) J2/P2 ECM connector
Data Link Communications
The ECM has two connectors. The J1/P1 connector
(1) is a 70-pin connector, while the J2/P2 connector The ECM uses two different communication protocols
(2) is a 120-pin connector. Each pin provides a for data link communications:
connection point for a signal interface for the ECM.
• Cat Data Link
Overview of the Electronic Control • CAN data link (SAE J1939)
System
These two types of data links are the main structure
The electronic control system is designed to fully for communication between all of the controllers on
control engine operation for optimum performance the engine and on the machine.
with minimal emissions.
The CAN data link is mainly used for communications
The ECM is the engine control computer for the between the engine ECM and controllers and
engine's electronic control system. The ECM displays that are on the engine and on the machine.
provides the capacity for the input/output functions, The CAN data link may also be used for
the control functions, the data link communications, communications with Caterpillar Electronic
and the computational functionallity for the system. Technician (ET).
This functionality is detailed below:
Communications on the Cat Data Link utilize a
Caterpillar proprietary language that is used for
communications between Caterpillar proprietary
controllers and displays. The Cat Data Link is also
used for communications with Cat ET.
UENR3017 7
Electronic Control System
Computational Functionallity
The computational functionality of the ECM is
dedicated to all aspects of engine operation and
engine monitoring. The ECM is continuously
evaluating the engine's current state of operation.
The results are compared by the ECM to the engine's
desired state of operation. The ECM evaluates the
difference between these two states in order to
calculate the necessary control command signals.
The ECM then modifies output signals in order to
bring the current state of operation closer to the
desired state of operation. The ECM also compares
the current state of operation to an acceptable range
of operation. If the status of any parameter is not
within the acceptable range of operation, the ECM
communicates the adverse condition to the operator.
ECM Software
The ECM software is typically called a flash file. The
flash file is a data file that is installed into the ECM.
This data file provides the ECM with the software and
the data that is needed to run the engine. Occasional
updates to the flash file are provided by Caterpillar .
The new software files can be downloaded from the
Service Information System (SIS) web site. Use Cat
ET to download the flash file to the ECM.
8 UENR3017
Engine Monitoring System i05988208
Fuel Rate Scaling (Fuel

Correction Factor)
i03449501 (Diesel Fuel)
SMCS Code: 1901
SMCS Code: 1900; 1901 When the engine is shipped from the factory, an
estimate of the engine fuel consumption is
The Electronic Control Module (ECM) provides a programmed into the Electronic Control Module
comprehensive, programmable engine monitoring (ECM). The fuel consumption estimate is based upon
system for this engine. The ECM monitors specific the engine performance specifications. The actual
engine operating parameters in order to detect fuel consumption can be determined with a precision
abnormal conditions that may develop. The ECM can fuel flow meter. Customers are likely to find a slight
initiate an action if a specific operating parameter difference between the programmed fuel
extends beyond an acceptable range. The ECM will consumption and the actual fuel consumption. The
react with an action that is dependent on the severity customer can use the Cat ® Electronic Technician
of the condition. The following actions may be (ET) to program the ECM for the actual fuel
initiated by the ECM: consumption. No password is required in order to
change this configuration parameter.
• Illumination of a warning lamp or warning alarm
In order to program the ECM for the actual fuel
• Engine derate consumption, change the Fuel Correction Factor
(FCF) that is already programmed into the ECM. The
• Engine protection shutdown FCF can be programmed in increments of 0.5 percent
between ± 20 percent.
Note: The above actions may not be available for
certain parameters or applications. i05988245
For most applications, Caterpillar Electronic

Technician (ET) can be used to adjust trip points and ECM Total Fuel Consumption
delay times for the monitoring system parameters.
Refer to Troubleshooting, “Event Codes” for specific
Adjustment
information that is related to programming these (Diesel Fuel)
parameters.
SMCS Code: 1901
i03446860 The feature provides a method of adjusting the total

fuel consumption by incrementing the total fuel
Histogramming consumption number that is recorded in the
Electronic Control Module (ECM). The adjustment is
SMCS Code: 1901 made with the Cat ® Electronic Technician (ET).
Histogram data can be displayed via the Caterpillar The adjustment for the total fuel consumption will
Electronic Technician (ET) in order to show the trends allow a new replacement ECM to be programmed in
of performance for the engine. Histograms can be order to display the correct total fuel consumption
used to evaluate performance problems that may be number for that particular engine. The adjustment
occurring with the engine. only allows incremental changes to be made. The
change requires a factory password.
Note: The activation of certain diagnostic codes and/
or event codes may cause histogram information to
i05988240
be recorded automatically for related parameters.
This information may be useful during
troubleshooting. Refer to the Troubleshooting manual ECM Hour Increment
for specific information that is related to diagnostic Adjustment
codes and event codes.
SMCS Code: 1901
Historical performance data is stored in a format that
can be used to construct histograms via the Cat ET. The adjustment for the hour increment provides a
Data is also available engine load and the engine's method of adjusting the hour meter of the Electronic
actual exhaust temperature. Control Module (ECM). The adjustment is made with
the Cat ® Electronic Technician (ET). The tool
increments the number of hours that are recorded in
the ECM.
UENR3017 9
The adjustment for the hour increment will allow a

new replacement ECM to be programmed in order to
display the correct number of operating hours for that
particular engine. The adjustment only allows
incremental changes. A password is required in order
to make the change.
10 UENR3017
Fuel System
Fuel System
i06141363
Fuel System Operation

SMCS Code: 1250
Fuel system components (typical right side engine view)
(1) Fuel injectors (left side) (7) Fuel injectors (right side) (11) Pressure sensor at the inlet of the fuel
(2) Fuel rail pressure sensor (8) Unfiltered fuel pressure sensor priming pump
(3) Check valve for the outer wall of the fuel (9) Temperature sensor for the low-pressure (12) Temperature sensor for the high-
rail fuel pressure fuel
(4) Fuel control valve and controller (10) Manual switch for the electric fuel (13) Filtered fuel pressure sensor
(5) Power module priming pump (14) Block assembly that contains the in-line
(6) Electric fuel priming pump high-pressure fuel filter
UENR3017 11
Fuel System
The fuel system for this engine incorporates a low-

pressure fuel system and a high-pressure fuel system
into the engine design.
The low-pressure fuel system is used to transfer fuel
from the fuel tank to the high-pressure fuel pump.
During the transfer of fuel, water is removed from the
fuel. Also, the fuel is filtered. The system incorporates
a mechanical fuel transfer pump that is used to
transfer fuel during engine operation. An electric fuel
priming pump is used as a booster pump to increase
fuel pressure in the system during engine starting.
The high-pressure fuel system pressurizes the fuel
prior to injection. The fuel is transferred to the
injectors through double wall fuel lines. The fuel
injectors are used to produce atomized fuel during the
fuel injection cycle. Flow limiters are used to limit the
total flow of fuel to the injector to a preset level.
The fuel system is made up of the following
components:
• Low-pressure fuel lines
• Primary fuel filter/water separator
• Advanced efficiency secondary fuel filter

• Mechanically driven fuel transfer pump
• Electric fuel priming pump

• Clean Fuel Module (if equipped)
• High-pressure fuel pump and fuel control valve

• Double wall fuel lines
• High-pressure fuel injectors

• Electronic control system components
These fuel system components form the design of
these three engine subsystems:
• Low-pressure fuel system

• High-pressure fuel system
• Electronic control system for fuel delivery

Low Pressure Fuel System
12 UENR3017
Fuel System
Schematic of the low-pressure fuel system (typical configuration)
(15) Priming pump (19) Tertiary fuel filter (23) Check valve for fuel return
(16) Manual air vent (20) High-pressure fuel pump (24) Fuel tank
(17) Transfer pump (21) Pressure regulator (25) Ball valve
(18) Secondary fuel filters (22) Orifice (26) Primary fuel filters
The fuel flows from fuel tank (24) to the mechanical

fuel transfer pump (17) and electric fuel priming pump
(15). The fuel is drawn through primary filter/water
separator (26) prior to being pressurized by the fuel
pumps. The electric fuel priming pump is energized
during engine starting. Also, the electric priming pump
can be used for priming the fuel system. The low-
pressure pumps must pressurize the fuel to
approximately 250 kPa (36 psi) in order to open the
check valve in the high-pressure fuel pump during
engine starting.
The fuel then flows through secondary fuel filters (18).
After flowing through the secondary fuel filters, the
fuel flows into pressure regulator (21). The flow that is
not used by high-pressure fuel system (20) is sent
back to the fuel tank (24) through pressure regulator
(21). The pressure regulator also contains an orifice
(22) to bleed air from the fuel. After flowing through
the pressure regulator, fuel then flows through the
tertiary fuel filter (19). Only the fuel consumed by the
high-pressure fuel pump will pass through the tertiary
fuel filter. Check valve (23) located on the return to
the fuel tank line prevents backflow of fuel from fuel
tank.
Note: The number of fuel filters for the fuel system
will vary by the engine application. The location of the
fuel cooler depends on the application of the engine.
UENR3017 13
Fuel System
Clean Fuel Module (If Equipped)
Schematic of the low-pressure fuel system equipped with the clean fuel module (typical configuration)
(15) Priming pump (20) High-pressure fuel pump (25) Ball valve
(16) Manual air vent (21) Pressure regulator (26) Primary fuel filters
(17) Transfer pump (22) Orifice (27) Clean fuel module
(18) Secondary fuel filters (23) Check valve for fuel return
(19) Tertiary fuel filter (24) Fuel tank
14 UENR3017
Fuel System
The clean fuel module is an additional pump that pump pressurizes the fuel. The pressure that is
pushes fuel from the fuel tank to the transfer/priming generated by the pump is regulated by fuel control
pumps on the engine. The clean fuel module uses valve (34). The fuel control valve regulates the
kidney looping to continuously circulate fuel through pressure by restricting the amount of fuel that is
the primary filters. A sensor has been added to allowed to enter the intake of the pump. A relief valve
monitor the fuel pressure out of the clean fuel module that is internal to the high-pressure fuel pump limits
to more accurately measure fuel filter restriction. the maximum fuel pressure that is generated by the
pump to approximately 205 MPa (30,000 psi).
The clean fuel module performs the following:
The high-pressure fuel flows from the pump and the
• Removes more particulates by recirculating fuel fuel is filtered by in-line high-pressure fuel filter (35).
through the primary filters The high-pressure fuel then enters high-pressure fuel
lines (double wall fuel line) (29) and the fuel is
• Improves operation at low fuel tank levels delivered to fuel injectors (32). A small amount of fuel
return flow that is expected returns to the tank
• Helps with maintaining priming and with engine through fuel lines (28). Flow limiter valve (31) limits
starting the maximum flow of fuel to each injector.
• Low pressure (instead of suction) enhances the Note: Fuel leakage into outer wall (30) of the double
ability to detect leaks in the fuel system wall fuel lines is considered to be a leak in the high-
pressure fuel system. If leakage into the outer wall is
High Pressure Fuel System identified, perform the necessary repairs. Refer to
Testing and Adjusting, “Fuel Rail Leakage - Check”
for information related to checking the high-pressure
fuel system for leakage.
Electronic Control System for Fuel

Delivery
Fuel delivery is controlled by the Electronic Control
Module (ECM) and various electric components. The
following components are used by the ECM to
provide the correct fuel delivery for the engine:
• Electric fuel priming pump

• Engine speed/timing sensors
• Fuel control valve

• Fuel injector solenoids
• Pressure sensors
• Temperature sensors
The ECM receives data that is related to the current
engine operating conditions from the various
electronic components. The ECM utilizes this data in
order to calculate the correct injection timing and
injection duration. A throttle signal is also calculated
for the fuel control valve. An injection signal is sent to
the fuel injectors in order to provide fuel delivery to
the engine.
(20) High-pressure fuel pump
(23) Check valve for fuel return Refer to Systems Operation, “Fuel Injector” for
(24) Fuel tank information that is related to the operation of the fuel
(28) Fuel lines for fuel return flow
(29) High-pressure fuel line
injectors.
(30) Outer wall for high-pressure leak collection
(31) Flow limiter valve i03454160
(32) Fuel injectors
(33) Low-pressure fuel system
(34) Fuel control valve Fuel Injector
(35) In-line high-pressure fuel filter
(36) Check valve for the injector bypass SMCS Code: 1290
Fuel flows from low-pressure fuel system (33) to high-

pressure fuel pump (20). The high-pressure fuel
UENR3017 15
Fuel System
The tip of the fuel injector protrudes for a short

distance below the cylinder head into the combustion
chamber. The fuel injector tip has several small
orifices that are equally spaced around the outside
diameter. The size of these orifices and the pressure
of the fuel determine the degree of atomization of the
fuel during fuel injection.
Fuel injector and solenoid
Fuel injection occurs when the injector solenoid is

energized by the Electronic Control Module (ECM).
As the solenoid is energized a magnetic force is
generated. The magnetic force opens an internal fuel
check valve. Fuel injection begins as the fuel
pressure overcomes the pressure that is exerted by
the spring force of the check valve.
During fuel injection, high pressure fuel from the fuel
rail flows into the injector and to the fuel injector
nozzle. The needle valve in the tip of the injector is
spring loaded. Fuel flows through the fuel passage
around the needle valve to the valve chamber. In the
valve chamber, the fuel pressure lifts the needle valve
away from the seat. The fuel is sprayed through the
orifices that are in the tip of the injector. The atomized
fuel is injected into the combustion chamber.
Fuel injector tip
16 UENR3017
Air Inlet and Exhaust There are two intake valves and two exhaust valves
for each cylinder. Refer to Systems Operation/Testing
System and Adjusting, “Valve Mechanism”.
The intake valves open when the piston moves down
on the intake stroke. The cooled, compressed air is
pulled into the cylinder from the inlet chamber. The
intake valves close and the piston starts to move up
i03508463 on the compression stroke. When the piston is near
the top of the compression stroke, fuel is injected into
Air Inlet and Exhaust System the cylinder. The fuel mixes with the air and
combustion begins. The force that is generated by
Operation combustion pushes the piston downward on the
power stroke. When the piston moves upward again,
SMCS Code: 1050 the piston is on the exhaust stroke. The exhaust
The components of the air inlet and exhaust system valves open and the exhaust gases are pushed
control the quality and the amount of air that is through the exhaust port into exhaust manifold (1).
available for combustion. There are four separate After the exhaust stroke is complete, the exhaust
turbochargers. The exhaust manifolds are mounted valves close and the cycle starts again.
on the top of the engine between the valve Exhaust gases from exhaust manifold (1) enter the
mechanism covers. The engine utilizes a single turbine side of the turbocharger. The exhaust gases
camshaft that runs down the top center of the engine cause turbine wheel (3) to turn. The turbine wheel is
block. The camshaft controls the movement of the connected to the shaft that drives the turbocharger's
valve system components. The engine utilizes cross
flow cylinder heads to provide ventilation for engine's compressor wheel. The exhaust gases exit through
combustion system. exhaust outlet (2).
i04257929
Valve Mechanism
SMCS Code: 1102
The valve system components control the flow of the
inlet air and the exhaust gases to the cylinder and
from the cylinders during engine operation.
Typical example
(1) Exhaust manifold
(2) Exhaust outlet
(3) Turbocharger turbine wheel
(4) Turbocharger compressor wheel
(5) Air inlet
(6) Air intake manifold
Air from the air filters is pulled through air inlet (5) into
the turbocharger compressor by turbocharger
compressor wheel (4). The rotation of the
turbocharger compressor wheel forces the
compressed air through the air intake manifold (6)
and into the inlet chambers for each cylinder head.
This compressed air fills the inlet chambers in the
cylinder heads. Air flow from the inlet chamber into
the cylinder heads is controlled by the engine's intake
valves.
UENR3017 17
i03510525
Turbocharger
SMCS Code: 1052
Valve system components
(1) Valve spring
(2) Rotocoil
(3) Valve bridge assembly
(4) Rocker arm
(5) Rocker shaft assembly Illustration 10 g01846560
(6) Pushrod Turbocharger mounting (typical example)
(7) Valve lifter
(8) Camshaft (1) Turbocharger
(9) Camshaft lobes (2) Oil supply lines
(3) Mounting supports for the turbochargers
Camshaft (8) is rotated through the rear gear train by
the crankshaft. The rotation of camshaft is precisely The inlet of the turbine side of each turbocharger (1)
timed to the rotation of the crankshaft. This timing is connected to the turbocharger's respective exhaust
ensures that the correct relation between the manifold. The outlet of the compressor side of each
movement of the piston and the movement of the turbocharger is connected to the engine's air intake
valves is maintained. manifolds. Engine oil is supplied to the turbocharger's
shaft bearing through oil supply lines (2). The oil
Two lobes (9) are machined into the camshaft for drains to the crankcase through mounting supports
each cylinder. One lobe operates the valve (3).
mechanism components for the inlet valves and the
other lobe operates the valve mechanism
components for the exhaust valves.
As the camshaft rotates, the rollers on valve lifters (7)
travel up the camshaft lobes. Pushrod (6) transfers
this motion to rocker arm (4). The rocker arms pivot
on rocker shaft assemblies (5). The rocker arms act
as a lever as the motion is transferred to the top of
valve bridge assembly (3). The valve bridge
assemblies transfer movement from the rocker arms
to the top of the valve stems. The bridge assemblies
operate two valves simultaneously. There is a pair of
intake valves and a pair of exhaust valves for each
cylinder.
Rotocoils (2) initiate a rotational movement to the
valves as the valves are opened and closed. The
rotation of the valves keeps the carbon deposits on
the valves to a minimum which gives the valves a
longer service life.
Valve springs (1) are used to provide a spring tension
force on the valves. This force causes the valves to
close as the lifters travel off the camshaft lobe.
18 UENR3017
Bearings (5 and 7) for the center shaft are lubricated

by engine oil that is pressurized by the engine oil
pump. Engine oil is supplied through the oil lines to
the turbocharger. The oil enters the top of the
turbocharger housing at oil inlet port (6). Oil passages
in the housing supply oil to the bearing surfaces. The
oil drains through oil outlet port (9) at the bottom of
the housing. The oil drains into the flywheel housing
through the oil drain ports that are cast into the
mounting supports for the turbochargers.
Turbocharger cartridge
(4) Compressor wheel
(5) Bearing
(6) Oil inlet port
(7) Bearing
(8) Turbine wheel
(9) Oil outlet port
The exhaust gases enter the turbocharger through

the exhaust inlet of the turbine housing. The thermal
energy that is from the exhaust gases causes turbine
wheel (8) to rotate. This rotational energy is
transfered from the turbine wheel to compressor
wheel (4) through the turbocharger's center shaft.
As the compressor wheel rotates, filtered air is pulled
through the compressor housing air inlet by the
rotation of the compressor wheel. The blades of the
compressor wheel compress the air. The compressed
air is fed to the cylinders through the air intake
manifold. By using inlet air that has been
compressed, the cylinder is packed with more air
during the intake stroke of the piston. Additional air for
combustion allows the engine to burn additional fuel
with greater efficiency. This increases the power
output of the engine.
The speed of the turbocharger is controlled by the
thermal output of the engine. The engine's Electronic
Control Module controls turbocharger speed through
control of the fuel delivery to the engine. The amount
of fuel that is consumed by the engine is directly
proportional to the amount of heat that is generated
by the engine. This heat is delivered to the
turbocharger's turbine wheel through the exhaust
gases. Also, the engine's working altitude has an
effect on the turbocharger's operational speed.
UENR3017 19
Lubrication System
Lubrication System
i05485869
Lubrication System Operation

SMCS Code: 1300
Schematic for the lubrication system
(1) Engine oil coolers (7) Pressure relief valve for the lubrication (11) Pressure regulator valve for the
(2) Engine oil filters system lubrication system
(3) High-pressure fuel pump (8) Main oil gallery (12) Engine oil pump
(4) Turbochargers (9) Engine block (13) Suction screen
(5) Turbocharger mounting support (10) Engine oil cooler bypass valve (14) Scavenge oil pump
(6) Rear gear train (15) Engine oil pan
20 UENR3017
Lubrication System
A supply line crosses the engine below the oil pan to

supply oil to engine oil filters (2) on the right side. The
cartridge-type filters clean the engine oil.
An oil line connected to the filter base provides
filtered oil to the high-pressure fuel pump (3). Return
oil from the pump drains through the front cover and
into the oil pan.
Clean engine oil from the filters flows to the rear of the
engine through a line into the cylinder block and main
oil gallery (16). The main oil gallery is cast into engine
block (8). The main oil gallery supplies oil to the
camshaft bearings through drilled passages in the
engine block. The engine oil flows around each
camshaft journal to the camshaft follower and lifter
assemblies. Engine oil flows from the main oil gallery
to each cylinder head through additional drilled
passages that provide oil to the rocker arms. There
are also passages in the rocker arm supports that
provide lubrication to the rocker arm shafts and valve
guides.
External oil lines connected to passages in the front
cover supply oil to the front-mounted turbochargers
(16) Main oil gallery (4). The return oil from the turbochargers drains back
into the oil pan through mounting supports (5).
Engine oil pump (12) is a gear-type pump that
generates flow for the lubrication system. The engine The main oil gallery is connected to the main
oil pump is mounted on the back side of the front gear bearings by drilled holes. Drilled holes in the
housing. The pump gears are driven by a splined crankshaft connect the main bearing oil supply to the
shaft connected to the front gear train. Oil is drawn rod bearings. Oil flows to the connecting rod bushings
into the inlet of the pump through a tube and through and wrist pins through drilled passages in the
suction screen (13). connecting rods.
The pressure regulator housing (11) is mounted to the
engine oil pump. Within the regulator housing, a
pressure regulator valve controls the engine oil
pressure using pressure from the main oil galley as
the control signal in most scenarios. A secondary
control signal, taken from the oil pump outlet elbow,
can sometimes adjust the regulator valve position, for
example, during a cold start to mitigate the oil
pressure spike that occurs with first crank. Which
signal is used for controlling the regulator is
determined by two check valves in each control
signal line. Oil pressure is targeted at 600 ± 100 kPa
(87 ± 15 psi) at rated speed of the engine. In the case
of a problem with the pressure regulator valve, the
pressure relief valve (7) limits the maximum pressure
in the lubrication system to 850 kPa (123 psi). Both
of the valves returns excess engine oil to engine oil
pan (10).
Scavenge oil pump (14) transfers oil from the shallow
end of the engine oil pan to the oil sump. The
scavenge oil pump is driven by the front gear train.
The pressurized oil is directed through engine oil
coolers (1). The engine oil coolers lower the
temperature of the engine oil before the engine oil is
sent to the filters. If the oil coolers become restricted,
engine oil cooler bypass valve (10) allows engine oil
to bypass the oil coolers. If the pressure differential
across the oil coolers exceeds 180 kPa (26 psi), the
bypass valve will allow engine oil to bypass the oil Illustration 14 g03177642
coolers. The oil coolers are mounted to the left side of Piston cooling and lubrication of the piston pin
the engine.
(17) Drilled passage
(18) Piston cooling jets
UENR3017 21
Lubrication System
Drilled passage (17) that is in the connecting rod

provides oil for the lubrication of the piston pin. Two
piston cooling jets (18) are located below each piston.
Each of the piston cooling jets direct a spray of
engine oil toward the manifold that is behind the ring
band of the piston. The manifold is used to direct heat
away from the piston rings. The oil spray from the
piston cooling jets is used to remove heat from the
manifold.
Engine oil is sent to the front gear group and rear
gear group (6) through drilled passages. The drilled
passages are in the front housing, the rear housing,
and cylinder block faces. The passages are
connected to the main oil gallery.
22 UENR3017
Cooling System
Cooling System
i05335197
Cooling System Operation

SMCS Code: 1350
Cooling system diagram
UENR3017 23
Cooling System
Coolant is pulled from radiator (1) to water pump (6).

From the water pump, coolant is sent through engine
oil cooler (7). Part of the coolant flows to air
compressor (4) and to turbochargers (5), while most
of the coolant is routed through engine block (3).
The coolant flows into the water jacket of the block at
the front of the engine and the coolant is directed to
both sides of the engine block through distribution
manifolds. The distribution manifolds are connected
to the water jacket for all the cylinders.
The coolant flows upward through the water jacket of
the engine block. The coolant flows around the
cylinder liners from the bottom to the top. Near the top
of the cylinder liners, the water jacket is tapered and
the cooling jacket becomes smaller. This area has the
hottest temperature. This smaller area causes the
coolant flow to increase for better cooling of the
cylinder liner. Coolant from the top of the liners flows
into the cylinder head which sends the coolant
around the components of the cylinder head. Coolant
flows to the top of each cylinder head. The coolant
flows out of the cylinder head to the cylinder block.
The coolant flows through the front housing to water
temperature regulator (2) that is electronically
controlled.
The water temperature regulator is controlled by the
temperature control module. The temperature control
module receives a temperature setpoint from the
engine Electronic Control Module (ECM). As the
water temperature regulator is opened, coolant is
sent through the bypass line back to the inlet of the
water pump. As the temperature of the coolant
increases, the regulator is opened. When the
regulators open, the coolant flow in the bypass line is
restricted. Coolant is sent through the outlets to the
radiator.
24 UENR3017
Basic Engine
Basic Engine Crankcase covers (3) allow access to the connecting

rods, to the main bearings, and to the piston cooling
jets. When the covers are removed, all of the
openings can be used for inspection and for service.
Main bearing caps (5) are used to secure crankshaft
i05322395
(4) into the cylinder block. Saddle bolts (6) are used
to horizontally secure the main bearing caps. The
Cylinder Block, Liners and main bearing caps are fastened vertically to the
cylinder block with main bearing studs (7). A hydraulic
Heads tensioning tool must be used to tighten the main
SMCS Code: 1100; 1200 bearing studs during installation.
Cylinder Block Cylinder Liners
Components for the cylinder pack
Cylinder block and components for the lower end of
the engine (A) Machined counterbore surface for the sleeve
(B) Machined grooves for the O-ring seals
(1) Cylinder block (C) Liner flange
(2) Piston cooling jet (8) O-ring seals
(3) Crankcase covers (9) Cylinder liner
(4) Crankshaft (10) Sleeve
(5) Main bearing cap (11) Piston rings
(6) Saddle bolts for the main bearing cap (12) Piston
(7) Main bearing studs (13) Connecting rod
(14) Piston pin
The cylinders for this engine are positioned at a 30
degree angle from the vertical centerline of cylinder
block (1).
Piston cooling jets (2) are mounted to the cylinder
block. The oil spray from the jets is used to provide
lubrication to the piston. The oil spray is also used to
cool the piston rings.
UENR3017 25
Basic Engine
For this engine, the cylinder is serviceable as a parts Cylinder Heads

kit. Three O-ring seals (8) are used to create a seal
between the cylinder liner (9) and the cylinder block.
There are machined grooves (B) in the outer wall of
the liner that accommodate each O-ring seal. Engine
coolant flows around the cylinder liners in order to
dissipate heat that is created in the combustion
chamber during combustion. These O-ring seals are
used to provide a seal around the cooling jacket.
Sleeve (10) fits into machined counterbore surface
(A) that is at the top of the cylinder liner. During
engine operation, the sleeve scrapes the area of the
piston that is above the top piston ring in order to
remove carbon buildup. This action prevents
polishing of the cylinder wall. The cylinder liner is a
midsupported design. The support for the liner flange
(C) is located below the top deck of the engine block.
The engines cylinder pack consists of the piston,
piston rings, piston pin, piston rod, and cylinder liner.
Piston rings (11) are installed in the ring grooves that
are located in the top portion of piston (12). The
piston rings fit tightly inside the cylinder. The two top
rings seal the combustion chamber as the piston
moves in the cylinder. The bottom ring scrapes the oil
from the cylinder liner. The piston is attached to the
small end of connecting rod (13). Piston pin (14) is
used to create an articulated joint between the piston
and the connecting rod. Six bolts are used to secure
the large end of the connecting rod around the
bearing journal on the crankshaft. In order to create
the cap of the connecting rod, the rod is fractured Illustration 18 g01871414
along the centerline of the radius of the connecting Components for the cylinder pack
rods large end.
(15) Valve mechanism cover
(16) Cylinder head
Note: The large end of the connecting rod cannot be (17) Valve guide bushings
removed through the cylinder liner. The piston, rod, (18) Valve seat inserts
and the liner must be removed from the block as a (19) Integral seal
group. The piston and rod assembly can then be (20) Combustion gasket
removed from the bottom end of the liner.
Valve mechanism cover (15) is bolted to cylinder
head (16). A rubber gasket is installed in order to seal
the cover to the head. Remove the valve mechanism
cover in order to service the injector and the valve
train components. Valve guide bushings (17) are
mechanically pressed into the cylinder heads. Also,
the valve seat inserts (18) are mechanically pressed
into the cylinder heads. There are valve seats for two
inlet valves and two exhaust valves that are for each
cylinder. Integral seal (19) and combustion gasket
(20) are used to seal the cylinder head to the cylinder
block and to the liner. The integral seal is used to seal
coolant passages and oil passages that transfer fluids
between the cylinder block and the cylinder head.
The combustion gasket seals the combustion gases
that are in the combustion chamber.
26 UENR3017
Basic Engine
i03089943
Pistons, Rings and Connecting

Rods
SMCS Code: 1214; 1218
Connecting rod
Piston assembly
The connecting rod has a taper on the pin bore end.
The piston is a one-piece piston that is made of This taper gives the rod and the piston more strength
forged steel. A large circumferential slot separates in the areas with the most load. Six bolts, which are
the crown and the skirt. The crown and the skirt set at a small angle, hold the rod cap to the rod. This
remain attached by the strut for the pin bore. The design keeps the rod width to a minimum, so that a
crown carries all three piston rings. Oil from the piston larger rod bearing can be used. The connecting rod,
cooling jets flows through a chamber which is located the piston, and the liner must be removed as a group.
directly behind the rings. The oil cools the piston The connecting rod can not be removed without also
which improves the life of the rings. The pistons have removing the liner.
three rings which include two compression rings and
one oil ring. All the rings are located above the piston The connecting rod is a one-piece forging that is
pin bore. Oil returns to the crankcase through holes in fractured hydraulically in order to split the big end cap
the oil ring groove. from the connecting rod. This process produces a
rough surface that is accurately matched on each
side for improved strength. The rough surface also
prevents lateral movement of the mating surfaces.
The caps and the rods must stay together as a pair.
The caps and the rods cannot be mixed.
The connecting rods are different for each side of the
engine. The connecting rods must be installed on the
correct side of the engine.
UENR3017 27
Basic Engine
i02613930 i02613931
Crankshaft Camshaft
SMCS Code: 1202 SMCS Code: 1210
Illustration 21 g01293802 Illustration 22 g01293790

Typical example Typical example
The crankshaft changes the combustion forces in the There is one camshaft. The C175-16 camshaft is
cylinder into usable rotating torque. A vibration supported by nine bearings. The C175-20 camshaft is
damper is used at the front of the crankshaft in order supported by eleven bearings. The camshaft is driven
to reduce torsional vibrations (twist) that can cause by the rear gear group.
damage to the engine.
The camshaft must be in time with the crankshaft.
The crankshaft drives a group of gears on the front The relation of the camshaft lobes to the crankshaft
and on the rear of the engine. The gear group on the position causes the valves in each cylinder to operate
front of the engine drives the oil pump, the water at the correct time.
pumps, the fuel pump, and the accessory drives.
The rear gear group drives the camshaft and the
accessory drives.
Seals and wear sleeves are used at both ends of the
crankshaft. The C175-16 crankshaft is held in place
by nine main bearings. The C175-20 crankshaft is
held in place by eleven main bearings. A thrust plate
at either side of the rear main bearing controls the
end play of the crankshaft.
28 UENR3017
Air Starting System
Air Starting System When the engine control senses the crank terminate
speed, starting motor solenoid (4) is de-energized.
The control valve closes in order to shut off the main
supply of pressurized air to the starting motor.
i03089981
Air Starting System

SMCS Code: 1450
Typical example
(1) Air starting motor
(2) Air inlet
(3) Control valve
(4) Starting motor solenoid
When the main supply of pressurized air is ON,

pressurized air is provided to the control valve. The
main supply of pressurized air is blocked by the
control valve. The control valve allows some control
air pressure to flow through the control valve to the
starting motor solenoid .
When the normally closed starting motor solenoid is
activated for start-up, the solenoid opens the
connected valve. The valve allows the control air
pressure to flow behind the piston inside the air
starting motor.
The pressurized air causes the turbine to rotate. The
rotor uses the reduction gears to rotate the drive shaft
for the pinion and the pinion rotates the flywheel in
order to crank the engine.
When the engine starts to run, the flywheel will begin
to rotate faster than the pinion. The design of the
drive shaft for the pinion allows the pinion to move
away from the flywheel. This prevents damage to the
air starting motor, to the pinion, and to the flywheel
ring gear.
UENR3017 29
Electrical System
Electrical System Use a separate ground strap to ground the negative

“-” battery terminal for the control system to the
ground plane.
Disconnect the power when you are working on the
engine's electronics.
i01253714
If rubber couplings are used to connect the steel
Electrical System Operation piping of the cooling system and the radiator, the
piping and the radiator can be electrically isolated.
SMCS Code: 1400; 1450 Ensure that the piping and the radiator are
continuously grounded to the engine. Use ground
The electrical system has two separate circuits. The straps that bypass the rubber couplings.
circuits are the charging circuit and the starting circuit.
Some of the electrical system components are used
in more than one circuit. The battery, the circuit i02641472
breaker, the cables, and the battery wires are
common in each of the circuits. Charging System
The charging circuit is in operation when the engine is SMCS Code: 1400
running. An alternator makes electricity for the
charging circuit. A voltage regulator in the circuit
controls the electrical output in order to keep the NOTICE
battery at full charge. Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
The starting circuit is in operation only when the start with heavy load on the circuit can cause damage to
switch is activated. the regulator.
i03078894
Alternator
Grounding Practices
SMCS Code: 1400
Proper grounding is necessary for optimum engine
performance and reliability. Improper grounding will
result in uncontrolled electrical circuit paths and in
unreliable electrical circuit paths.
Uncontrolled electrical circuit paths can result in
damage to main bearings, to connecting rod bearing
journal surfaces, and to aluminum components.
Uncontrolled electrical circuit paths can also cause
electrical activity that may degrade the engine
electronics and communications.
Ensure that all grounds are secure and free of
corrosion. Illustration 24 g01325347
The engine alternator must be grounded to the Alternator components (typical example)
negative “-” battery terminal with a wire that is (1) Regulator
adequate to carry the full charging current of the (2) Roller bearing
alternator. (3) Stator winding
(4) Ball bearing
For the starting motor, do not attach the battery (5) Rectifier bridge
negative terminal to the engine block. (6) Field winding
(7) Rotor assembly
(8) Fan
NOTICE
This engine is equipped with a 24 volt starting system. The alternator is driven by a belt from an auxiliary
Use only equal voltage for boost starting. The use of drive at the front right corner of the engine. This
a welder or higher voltage will damage the electrical alternator is a three-phase, self-rectifying charging
system. unit, and the regulator is part of the alternator.
Ground the engine block with a ground strap that is

furnished by the customer. Connect this ground strap
to the ground plane.
30 UENR3017
Electrical System
The voltage regulator is a solid-state, electronic When two sets of windings in the solenoid are used,
switch. The regulator turns on and the regulator turns the windings are called the hold-in winding and the
off many times in one second in order to control the pull-in winding. Both of the winding have the same
field current to the alternator. The output voltage from number of turns around the cylinder. However, the
the alternator will now supply the needs of the battery pull-in winding uses a wire with a larger diameter in
and the other components in the electrical system. No order to produce a greater magnetic field. When the
adjustment can be made in order to change the rate start switch is closed, part of the current flows from
of charge on these alternator regulators. the battery through the hold-in windings. The rest of
the current flows through the pull-in windings to the
motor terminal. The current then goes through the
i04240172
motor to the ground. When the solenoid is fully
activated, current is shut off through the pull-in
Starting System windings. Only the smaller hold-in windings are in
SMCS Code: 1450 operation for the extended time. This time is the
amount of time that is needed for the engine to start.
The solenoid will now take less current from the
Starting Solenoid for Electric battery. The heat that is made by the solenoid will be
kept at an acceptable level.
Starting Motors
A solenoid is an electromagnetic switch that does two
Electric Starting Motor
basic operations. The starting motors are used to turn the engine
• Close the high current starting motor circuit with a flywheel in order to get the engine running.
low current start switch circuit.
• Engage the starting motor pinion with the ring gear.
Cross section of the starting motor (typical example)
(1) Field
Illustration 25 g00285112 (2) Solenoid
(3) Clutch
Typical solenoid (4) Pinion
(5) Commutator
The solenoid has windings (one or two sets) around a (6) Brush assembly
hollow cylinder. There is a spring-loaded plunger (7) Armature
inside the cylinder. The plunger can move forward
and backward. When the start switch is closed and The starting motor has a solenoid. When the start
the electricity is sent through the windings, a switch is activated, electricity will flow through the
magnetic field is made. The magnetic field pulls the windings of the solenoid. The solenoid core will move
plunger forward in the cylinder. The motion moves the in order to push the starting motor pinion with a
shift lever in order to engage the pinion drive gear mechanical linkage. The pinion engages with the ring
with the ring gear. The front end of the plunger makes gear on the flywheel of the engine. The starting motor
contact across the battery and the motor terminals of pinion engages the ring gear before the contacts in
the solenoid. The starting motor begins to turn the the solenoid close the circuit between the battery and
engine flywheel. the starting motor. When the circuit between the
battery and the starting motor is complete, the pinion
When the start switch is opened, current no longer will turn the engine flywheel. A clutch gives protection
flows through the windings. The spring pushes the to the starting motor. The engine cannot turn the
plunger back to the original position. The spring starting motor too fast. When the start switch is
simultaneously moves the pinion gear away from the released, the starting motor pinion will move away
flywheel. from the flywheel ring gear.
UENR3017 31
Electrical System
Starting Motor Protection

The starting motor is protected from damage in two
ways:
• The starting motor is protected from engagement

with the flywheel ring gear when the engine is
running. The control feature will not allow the
starting motor to engage if the speed is above 0
rpm.
• The starting motor is protected from continued

operation by holding the key in the “start” position
after the engine starts. The starting motor solenoid
is disengaged after engine speed reaches 300
rpm.
i01259850
Circuit Breaker
SMCS Code: 1420
The circuit breaker is a switch that opens the battery
circuit if the current in the electrical system goes
higher than the rating of the circuit breaker.
A heat-activated metal disc with a contact point
completes the electric circuit through the circuit
breaker. If the current in the electrical system gets too
high the metal disc will get hot. This heat causes a
distortion of metal disc. The disc opens the contacts.
The disc breaks the circuit.
NOTICE
Find and correct the problem that causes the circuit
breaker to open. This will help prevent damage to the
circuit components from too much current.
32 UENR3017
Fuel System
Testing And Adjusting NOTICE

Section Ensure that all adjustments and repairs that are car-
ried out to the fuel system are performed by author-
ized personnel that have the correct training.
Fuel System Before beginning any work on the fuel system, refer
to Operation and Maintenance Manual, “General Haz-
ard Information and High Pressure Fuel Lines” for
safety information.
Refer to Systems Operation, “Cleanliness of Fuel
i05188989 System Components” for detailed information on the
standards of cleanliness that must be observed dur-
Fuel System Inspection ing all work on the fuel system.
SMCS Code: 1250-040
Do not service the high-pressure fuel system before
releasing the remaining high-pressure fuel from the
system. Refer to Testing and Adjusting, “Fuel Rail
Pressure - Release”.
Contact with high pressure fuel may cause fluid
penetration and burn hazards. High pressure fuel All of the parts of the fuel system must be clean.
spray may cause a fire hazard. Failure to follow Contaminants will cause rapid wear. Contaminants
these inspection, maintenance and service in- will also cause shortened component life.
structions may cause personal injury or death.
The high-pressure fuel system uses joints that consist
of a spherical ball and a conical socket. These joints
provide improved sealing at high fuel pressures.
Protective end caps must be used when the high-
pressure fuel system is serviced. Do not reuse the
Personal injury or death can result from improp- protective end caps.
erly checking for a leak.
Each joint of the high-pressure fuel system must be
Always use a board or cardboard when checking cleaned before the system is disassembled. Each
for a leak. Escaping air or fluid under pressure, joint of the high-pressure fuel system must be
even a pin-hole size leak, can penetrate body tis- cleaned before a component is installed, including
sue causing serious injury, and possible death. new parts.
If fluid is injected into your skin, it must be treated A problem with the components that supply fuel to the
immediately by a doctor familiar with this type of engine can cause low fuel pressure. Low fuel
injury. pressure can decrease engine performance.
1. Check the fuel level in the fuel tank. Look at the

NOTICE cap for the fuel tank. Make sure that the vent is not
Care must be taken to ensure that fluids are con- filled with debris.
tained during performance of inspection, mainte-
nance, testing, adjusting, and repair of the product. 2. Check the fuel lines for fuel leakage. Be sure that
Be prepared to collect the fluid with suitable contain- none of the fuel lines have a restriction or a faulty
ers before opening any compartment or disassem- bend.
bling any component containing fluids.
3. Install new main fuel filters. Make sure the primary
Refer to Special Publication, NENG2500, “Dealer fuel filter/water separator is clean. Replace the
Service Tool Catalog” for tools and supplies suitable primary fuel filter/water separator, if necessary.
to collect and contain fluids on Cat products.
4. Check the outlet pressure of the fuel transfer pump.
Dispose of all fluids according to local regulations and Ensure that you are building a minimum of
mandates.
250 kPa (36 psi) (gauge) of fuel pressure, which is
the minimum pressure required to open the inlet
check valves on the high-pressure pump. If the fuel
from the tank is on, then remove the low-pressure
transfer pump and verify that the drive shaft is not
broken. If the transfer pump is okay, then replace
the low-pressure regulator.
5. Purge the air from the fuel system.

UENR3017 33
Fuel System
NOTICE
a. Verify that the electric fuel priming pump is
Ensure that all adjustments and repairs that are car-
running. ried out to the fuel system are performed by author-
The vent port on the secondary fuel filter base ized personnel that have the correct training.
will purge the air from the system after the Before beginning ANY work on the fuel system, refer
secondary filters are changed. The purging to Operation and Maintenance Manual, “General Haz-
must be performed while the electric priming ard Information and High Pressure Fuel Lines” for
pump is running. safety information.
6. Check for fuel leaks on the high-pressure system. Refer to Systems Operation, “Cleanliness of Fuel
Verify that no leaks are present by inspecting the System Components” for detailed information on the
ports on the double wall fuel lines. standards of cleanliness that must be observed dur-
ing ALL work on the fuel system.
7. Check the injectors for an excessive bypass of fuel
by removing the return lines. In order to service the fuel system on C175 Engines,
the fuel that is under high pressure must be released.
i05133338 Use the following procedure to release the high-
pressure fuel from the fuel system.
Fuel Rail Pressure - Release 1. Allow the pressure in the fuel system to purge for
SMCS Code: 1251-553-PX; 1252-553-PX 15 minutes.
2. Use the Caterpillar Electronic Technician (ET) in
order to check the pressure of the fuel rail.
Contact with high pressure fuel may cause fluid Continue to monitor the pressure of the fuel rail if
penetration and burn hazards. High pressure fuel the pressure reading is higher than 1 to 2 MPa
spray may cause a fire hazard. Failure to follow (145 to 290 psi).
these inspection, maintenance and service in-
structions may cause personal injury or death. If the pressure reading is decreasing after1 minute,
wait until the pressure reading has stopped
decreasing.
3. High-pressure lines may be opened, once the

pressure reading has dropped below 1 MPa
Personal injury or death can result from improp-
(145 psi).
Use the procedure below to release the remaining
Always use a board or cardboard when checking pressure that is in the system. If the pressure in the
for a leak. Escaping air or fluid under pressure, fuel system is still above 1 MPa (145 psi), proceed
even a pin-hole size leak, can penetrate body tis- to Step 4.
sue causing serious injury, and possible death.
If fluid is injected into your skin, it must be treated 4. Allow the system to purge for 15 minutes.
immediately by a doctor familiar with this type of
injury. 5. Follow the procedure below if the pressure reading
does not decrease to less than 2 MPa (290 psi).
NOTICE Pressure Release by Loosening a

Care must be taken to ensure that fluids are con- Quill Tube
nance, testing, adjusting, and repair of the product. Note: This procedure is only required for one quill
Be prepared to collect the fluid with suitable contain- tube.
ers before opening any compartment or disassem-
Refer to Special Publication, NENG2500, “Dealer
Service Tool Catalog” for tools and supplies suitable
Dispose of all fluids according to local regulations and
mandates.
34 UENR3017
Fuel System
i04319710
Fuel Rail Leakage - Check

SMCS Code: 1252-081

penetration and burn hazards. High pressure fuel
spray may cause a fire hazard. Failure to follow
Fuel leaked or spilled onto hot surfaces or electri-

cal 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.

Always use a board or cardboard when checking
for a leak. Escaping air or fluid under pressure,
even a pin-hole size leak, can penetrate body tis-
If fluid is injected into your skin, it must be treated
Illustration 27 g01311969 immediately by a doctor familiar with this type of
injury.
1. Loosen bolts (3) and (4).
2. Loosen and remove bolts (1) and (2). NOTICE

Care must be taken to ensure that fluids are con-
3. Remove bolts (3) and (4). tained during performance of inspection, mainte-
nance, testing, adjusting, and repair of the product.
Do not remove the quill tube. Be prepared to collect the fluid with suitable contain-
4. Obtain new bolts.
5. Install the new bolts in the order of the numbered
sequence that is shown in Illustration 27 . Service Tool Catalog” for tools and supplies suitable
Bolts
Apply clean engine oil to the threads of the bolts. mandates.
Torque ..........................................20 N·m (15 lb ft)
Tighten the bolts again in the order of the numbered
sequence that is shown in Illustration 27 .
Torque.................................................40 N·m (30 lb ft)

UENR3017 35
Fuel System
NOTICE
Ensure that all adjustments and repairs that are car-
ried out to the fuel system are performed by author-
ized personnel that have the correct training.
Before beginning any work on the fuel system, refer
to Operation and Maintenance Manual, “General Haz-
safety information.
System Components” for detailed information on the
standards of cleanliness that must be observed dur-
ing all work on the fuel system.
Leaks can be detected in the high-pressure fuel Illustration 29 g02469816

system by checking the following locations: Location of the drain port in the outlet manifold at the
high-pressure fuel pump (right side engine view)
Isolate the leakage to a specific portion of the fuel rail:
(4) Plug
3. Remove plug (4) from the outlet manifold at the

high-pressure fuel pump.
4. Start the engine and run the engine.

Check each of the drain ports for fuel leakage.
Also, check the loose end of the fuel return line for
leakage.
If fuel leakage is found, the location of the leak will
be an indication of the failed component in the fuel
system:
• If leakage is present at the loose end the fuel

return line, check valve (3) has failed. Replace
the check valve.
• If leakage is present at the drain port on the

right side of the engine, check the right fuel rail
extensively for leaks.
• If leakage is present at the drain port on the left

side of the engine, check the left fuel rail
extensively for leaks.
• If leakage is present at the drain port at the

high-pressure fuel pump, check for a leak in the
fuel supply line. The leak will be located
Illustration 28 g02467128 between the fuel line connection at the pump
Fuel rails for the C175 engines (typical example) and the fuel line connection at the right fuel rail.
(1) Plug
(2) Line fitting • If leakage is present at multiple locations, check
(3) Check valve the components that are associated with each
location extensively for leaks.
1. On the right side of the engine, remove plug (1)
from the drain port at the rear of the fuel rail. 5. Identify leakage at the left fuel rail or the right fuel
rail:
2. On the left side of the engine, disconnect line fitting
(2) from the drain port at the rear of the fuel rail.
36 UENR3017
Fuel System
Location of the pressure sensor for the high-
pressure fuel system (left fuel rail)
(6) Fuel pressure sensor
a. If the drain ports on either side of the fuel

pressure sensor (6) are leaking, the leak may
(5) Plug be in the seal joint. Check the seal joint
between the pressure sensor and the fuel rail
Note: There is a plug at the fuel supply connection
for a problem.
for each injector.
a. For the fuel rail that was identified in Test Step
4 as leaking, remove plug (5) from the fuel
supply connections for each of the injectors.
b. Start the engine and run the engine.
c. Check the open drain ports at each cylinder for

leakage. Record the results.
6. Leakage near assembled joints in the fuel line may

be caused by a leak in the connecting joints or
other fuel system components. Leakage at the
seal joints for the fuel line connections at the
injectors is highly unlikely. Use the following
information to identify other possible leak paths on
the fuel rail:
Location of the crossover tube for the high-
pressure fuel system (rear engine view)
(7) High-pressure fuel line that connects the fuel rails
UENR3017 37
Fuel System
b. If the leak is coming from the drain ports near

crossover tube (7), there, may be a problem in
the connecting joints. Check for a problem in
the joints between the crossover tube and the
fuel rail.

Location of the fuel supply line for the high- (9) O-ring
pressure fuel system (right front side engine view) (10) O-ring
(8) High-pressure fuel lines that supply fuel to the fuel rails
8. Remove the fuel lines from the engine. Remove O-
c. If the leak is coming from the drain ports near rings (9) and (10) at the affected cylinders. Install
fuel supply tube assembly (8), there may be a the fuel line onto the engine without the O-rings.
problem in the connecting joints. The leak is
probably in the joints between the tube 9. Start the engine and run the engine.
assembly and the fuel rail. If these joints are
OK, check the condition of the other seal joints
in the tube assembly.
7. For each of the cylinders suspected of having

leakage in the fuel supply connections, perform
this procedure to isolate the leakage:
Note: The fuel pressure in the fuel system must

be below 1 MPa (145 psi) before the fuel system
can be serviced. Refer to Systems Operation/
Testing and Adjusting, “Fuel Rail Pressure -
Release”.
38 UENR3017
Fuel System
(11) Sealing band on high-pressure fuel connections
(F) Example of scratches that may cause leaks
(G) Example of scratches that may not cause leaks
11. After you have isolated the seal joint that is

leaking, disassemble the connection for the joint.
Inspect the sealing band (11) for damage.
(D) Area D
(E) Area E The sealing band will be white or light gray in color.
The sealing band will be about 1.000 mm
Note: These O-rings have been removed from the (0.0394 inch) wide. The most probable leak paths
fuel lines in order to allow a leak path for fuel at the will be scratches and/or damage to the area that is
seal joints. This procedure will assist identifying the identified as the sealing band for the joint.
seal joint that is leaking.
10. Check areas (D) and (E) for fuel leakage. Use a jeweler loupe (magnifying glass) and a
bright light source while you inspect the sealing
If leakage is identified at area (D), there may be a bands on the fuel lines. Typical sight and standard
leak in the seal joint at the fuel injector. lighting are not sufficient to see minor scratches
which may cause leaks.
If leakage is identified at area (E), there may be a
leak in the seal joint between the fuel line and the i04040251
flow limiter. Also, check for a leak in the joint
between the flow limiter and the fuel rail.
Injector Bypass Fuel Flow -
Test
SMCS Code: 1290-081

penetration and burn hazards. High pressure fuel
spray may cause a fire hazard. Failure to follow
UENR3017 39
Fuel System

Always use a board or cardboard when checking
for a leak. Escaping air or fluid under pressure,
even a pin-hole size leak, can penetrate body tis-
If fluid is injected into your skin, it must be treated
immediately by a doctor familiar with this type of
injury.
NOTICE
Be prepared to collect the fluid with suitable contain-
bling any component containing fluids. Illustration 37 g01799978
(1) Fuel return line from the fuel injectors
Refer to Special Publication, NENG2500, “Dealer (2) Fuel manifold
a. Disconnect the fuel injector fuel return line (1)
Dispose of all fluids according to local regulations and from fuel manifold (2) at the high-pressure fuel
mandates. pump. Obtain a piece of plastic tubing that can
be attached to the end of the return line.
Connect one end of the tubing to the loose
NOTICE
Ensure that all adjustments and repairs that are per- return line. Place the other end of the tube into
formed on the fuel system are performed by author- a suitable container that can be used to
ized personnel. Ensure that these personnel have measure the fuel discharge from the return
had the correct training. line.
Before beginning any work on the fuel system, refer b. Start the engine. Allow the engine to stabilize
to Operation and Maintenance Manual, “General Haz- at a steady engine rpm.
safety information.
System Components” for detailed information that is
related to the standards of cleanliness that must be
observed during all work on the fuel system.
Note: The fuel pressure in the fuel system must

be below 1 MPa (145 psi) before the fuel system
can be serviced. Refer to Systems Operation/
Testing and Adjusting, “Fuel Rail Pressure -
Release”.
Excessive bypass fuel flow by individual fuel injectors
can affect engine starting, engine operation, and
engine performance.
1. Use the following procedure in order to check

the fuel injectors for excessive bypass fuel
flow:
40 UENR3017
Fuel System
Injector bypass fuel flow that is allowable for the engine
Note: During engine cranking, the flow rate should

be minimal to zero. Refer to Illustration 38 to
determine if the flow rate during engine cranking is
excessive
c. Measure the flow rate that drains from the
return line for one minute. Use the Illustration
that is shown above to determine if the flow
rate for the engine is excessive.
Stop the engine.
If the fuel flow rate is acceptable, clean up any
fuel that may have been spilled. Reconnect the
fuel return line to the fuel manifold. Return the
engine to service.
If the fuel flow rate is greater than the
acceptable value shown in Illustration 38 ,
leave the fuel return line disconnected from the
fuel manifold. Proceed to the next Test Step in
order to locate any problem injectors.
2. Use the following procedure to check the Illustration 39 g01859040

injector bypass fuel flow for each cylinder Location of the fitting for the crossover tube for the
bank: fuel return line (left rear engine view)
a. Disconnect the crossover tube for the fuel

return line that is located on the left rear side of
the engine. Obtain two pieces of plastic tubing
that can be used to collect the fuel drain from
each fitting. Connect one of the pieces of
tubing to loose return line. Connect the other
piece of tubing to the fitting that is at the
support of the fuel rail. Place the end of tubes
into suitable containers that can be used to
measure the flow rate that drains from each of
the fittings.
UENR3017 41
Fuel System
b. Plug the fuel line at the fuel manifold in order to

seal the fuel return line from leakage.
c. Start the engine. Allow the engine to stabilize

at a steady engine rpm.
Injector bypass fuel flow that is allowable for each cylinder bank of the engine
Note: During engine cranking, the flow rate should

be minimal to zero. Refer to Illustration 40 to 4. Check for the injector bypass fuel flow at each
determine if the flow rate during engine cranking is injector:
excessive
d. Measure the flow rate that drains from the left
bank and the right bank of the engine for one
minute. Use Illustration 40 to determine if the
flow rate for each bank is excessive.
Stop the engine.
If the flow rate from the left bank is greater
than the acceptable value, the left bank
injectors may have an excessive bypass fuel
flow.
If the fuel rate from the crossover tube is
greater than the acceptable value, the right
bank injectors may have an excessive bypass
fuel flow.
Note: There may be an injector bypass fuel flow
that is excessive on both banks of the engine. In
this case, the injectors on both banks of the engine
are considered suspect.
3. Reconnect the crossover tube. Remove the plug in Illustration 41 g01799973

the fuel return line that is at the high-pressure fuel Location of the fuel return lines for the individual
pump. Reconnect this return line. Clean up any injectors (typical left side engine view)
fuel that may have been spilled. Proceed to the
next Test Step in order to identify the problem
injectors.
42 UENR3017
Fuel System
a. Remove the fuel return lines for the individual

injectors on the suspect bank of cylinders.
Obtain a piece of plastic tubing that can be
attached to the end of the return line. Connect
one end of the tubing to the loose return line.
Place the other end of the tube into a suitable
container that can be used to measure the flow
rate from the individual injectors.
b. Start the engine. Allow the engine to stabilize

at a steady engine rpm.
Injector bypass fuel flow that is allowable for each injector
Note: During engine cranking, the flow rate should Refer to Systems Operation/Testing and Adjusting,
be minimal to zero. Refer to Illustration 42 to “Fuel Rail Leakage - Check” for details.
determine if the flow rate during engine cranking is
excessive i02672579
c. Measure the flow rate that drains from the
individual injectors. Use Illustration 42 to Checking Engine Cylinders
determine if the flow rate for each injector is
SMCS Code: 1290-535
excessive.
When the engine is under load, the temperature of an
5. Stop the engine. exhaust manifold port can indicate the condition of a
fuel injector. Low temperature at an exhaust manifold
6. Replace any injectors that are leaking excessively. port is an indication of no fuel to the cylinder. This can
possibly indicate an injector with a defect or a
7. Restore the fuel system to the original problem with the control system. An extra high
configuration. Clean up any fuel that may have temperature at an exhaust manifold port can indicate
been spilled. too much fuel to the cylinder. High temperatures may
also be caused by an injector with a defect.
8. Recheck the fuel flow at the return line that is for
the high-pressure fuel pump in order to ensure that Refer to Testing And Adjusting, “Measuring Exhaust
Temperature” for the procedure to check the exhaust
the problem has been resolved manifold port temperatures.
9. Recheck for excess fuel leakage in the fuel rail that
could have been introduced from the replacement
of the injectors.
UENR3017 43
Fuel System
i02900273 i01255770
Checking Engine Cylinders Engine Rotation

with an Electronic Service Tool SMCS Code: 1000
SMCS Code: 1290-535 The SAE standard engine crankshaft rotation is
counterclockwise from the flywheel end of the engine.
Refer to the Troubleshooting Manual for the tools
needed in order to check the engine cylinders.
i02623596
The condition of individual cylinders may be checked
electronically. The cylinders may be checked by
cutting out the cylinders with Caterpillar Electronic
Finding the Top Center
Technician (ET). A weak cylinder or a cold cylinder Position for the No. 1 Piston
may be found in this manner.
SMCS Code: 1105-531
1. Connect the Cat ET and the communication Table 1
adapter to the data link connector.
Tools Needed Quantity
2. Start the engine and set engine speed to low idle. 279-3473 Barring Gp 1
3. Select the “Diagnostic Tests” screen from the

main menu and then select “1-Cylinder Cutout” .
4. Observe the Injection Duration that is displayed on

the Cat ET screen. The injection duration
represents the amount of time for energizing the
injector cartridge valve. The injection duration also
represents the amount of fuel that is being injected
at that engine speed.
5. Use the arrow keys in order to highlight each

cylinder. Then press “return” . The display should
read “CUTOUT” next to the cylinder number.
Observe the duration number with each cylinder
that is cut out. Compare the number to the duration
number in Step 4.
When a cylinder is cut out, the other cylinders must
work harder in order to maintain the current engine
speed. The engine's electronic control module
automatically increases the duration of the cylinders
that are still firing in order to maintain engine rpm.
If a cylinder is cut out and the duration number does
(1) 279-3473 Barring Gp
not increase, then that cylinder is producing less
power or that cylinder is not producing power.
This test may also be performed at other engine
speeds and engine loads. When the engine is at
rated load, the duration number will not increase
when the cylinders are cut out. Instead, the engine
speed will decrease. The speed will decrease
because the engine is delivering the rated power.
Increasing the fuel would increase the engine's power
output above the rated power. For additional
information, refer to Special Instruction, REHS1003,
“Performing a Multiple Cylinder Cutout Test”.
44 UENR3017
Fuel System
4. Remove the valve cover for the No. 1 cylinder

head.
5. The inlet and exhaust valves for the No. 1 cylinder
are fully closed if the No. 1 piston is on the
compression stroke and the rocker arms can be
moved by hand. If the rocker arms cannot be
moved and the valves are slightly open, the No. 1
piston is on the exhaust stroke. Find the cylinders
that need to be checked or adjusted for the stroke
position of the crankshaft after the timing bolt has
been installed in the flywheel. Refer to Testing and
Adjusting, “Crankshaft Position for Fuel Injector
Adjustment and Valve Lash Setting”.
Note: When the actual stroke position is identified
and the other stroke position is needed, remove the
timing bolt from the flywheel. Turn the flywheel by 360
degrees in the direction of normal engine rotation.
i02659563
Camshaft Timing
SMCS Code: 1210
Timing Check
(2) 269-0550 Timing Pin Assembly
(3) Plug
(4) Pin locations
(5) Slot in flywheel for timing pin
1. Remove plug (3) from the top of the flywheel

housing.
2. Remove 269-0550 Timing Pin Assembly(2) from

one of pin locations (4) at the top of the flywheel
housing .
269-0550 Timing Pin Assembly is marked with
the letter “F” on the bolt head.
3. Put 269-0550 Timing Pin Assembly(2) through
the timing hole in the flywheel housing. Use
279-3473 Barring Gp(1) and a ratchet wrench
with a 34 mm socket in order to turn the flywheel in
the direction of normal engine rotation. Turn the
flywheel until the timing pin assembly will fall into
slot (5) in the flywheel. Illustration 45 g01336050
Location of timing pin (typical example)
Note: If the flywheel is turned beyond the point of (1) Timing hole
engagement, the flywheel must be turned in the (2) Timing pin
direction that is opposite of normal engine rotation.
Turn the flywheel by approximately 30 degrees. Then
turn the flywheel in the direction of normal engine
rotation until the timing bolt engages with the
threaded hole. This procedure will remove the play
from the gears when the No. 1 piston is on the top
center.
UENR3017 45
Fuel System
3. When the timing bolt is installed in the flywheel,

insert camshaft timing pin (2) into timing hole (1). If
timing pin (1) can not be installed, the flywheel
must be turned by 360 degrees in order to put the
No. 1 piston on the compression stroke.
Camshaft timing pin (2) must be installed so that
the “RR” marking (5) is facing the rear of the
engine.
Camshaft timing pin (2) is fully installed when the
bottom of the plug is flush with the top face of the
cylinder block.
4. If camshaft timing pin (2) does not engage in the

groove of the camshaft, the engine is not in time.
The camshaft must be adjusted.
Refer to “Timing Adjustment” for the procedure to
put the camshafts in time with the crankshaft.
NOTICE
Illustration 46 g01336118 If a camshaft is out of time more than 18 degrees (ap-
(3) Lifting bracket
proximately 1/2 the diameter of timing pin out of
(4) Bolts groove), the valves can make contact with the pis-
tons. This will cause damage that will make engine re-
1. Remove bolts (4). Remove lifting bracket (3). pair necessary.
2. Find the top center position for the number one

piston. Refer to Testing and Adjusting, “Finding the Timing Adjustment
Top Center Position for the No. 1 Piston”. Table 2
Required Tools
Note: When the timing bolt is installed in the flywheel,
it is not necessary to remove the No. 1 valve cover in Tool Part Number Part Description Qty
order to find the compression stroke.
A 282-9962 Guide 2
B 255-2820 Camshaft Pilot 2
C 8T-3169 Crank As 1
Note: The timing must be checked before the timing

adjustments are made. Refer to “Timing Check” for
this procedure.
After the Timing Check procedure is complete, the
timing bolt will be engaged in the flywheel. The No. 1
piston will be at the top center (TC) position.
(5) “RR” Marking
46 UENR3017
Fuel System
3. Apply a thin coat of oil to Tooling (A) and Tooling

(B). Install Tooling (A) and leave the bolts loose.
Install Tooling (B). Tighten the bolts for Tooling (A).
Install Tooling (C). Use Tooling (C) in order to
Illustration 48 g01336288 rotate the camshaft.
(6) Harness assemblies
(7) Bolts
4. Rotate the camshaft in the direction of engine
(8) Cover rotation until camshaft timing pin (2) can be
(9) Cover installed in timing hole (1).
(10) Bolts
Camshaft timing pin (2) must be installed so that
1. Remove harness assemblies (6), bolts (7), bolts the “RR” marking (5) is facing the rear of the
(10), cover (8), and cover (9). engine.
Camshaft timing pin (2) is fully installed when the
bottom of the plug is flush with the top face of the
cylinder block.
5. Install camshaft gear (11). Install spacer (12).

Install bolt (14). Install bolts (13).
6. Install cover (8), cover (9), bolts (7), bolts (10), and
harness assemblies (6).
7. Install camshaft timing pin into the storage location.
8. Install lifting bracket (3) and bolts (4).
(11) Camshaft gear
(12) Spacer
(13) Bolts
(14) Bolt
2. Remove bolts (13), bolt (14), spacer (12), and

camshaft gear (11).
UENR3017 47
Fuel System
i02613936
Crankshaft Position for Valve Lash Setting

SMCS Code: 1105; 1202
Table 3
Counterclockwise rotation (Standard) from the flywheel end of the engine
Cylinders to Check/Adjust
Correct Stroke For No. 1 Piston At

Engine Inlet Valves Exhaust Valves
Top Center Position(1)
Compression 1-2-3-4-5-7-8-12 1-2-5-6-8-9-13-14

C175-16
Exhaust 6-9-10-11-13-14-15-16 3-4-7-10-11-12-15-16
(1) Put the No. 1 piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting, “Finding the Top Center Posi-
tion for the No 1 Piston”. Find the top center position for a particular stroke and make the adjustment for the correct cylinders. Remove the tim-
ing bolt . Turn the flywheel by 360 degrees in the direction of normal engine rotation. This will put the No. 1 piston at the top center (TC)
position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.
Table 4
Counterclockwise rotation (Standard) from the flywheel end of the engine
Cylinders to Check/Adjust
Correct Stroke For No. 1 Piston At

Engine Inlet Valves Exhaust Valves
Top Center Position(1)
Compression 1-2-5-6-10-11-13-14-17-18 1-2-3-4-11-12-13-14-15-16

C175-20
Exhaust 3-4-7-8-9-12-15-16-19-20 5-6-7-8-9-10-17-18-19-20
(1) Put the No. 1 piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting, “Finding the Top Center Posi-
tion for the No 1 Piston”. Find the top center position for a particular stroke and make the adjustment for the correct cylinders. Remove the tim-
ing bolt . Turn the flywheel by 360 degrees in the direction of normal engine rotation. This will put the No. 1 piston at the top center (TC)
position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.
48 UENR3017
Air Inlet and Exhaust A difference in fuel density will change horsepower
and boost. If the fuel is rated above 35 API, the
System pressure in the inlet manifold can be less than the
pressure that is given in the TMI. If the fuel is rated
below 35 API, the pressure in the inlet manifold can
be more than the pressure that is given in the TMI.
Be sure that the air inlet or the exhaust does not have
i03082021 a restriction when you are making a check of the
pressure.
Restriction of Air Inlet and Note: The electronic service tool may be used to
Exhaust check the pressure in the inlet manifold.
SMCS Code: 1050-040
i05988338
There will be a reduction in the performance of the
engine if there is a restriction in the air inlet system or
the exhaust system.
Measuring Exhaust
Temperature
The air flow through the air cleaner may have a
restriction. The pressure at the restriction of the air SMCS Code: 1088-082
flow must not exceed 5.0 kPa (20.0 inch of H2O). Table 5
Back pressure is the difference in the pressure Tools Needed Qty
between the exhaust at the outlet elbow and the
atmospheric air. Back pressure from the exhaust 6V-9130 Temperature Adapter 1
must not be more than 6.7 kPa (27.0 inch of H2O).
237-5130 Digital Multimeter Gp 1
i01939065
Use the Cat ® Electronic Technician (ET) to monitor
individual cylinder exhaust temperatures, the exhaust
Measuring Inlet Manifold temperature to the turbocharger, and the exhaust
Pressure temperature after the turbocharger.
SMCS Code: 1058-082 The temperatures can be verified with the 6V-9130
Temperature Adapter and the 237-5130 Digital
The performance of an engine can be checked. Multimeter.
Determine the boost pressure in the inlet manifold
during a load test. Compare this pressure with the i03633153
specifications that are given in the Fuel Setting and
Related Information in the Technical Marketing
Information (TMI). This test is used when there is an Crankcase Pressure
increase in exhaust temperature to the turbocharger SMCS Code: 1215; 1317-082
on the engine, yet there is no real sign of a problem
with the engine. The Caterpillar Electronic Technician (ET) can be
used to measure crankcase pressure. Crankcase
The performance and correct pressure for the inlet pressure is given on the display status screen in Cat
manifold is given in the Fuel Setting and Related ET. The Electronic Control Module (ECM) will perform
Information in the TMI. Development of this any of the following functions if the crankcase
information is done with these conditions: pressure is high in the engine: warning, derate and
shutdown. The response will depend on the
• The dry barometric pressure measures 96 kPa programming and the availability of the parameter of
(28.8 inches Hg). the monitoring system.
• 25 °C (77 °F) outside air temperature Pistons or rings that have damage can be the cause
of too much pressure in the crankcase. This condition
• 35 API rated fuel will cause the engine to run rough. There will be more
than the normal amount of fumes coming from the
Any change from these conditions can change the crankcase breather. This crankcase pressure can
pressure in the inlet manifold. The outside air may also cause the element for the crankcase breather to
have a higher temperature and a lower barometric have a restriction in a very short time. This crankcase
pressure than the values that are given above. This pressure can also be the cause of any oil leakage at
will cause a lower inlet manifold pressure the gaskets and at the seals.
measurement than the pressure that is given in the
TMI. Outside air that has a lower temperature and a
higher barometric pressure will cause a higher inlet
manifold pressure measurement.
UENR3017 49
i05198265
Valve Lash - Adjust

SMCS Code: 1105-025
The Electronic Control Module produces high

voltage. To prevent personal injury make sure the
Electronic Control Module is not powered and do
not come in contact with the fuel injector solenoid
terminals while the engine is running.
Table 6
Tools Needed
Part Number Part Name Qty
8T-5096 Dial Indicator Gp 1
Allow the engine to cool for at least 20 minutes

before you perform a valve lash adjustment. Illustration 51 g01972533
Table 7 Installation of the dial indicator

Valve Lash Setting: Engine Stopped and Cold (1) Dial indicator
(2) Exhaust rocker arm
Valves Gauge Dimension (3) Inlet rocker arm
(4) Adjuster assemblies
Inlet 0.80 ± 0.08 mm (0.031 ± 0.003 inch)
1. Ensure that the number 1 piston is at the top center
Exhaust 1.30 ± 0.08 mm (0.051 ± 0.003 inch)
position. Refer to Testing and Adjusting, “Finding
the Top Center Position for the No. 1 Piston”.
Note: Valve lash is measured at the top of wear seat
for the intake valves and the exhaust valves. All of the 2. The number 1 piston should be at the top center
clearance measurements and the adjustments must position of the correct stroke. Perform adjustments
be made with the engine stopped. Ensure that the to the valves according to the chart: Refer to
valves are fully closed. Testing and Adjusting, “Crankshaft Positions for
Valve Lash Setting”.
Note: Ensure that you are performing this procedure
on a cold engine.
3. Install the dial indicator onto the appropriate arm

assembly:
a. Attach the magnetic base for the dial indicator

to a machined surface on the cylinder head of
the engine. Ensure that the base is securely
fastened to the surface.
b. Adjust the holding rods so that the dial
indicator probe is located on the flat portion of
the top of the rocker arm wear seat.
Refer to Illustration 51 .
4. Firmly tap the rocker arm at the top of the
adjustment screw with a soft mallet. The tapping
will ensure that the lifter roller seats against the
base circle of the camshaft lobe.
5. Zero the dial indicator.
50 UENR3017
6. Pivot the rocker arm on the rocker shaft. The valve

lash is the total movement that is indicated by the
dial indicator as the rocker arm pivots on the rocker
shaft.
7. Adjust the valve lash on the appropriate valves:
a. Loosen the adjustment locknut.
b. Turn the adjuster in order to obtain the

appropriate reading for the valve lash that is
measured on the dial indicator.
c. Tighten the adjustment locknut. Do not allow
the adjustment screw to turn while you are
tightening the adjustment locknut.
Torque for adjustment locknut.............120 ± 15 N·m

(90± 11 lb ft)
d. Recheck the valve lash after tightening the

adjustment locknut.
UENR3017 51
Lubrication System
Lubrication System Table 8

Tools Needed
Part Number Part Name Quantity
1U-5470 Engine Pressure Group 1

i01574160
5C-7617 Reducing Bushing 1
General Information 4M-5317 Reducing Bushing 1
(Lubrication System)
SMCS Code: 1300
The following problems generally indicate a problem
in the engine's lubrication system.
• Excessive consumption of engine oil

• Low engine oil pressure
• High engine oil pressure
• Excessive bearing wear

• Increased engine oil temperature
i04046272
Engine Oil Pressure - Test 1U-5470 Engine Pressure Group
SMCS Code: 1304-081 The 1U-5470 Engine Pressure Group measures the
engine oil pressure in the system. This engine tool
group can read the engine oil pressure inside the oil
manifold.
Work carefully around an engine that is running. Note: Refer to Special Instruction, SEHS8907, “Using
Engine parts that are hot, or parts that are mov- the 1U-5470 Engine Pressure Group” for more
ing, can cause personal injury. information on using the 1U-5470 Engine Pressure
Group.
NOTICE Note: The engine oil pressure can also be measured
Keep all parts clean from contaminants. by using an electronic service tool. Refer to
Troubleshooting for information on the use of the
Contaminants may cause rapid wear and shortened Caterpillar Electronic Technician (ET).
component life.
NOTICE
Be prepared to collect the fluid with suitable contain-
mandates.
52 UENR3017
Lubrication System
Note: A record of engine oil pressure can be used as

an indication of possible engine problems or of
damage. A possible problem could exist if the engine
oil pressure suddenly increases or decreases 70 kPa
(10 psi) and the engine is not at normal engine oil
pressure. Inspect the engine and correct the problem.
5. Compare the recorded engine oil pressure with the

engine oil pressure indicators on the instrument
panel and the engine oil pressure that is displayed
on the Cat ET.
6. A faulty oil pressure indicator or a faulty oil
pressure sensor can give a false indication of
engine oil pressure.
If there is a notable difference between the engine
oil pressure readings, refer to the Troubleshooting
manual for troubleshooting details.
Location of the pressure tap for the lubrication system
(right side engine view)
(1) Plug
(2) Oil filter base
1. Remove plug (1) from oil filter base (2). Install a

5C-7617 Reducing Bushing and a 4M-5317
Reducing Bushing into the fitting for the pressure
tap. These bushings will reduce the size of the tap
to the correct size for the 1U-5470 Engine
Pressure Group. Install the fitting for the pressure
group into this port.
Note: The fitting for the pressure tap is a metric size.

Do not use a SAE or an NPTF fitting in this port.
2. Start the engine. Run the engine with SAE 15W40

oil. Refer to Operation and Maintenance Manual,
“Engine Oil” for the recommendations of engine oil.
Note: Allow the engine to reach operating

temperature before you perform the oil pressure test.
Note: The nominal engine oil temperature at rated

rpm is approximately 95° C (203° F). The engine oil
temperature should not exceed 115 °C (239 °F).
3. Record the value of the engine oil pressure when
the engine has reached operating temperature.
4. The normal engine oil pressure at rated rpm is

approximately 500 kPa (73 psi) to approximately
700 kPa (102 psi). The maximum engine oil
pressure should never exceed 850 kPa (123 psi).
The minimum engine oil pressure at rated rpm
should be approximately 500 kPa (73 psi). The
minimum engine oil pressure at low idle rpm is
approximately 280 kPa (40 psi).
UENR3017 53
Cooling System
Cooling System If the cooling system is not properly maintained,

solids such as scale and deposits reduce the ability of
the cooling system to transfer heat. The engine
operating temperature will increase.
When the engine is overloaded, the engine will run in
i02634533 the lug condition. When the engine is running in the
lug condition, the engine is operating at a lower
General Information (Cooling engine rpm that reduces the coolant flow. Decreased
coolant flow during high load will cause overheating.
System)
SMCS Code: 1350 Coolant can be lost by leaks. Overheated coolant can
be lost through the cooling system's pressure relief
This engine has a pressure type cooling system. A valve. Lower coolant levels contribute to additional
pressure type cooling system has two advantages. overheating. Overheating can result in conditions
such as cracking of the cylinder head and piston
• The pressure helps prevent cavitation. seizure.
A cracked cylinder head or cylinder liner will force
• The risk of boiling is reduced.
exhaust gas into the cooling system. The additional
Cavitation occurs when mechanical forces cause the pressure causes coolant loss, cavitation of the water
formation of air bubbles in the coolant. The bubbles pump, less circulation of coolant, and further
can form on the cylinder liners. Collapsing bubbles overheating.
can remove the oxide film from the cylinder liner. This
allows corrosion and pitting to occur. If the pressure of Overcooling is the result of coolant that bypasses the
the cooling system is low, the concentration of electric water temperature regulator and flows directly
bubbles increases. The concentration of bubbles is to the radiator. Low load operation in low ambient
reduced in a pressure type cooling system. temperatures can cause overcooling. Overcooling is
caused when the water temperature regulator
The boiling point is affected by three factors: remains open. Overcooling reduces the efficiency of
pressure, altitude and concentration of glycol in the operation. Overcooling enables more rapid
coolant. The boiling point of a liquid is increased by contamination of the engine oil. This results in the
pressure. The boiling point of a liquid is decreased by formation of sludge in the crankcase and carbon
a higher altitude. Illustration 54 shows the effects of deposits on the valves.
pressure and altitude on the boiling point of water.
Cycles of rapid heating and cooling can result in
cracked cylinder heads, gasket failure, accelerated
wear, and excessive fuel consumption.
If a problem with the cooling system is suspected,
perform a visual inspection before you perform any
tests on the system.
i02826193
Visual Inspection
SMCS Code: 1350-535
Perform a visual inspection of the cooling system
before a test is made with test equipment.
The boiling point of the coolant also depends on the

type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling Personal injury can result from escaping fluid
temperature. However, glycol transfers heat less under pressure.
effectively than water. Because of the boiling point
and the efficiency of heat transfer, the concentration If a pressure indication is shown on the indicator,
of glycol is important. push the release valve in order to relieve pressure
before removing any hose from the radiator.
Three basic problems can be associated with the
cooling system:
1. Check the coolant level in the cooling system. Add
• Overheating coolant, if necessary.
• Coolant loss
• Overcooling
54 UENR3017
Cooling System
If the coolant level is too low, air will get into the A water temperature regulator that does not open
cooling system. Air in the cooling system reduces or a water temperature regulator that only opens
coolant flow. Air creates bubbles that contribute to part of the way can cause overheating.
cavitation. Bubbles in the coolant also reduce the
cooling capability. A water temperature regulator that does not close
enables overcooling.
2. Check the quality of the coolant. The coolant
should have the following properties: 8. Check the engine water pump and check the
auxiliary pump.
• Color that is similar to new coolant
Check for a fluid leak from the pump's weep hole
• Odor that is similar to new coolant during engine operation and check for a leak when
the engine is stopped. If either coolant or oil is
• Free from contamination leaking from the weep hole, replace the pump.
• Properties that are recommended by the A water pump with a damaged impeller does not
pump enough coolant for correct coolant flow. This
engine's Operation and Maintenance Manual
affects the engine's operating temperature.
If the coolant does not have these properties, drain Remove the water pump and check for damage to
the system and flush the system. Refill the cooling the impeller. Also inspect the inside of the pump's
system according to the engine's Operation and housing for scratches from the impeller.
Maintenance Manual.
i04317197
3. Check for air in the cooling system. Air can enter
the cooling system in different ways. The following Test Tools for the Cooling
conditions cause air in the cooling system:
System
• Filling the cooling system incorrectly SMCS Code: 0781; 1350
• Combustion gas leakage into the cooling Table 9
system
Tools Needed
Combustion gas can get into the system through Part Number Part Name Quantity
the following conditions: internal cracks, damaged
cylinder head and damaged cylinder head gasket. 348-5430 Multi-Tool Gp 1
9S-8140 Pressurizing Pump 1

4. Inspect the radiator. Make sure that the air flow is
not restricted. Look for the following conditions. 245-5829 Coolant/Battery Tester Gp 1
Make corrections, if necessary:
• Bent fins
• Debris between the folded cores Making contact with a running engine can cause
burns from hot parts and can cause injury from
• Damaged fan blades rotating parts.
5. Check the pressure cap. When working on an engine that is running, avoid
contact with hot parts and rotating parts.
If the pressure cap does not maintain the correct
pressure on the cooling system, the engine could
overheat. A decrease in cooling system pressure
reduces the temperature of the water's boiling
point.
Steam or hot coolant can cause severe burns.
6. Inspect the cooling system hoses and clamps.
Do not loosen the filler cap or the pressure cap on
Damaged hoses with leaks can normally be seen. a hot engine.
Hoses that have no visual leaks can soften during
operation. The soft areas of the hose can become Allow the engine to cool before removing the filler
kinked or crushed during operation. These areas of cap or the pressure cap.
the hose restrict the coolant flow. Hoses can crack
after a period of time. The inside of a hose can
deteriorate and the loose particles of the hose can
restrict the coolant flow.
7. Check the electric water temperature regulator.
UENR3017 55
Cooling System
9S-8140 Pressurizing Pump
The 9S-8140 Pressurizing Pump is used to test the

filler caps. This pressurizing pump is also used to
pressure test the cooling system for leaks.
348-5430 Multi-Tool Gp
The 348-5430 Multi-Tool Gp is used in the

diagnosis of overheating conditions and in the
diagnosis of overcooling conditions. This group can
be used to check temperatures in several different
parts of the cooling system. Refer to Tool Operating
Manual, NEHS1087, “ 348-5430 Multi-Tool Gp” for
the testing procedure.
The 348-5430 Multi-Tool Gp is used to check the air
flow through the radiator core. Refer to Tool Operating
Manual, NEHS1087 for the test procedure for
checking the air flow through the radiator core.
The 348-5430 Multi-Tool Gp is used to check the
fan speed. Refer to Tool Operating Manual, 245-5829 Coolant/Battery Tester Gp
NEHS1087 for the testing procedure.
Check the coolant frequently in cold weather for the
The 348-5430 Multi-Tool Gp can measure engine proper glycol concentration. Use the 245-5829
rpm from a magnetic pickup. The magnetic pickup is Coolant/Battery Tester Gp in order to ensure
located in the flywheel housing. Refer to Tool adequate freeze protection. The tester gives
Operating Manual, NEHS1087 for the testing immediate, accurate readings. The tester can be
procedure. used for antifreeze and coolants that contain ethylene
or propylene glycol.
The 348-5430 Multi-Tool Gp is also a photo-
tachometer that is held by hand for general use. The
multi-tool can measure the engine speed by placing a
piece of reflective tape on the crankshaft pulley.
56 UENR3017
Cooling System
i05186654
3. Loosen the radiator cap slowly and allow the
Radiator and Cooling System - pressure to vent from the cooling system.
Test 4. Remove the cap from the radiator.
SMCS Code: 1350-034; 1353-034
Test Procedure
1. Inspect the components of the radiator cap
carefully. Look for damage to the seal or to the
radiator filler neck sealing surface. Clean the seal
and the sealing surface of any foreign material and
deposits that have accumulated.
2. Check the coolant level in the radiator. The coolant

level must be above the top of the radiator core.
3. Install the radiator cap onto the filler neck.
(1) Radiator top tank
(2) Expansion tank
Steam or hot coolant can cause severe burns.

Do not loosen the filler cap or the pressure cap on
a hot engine.
Allow the engine to cool before removing the filler
cap or the pressure cap. Illustration 59 g00286374
9S-8140 Pressurizing Pump
Introduction (3) Release valve
(4) Adapter
Use this procedure to check the condition of the (5) Hose
engine cooling system.
4. Remove hose (5) from adapter (4).
Required Tools
Table 10
Tools Needed Qty
9S-8140 Pressurizing Pump 1
Test Preparation
Personal injury can result from escaping fluid

under pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure Illustration 60 g00286375
before removing any hose from the radiator.
5. Locate the pressure test port that is in the radiator
1. Turn off the engine. top tank. Remove the test port plug.
2. Allow the engine to cool.

UENR3017 57
Cooling System
6. Install the end of hose (5) onto the pressure test

port.
7. Use the pressurizing pump to pressurize the

cooling system. Pressurize the cooling system until
the radiator pressure cap begins to vent pressure
from the system. The highest pressure indication
on the pressurizing pump pressure gauge is the
point that opens the relief valve in the cap.
Compare the test pressure to the opening pressure
that is stamped on the radiator cap.
8. If the relief valve does not open within the pressure

that is stamped on the cap, there is a problem with
the relief valve. Replace the radiator cap.
9. If the relief valve is pressurizing the cooling system

according to the specification, the radiator cap is
OK.
10. Before removing pressure from the cooling
system, perform a walk-around inspection of the Illustration 61 g01325669
cooling system. Check all hoses, hose Test location

connections, and piping for external leakage. (1) Plug
11. Allow the cooling system to remain pressurized If you suspect that the coolant temperature sensor is
for 5 minutes in order to check for internal leakage. inaccurate, perform the following procedure:
If the pressure that is indicated on the pressurizing Note: Ensure that the coolant level is at the correct
pump gauge decreases within the 5 minute period, level before performing this test.
there may be internal leak. Investigate the
problem. Perform the necessary repairs. 1. Remove plug (1).
12. Remove the pressurizing pump from the cooling 2. Install the 348-5430 Multi-Tool Gp.
system. Replace the test port plug.
a. Use the 274-8062Connector Fitting, the
i04413258
5P-4674O-Ring Adapter, and the 5P-2721
Nut in order to connect the 348-5430Multi-
Coolant Temperature Sensor - Tool Gp.
Test 3. Connect the Caterpillar Electronic Technician (ET)

SMCS Code: 7453-081 to the service tool connector. Start Cat ET.
4. Start and run the engine until the temperature
reaches the desired range according to the test
thermometer.
Personal injury can result from escaping fluid
under pressure. 5. Monitor the coolant temperature on Cat ET.
Monitor the coolant temperature on the test
If a pressure indication is shown on the indicator, thermometer.
push the release valve in order to relieve pressure
before removing any hose from the radiator. 6. Compare the coolant temperature on Cat ET to
the coolant temperature on the test thermometer. If
Table 11
the two measurements are comparable, the sensor
Tools Needed Quantity is okay. If the two measurements are not
348-5430 Multi-Tool Gp 1 comparable, there may be a problem with the
sensor. Install a new sensor and verify that the
274-8062 Connector Fitting 1 problem is resolved.
5P-4674 O-Ring Adapter 1
58 UENR3017
Basic Engine
Basic Engine
i05359040
Connecting Rod Bearings

SMCS Code: 1219-040
The connecting rod bearings fit tightly in the bore in
the rod. If the bearing joints are fretted, check the
bore size. The fretted bearing joint can be an
indication of wear because of a loose fit.
i01220466
1P-3537 Dial Bore Gauge Group
Main Bearings
i04413230
SMCS Code: 1203-040
Main bearings are available with a larger outside Cylinder Head
diameter than the original size bearings. These SMCS Code: 1100-040
bearings are available for the cylinder blocks with the
main bearing bore that is made larger than the bores' The cylinder heads have valve seat inserts, valve
original size. The size that is available has a 0.63 mm guides, and bridge dowels that can be removed when
(0.025 inch) outside diameter that is larger than the the parts are worn or damaged. Refer to Disassembly
original size bearings. and Assembly for the replacement of these
components.
Main bearings are available with 0.63 mm
(0.025 inch) and 1.27 mm (0.050 inch) smaller inside Valves
diameter than the original size bearing. These
bearings are for crankshafts that have been reground. The removal and the installation of the valves is
easier with use of the 333-0758 Tool Gp.
i01491831
Valve Seat Inserts
Cylinder Block Use the 166-7441 Valve Seat Extractor Tool for the
removal and the installation of the valve seat inserts.
SMCS Code: 1201-040 Lower the temperature of the insert before the insert
is installed in the head.
If the main bearing caps are installed without
bearings, the bore in the block for the main bearings Valve Guides
can be checked. Tighten the nuts that hold the caps
to the torque that is shown in the Specifications. The tools for the removal and for the installation of the
Alignment error in the bores must not be more than valve guides are the 284-1503 Valve Guide
0.08 mm (0.003 inch). Refer to Special Instruction, Bushing and the 283-0052 Valve Guide Driver. The
SMHS7606 for the use of the 1P-4000 Line Boring counterbore in the driver bushing installs the guide to
Tool Group for the alignment of the main bearing the correct height.
bores. The 1P-3537 Dial Bore Gauge Group can be
used to check the size of the bores. The Special Checking Valve Guide Bores
Instruction, GMG00981 is with the group.
Use the 5P-3536 Valve Guide Gauge Group in
order to check the bore of the valve guides. Refer to
Special Instruction, GMG02562 for the instructions for
the use of this tool.
UENR3017 59
Basic Engine

5P-3536 Valve Guide Gauge Group Checking face runout of the flywheel
i02391235 1. Refer to illustration 64 and install the dial indicator.

Always put a force on the crankshaft in the same
Flywheel - Inspect direction before the dial indicator is read. This will
SMCS Code: 1156-040 remove any crankshaft end clearance.
Table 12 2. Set the dial indicator to read 0.0 mm (0.00 inch).

Tools Needed
3. Turn the flywheel at intervals of 90 degrees and
Part Number Part Name Quantity read the dial indicator.
8T-5096 Dial Indicator Gp 1 4. Take the measurements at all four points. Find the
difference between the lower measurements and
the higher measurements. This value is the runout.
Face Runout (Axial Eccentricity) of The maximum permissible face runout (axial
the Flywheel eccentricity) of the flywheel must not exceed
0.15 mm (0.006 inch).
60 UENR3017
Basic Engine
Bore Runout (Radial Eccentricity)

of the Flywheel
Flywheel clutch pilot bearing bore
5. Take the measurements at all four points. Find the

The maximum permissible pilot bore runout of the
flywheel must not exceed 0.13 mm (0.005 inch).
i02391240
Checking bore runout of the flywheel
(1)
(2)
7H-1945 Holding Rod
7H-1645 Holding Rod
Flywheel Housing - Inspect
(3) 7H-1942 Dial Indicator SMCS Code: 1157-040
(4) 7H-1940 Universal Attachment
Table 13
1. Install the 7H-1942 Dial Indicator(3). Make an Tools Needed Quantity
adjustment of the 7H-1940 Universal Attachment
8T-5096 Dial Indicator Gp 1
(4) so that the dial indicator makes contact on the
flywheel.
2. Set the dial indicator to read 0.0 mm (0.00 inch).

Face Runout (Axial Eccentricity) of
the Flywheel Housing
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
4. Take the measurements at all four points. Find the
The maximum permissible bore runout (radial
eccentricity) of the flywheel must not exceed
0.15 mm (0.006 inch).
Checking face runout of the flywheel housing
If you use any other method except the method that is

given here, always remember that the bearing
clearance must be removed in order to receive the
correct measurements.
UENR3017 61
Basic Engine
1. Fasten a dial indicator to the flywheel so the anvil

of the dial indicator will contact the face of the
flywheel housing.
2. Put a force on the crankshaft toward the rear

before the dial indicator is read at each point.
2. While the dial indicator is in the position at location

(C) adjust the dial indicator to 0.0 mm (0.00 inch).
Push the crankshaft upward against the top of the
bearing. Refer to the illustration 70 . Write the
measurement for bearing clearance on line 1 in
column (C).
Checking face runout of the flywheel housing
Note: Write the measurements for the dial indicator
3. Turn the flywheel while the dial indicator is set at with the correct notations. This notation is necessary
0.0 mm (0.00 inch) at location (A). Read the dial for making the calculations in the chart correctly.
indicator at locations (B), (C) and (D).
3. Divide the measurement from Step 2 by two. Write
4. The difference between the lower measurements this number on line 1 in columns (B) and (D).
and the higher measurements that are performed
at all four points must not be more than 0.38 mm 4. Turn the flywheel in order to put the dial indicator at
(0.015 inch), which is the maximum permissible position (A). Adjust the dial indicator to 0.0 mm
face runout (axial eccentricity) of the flywheel (0.00 inch).
housing.
Bore Runout (Radial Eccentricity)

of the Flywheel Housing
Checking bore runout of the flywheel housing
5. Turn the flywheel counterclockwise in order to put

the dial indicator at position (B). Write the
measurements in the chart.
Checking bore runout of the flywheel housing
6. Turn the flywheel counterclockwise in order to put
1. Fasten a dial indicator to the flywheel so the anvil the dial indicator at position (C). Write the
of the dial indicator will contact the bore of the measurement in the chart.
flywheel housing.
62 UENR3017
Basic Engine
7. Turn the flywheel counterclockwise in order to put Replace the damper if the damper is bent or
the dial indicator at position (D). Write the damaged. Replace the damper if the bolt holes are
measurement in the chart. oversize. Replacement of the damper is also needed
at the time of a crankshaft failure due to torsional
8. Add the lines together in each column. forces.
9. Subtract the smaller number from the larger

number in column B and column D. Place this
number on line III. The result is the horizontal
eccentricity (out of round). Line III in column C is
the vertical eccentricity.
Graph for total eccentricity
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value
10. On the graph for total eccentricity, find the point of

intersection of the lines for vertical eccentricity and
horizontal eccentricity.
11. The bore is in alignment, if the point of

intersection is in the range that is marked
“Acceptable”. If the point of intersection is in the
range that is marked “Not acceptable”, the flywheel
housing must be changed.
i01220768
Vibration Damper
SMCS Code: 1205-535
Damage to the damper or failure of the damper will
increase vibrations. This will result in damage to the
crankshaft.
UENR3017 63
Air/Electric Starting System
Air/Electric Starting System
i02634828
General Information (Air/

Electric Starting System)
SMCS Code: 1450; 1451; 1462
This starting system uses a pneumatic solenoid to
activate the air starting motor. If the starting motor
does not function, do the procedure that follows:
1. Check the indicator reading for the air pressure on

the air tank of the machine.
2. If the reading is not acceptable then use a remote
source to charge the system to a maximum
pressure of 830 kPa (120 psi).
3. If the reading is acceptable then verify that the

relay is operating properly.
64 UENR3017
Electrical System
Electrical System The 177-2330 Battery Analyzer will quickly test any
6 V or 12 V battery with a 50 to 4000 Cold Cranking
Amp (CCA), 65 to 5000 Cranking Amp (CA), or 6 to
500 Amp Hour (A-Hr) capacity.
The test can be completed in just 20 seconds and
i06050311
determines whether the battery is good.
Test Tools for the Electrical The 177-2330 Battery Analyzer features the
following:
System
SMCS Code: 0785 • Quickly and accurately test the condition of 6 V
and 12 V batteries (even discharged to as low as 1
Table 14 V). Checks for full state charge, condition of
Required Tools Qty battery, and battery voltage.
177-2330 Battery Analyzer 1 • Batteries can be tested in the machine or vehicle.

The battery does not have to be fully charged at
271-8590 Starting/Charging Analyzer Gp 1 the time of testing.
225-8266 Ammeter Tool Gp 1
• Saves time and money by allowing dealers to test
146-4080 the condition of a battery while the customer is
or Digital Multimeter Gp 1 present (works great for warranty claims).
257-9140
• Eliminates the need to charge and discharge a
Most of the tests for the electrical system can be done battery to test its condition.
on the engine. First, check that the insulation for the
wiring is in good condition. Ensure that the wire • Compensates for cold temperatures when testing
connections and cable connections are clean and batteries in extreme conditions.
tight. Check that the battery is fully charged. If the on-
engine test shows that a component is not functioning • Power-down feature prolongs battery life in the
properly, remove the component from the engine for analyzer.
more testing.
Note: Refer to Operating Manual, NEHS0764 for
Refer to Testing and Adjusting Electrical more complete information for the use of the
Components, REG00636 for complete specifications 177-2330 Battery Analyzer.
and test procedures for the components of the
starting circuit and the charging circuit.
177-2330Battery Analyzer
177-2330 Battery Analyzer
UENR3017 65
Electrical System
271-8590Starting/Charging 225-8266Ammeter Tool Gp

Analyzer Gp
225-8266 Ammeter Tool Gp
The 225-8266 Ammeter Tool Gp is a portable, self-

contained instrument that allows electrical current
measurements to be made without breaking the
circuit or without disturbing the insulation of a
conductor. A digital display is located on the ammeter
for displaying current measurements in a range from
1 to 1200 amperes. A 6V-6014 Cable can be
connected between the ammeter and a digital
multimeter in order to measure a current of less than
1 ampere.
A lever is used to open a jaw on the meter that
clamps on any conductor up to 23 mm (0.90 inch) in
Illustration 74 g01789234 diameter. The jaw of the meter closes around the
conductor for the current measurement. A dial is used
271-8590 Starting/Charging Analyzer Gp to set the appropriate range for the amperage
reading. A “HOLD” button on the meter allows the
The 271-8590 Starting/Charging Analyzer Gp is a latest reading to be sustained on the display. If a
portable, hand-held tool that is used to test the measurement is taken in a limited access area, the
condition of all 6, 8, and 12 V batteries, as well as 6, meter will retain the measurement data that is on the
8, 12, and 24 V battery packs. The tester can also be display until the user clears the data. Batteries are
used to test the starting and the charging system. The used to power the ammeter.
analyzer has a multifunction input for use with
multimeter probes that are an optional purchase. The Note: Refer to the ammeter's User's Guide for
analyzer also has a print function that is used with a complete information that is related to the use of the
printer that is an optional purchase. ammeter. This guide is packaged with the unit.
Note: Refer to Operating Manual, NEHS0973 for
more complete information for the use of the
271-8590 Starting/Charging Analyzer Gp.
66 UENR3017
Electrical System
146-4080Digital Multimeter Gp i01305428
Battery
SMCS Code: 1401-081
Never disconnect any charging unit circuit or bat-

tery circuit cable from the battery when the charg-
ing unit is operated. A spark can cause an
explosion from the flammable vapor mixture of
hydrogen and oxygen that is released from the
electrolyte through the battery outlets. Injury to
personnel can be the result.
The battery circuit is an electrical load on the

charging unit. The load is variable because of the
condition of the charge in the battery.
NOTICE
The charging unit will be damaged if the connections
between the battery and the charging unit are broken
while in operation. Damage occurs because the load
146-4080 Digital Multimeter Gp from the battery is lost and because there is an in-
crease in charging voltage. High voltage will damage
The 146-4080 Digital Multimeter Gp is a portable
the charging unit, the regulator, and other electrical
instrument that has a digital display. This multimeter
is case hardened with a rubber protector cover that components.
provides extra protection against damage in field
applications. The 146-4080 Digital Multimeter Gp Use the 4C-4911 Battery Load Tester in order to test
can be used to perform the following measurements: a battery that does not maintain a charge when the
battery is active. Refer to Operating Manual,
• Amperage SEHS9249 for detailed instruction on the use of the
4C-4911 Battery Load Tester. See Special
• Capacitance Instruction, SEHS7633 for the correct procedure and
for the specifications to use when you test the
• Frequency batteries.
• Pulse Width Modulation (PWM)
i01223618
• Resistance
• Temperature
Charging System
SMCS Code: 1406-081
• Voltage
The condition of charge in the battery at each regular
The multimeter has an instant ohms indicator that inspection will show if the charging system operates
permits the checking of continuity for fast circuit correctly. An adjustment is necessary when the
inspection. Temperature measurements can be taken battery is constantly in a low condition of charge or a
by using the adapter for type K thermocouples. An large amount of water is needed. A large amount of
RS-232interface adaptor can be used to interface water would be more than one ounce of water per cell
with other electronic tools and displays. per week or per every 100 service hours.
Note: Refer to multimeter's Operator's Manual for When it is possible, make a test of the charging unit
complete information that is related to the use of the and voltage regulator on the engine, and use wiring
multimeter. This manual is packaged with the unit. and components that are a permanent part of the
system. Off-engine testing or bench testing will give a
test of the charging unit and voltage regulator
operation. This testing will give an indication of
needed repair. After repairs are made, perform a test
in order to prove that the units have been repaired to
the original condition of operation.
To check for correct output of the alternator, see the
Specifications module.
UENR3017 67
Electrical System
Before the start of on-engine testing, the charging Tightening the Alternator Pulley
system and the battery must be checked according to
the following steps. Nut
1. The battery must be at least 75 percent (1.225 Sp
Gr) of the full charge. The battery must be held
tightly in place. The battery holder must not put too
much stress on the battery.
2. Cables between the battery, the starter, and the

engine ground must be the correct size. Wires and
cables must be free of corrosion. Wires and cables
must have cable support clamps in order to
prevent stress on battery connections (terminals).
3. Leads, junctions, switches, and panel instruments

that have direct relation to the charging circuit must
give correct circuit control.
4. Inspect the drive components for the charging unit

in order to be sure that the components are free of
grease and oil. Be sure that the drive components
have the ability to operate the charging unit.
i04331781
Tools for tightening the alternator pulley nut
Alternator Regulator (1)
(2)
8T-9293 Torque Wrench
261-0444 Adapter (1/2 inch female to 3/8 inch male)
SMCS Code: 1405-081 (3) 2P-8267 Socket Assembly
(4) 8H-8517 Combination Wrench (1-1/8 inch)
The charging rate of the alternator should be checked (5) 8T-5314 Socket
when an alternator is charging the battery too much.
The charging rate of the alternator should be checked Tighten the nut that holds the pulley with the tools
when an alternator is not charging the battery shown. Refer to the Specifications module for the
enough. Make reference to the Specifications module torque.
in order to find all testing specifications for the
alternators and regulators. i04641151
No adjustment can be made in order to change the

rate of charge on the alternator regulators. If the rate Electric Starting System
of charge is not correct, a replacement of the SMCS Code: 1450-081
regulator is necessary.
Use the multimeter in the DCV range to find the
starting system components which do not function.
Move the start control switch in order to activate the
starting solenoids. The starting solenoid operation
can be heard as the pinions of the starting motors are
engaged with the ring gear on the engine flywheel.
If a solenoid for a starting motor will not operate, the
current from the battery may not have reached 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 indicates that there is a broken circuit from
the battery. More testing is necessary when there is a
voltage reading on the multimeter.
68 UENR3017
Electrical System
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. Fasten the other lead to a good ground.
Activate the starting solenoid and look at the
multimeter. A reading of the battery voltage shows
that 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. Repair the solenoid if the contacts do not
close. The clearance for the starter motor pinion gear
may also need adjusting.
Perform a test. Fasten one multimeter lead to the
connecting (terminal) for the small wire to the
solenoid and fasten 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 indicates that the Connection for checking pinion clearance
problem is in the start switch or in the wires for the (1) Ground terminal
start switch. (2) SW terminal
(3) Connector
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 1. Install the solenoid without connector (3) from the
reading indicates a broken circuit from the battery. MOTOR connections (terminal) on the solenoid to
Check the circuit breaker and wiring. If there is a the motor.
voltage reading, the problem is in the start switch or in
the wires for the start switch. 2. Connect a battery, that has the same voltage as
the solenoid, to “SW” terminal (2).
Starting motors that operate too slowly can have an
overload because of too much friction in the engine 3. Connect the other side of the battery to connector
that is being started. Slow operation of the starting
motors can also be caused by the following (3).
conditions:
4. For a moment, connect a wire from the solenoid
• A short circuit connection (terminal), which is marked “MOTOR” ,
to the ground connection (terminal). The pinion will
• Loose connections shift to the crank position and the pinion will stay
there until the battery is disconnected.
• Dirt in the motors
i02388967
Pinion Clearance Adjustment

SMCS Code: 1454-025
When the solenoid is installed, make an adjustment
of the pinion clearance. The adjustment can be made
with the starting motor removed.
Pinion clearance adjustment
(4) Shaft nut
(5) Pinion
(6) Pinion Clearance
5. Push the pinion toward the end with the

commutator in order to remove free movement.
6. Pinion clearance (6) must be 9.1 mm (0.36 inch).
UENR3017 69
Electrical System
7. In order to adjust the pinion clearance, remove the

plug and turn shaft nut (4).
70 UENR3017
Index Section
Index
A Electric Starting System .................................. 67
Electrical System ........................................29, 64
Air Inlet and Exhaust System......................16, 48
Electrical System Operation ............................ 29
Air Inlet and Exhaust System Operation.......... 16
Electronic Control Module (ECM) ...................... 6
Air Starting System.......................................... 28
ECM Software................................................ 7
Air/Electric Starting System ............................. 63
Overview of the Electronic Control System.... 6
Alternator Regulator ........................................ 67
Electronic Control System ................................. 6
Tightening the Alternator Pulley Nut ............ 67
Engine Monitoring System................................. 8
Engine Oil Pressure - Test ............................... 51
B Engine Operation............................................... 5
Engine Rotation ............................................... 43
Basic Engine...............................................24, 58
Ether Control System......................................... 5
Battery ............................................................. 66
F
C
Finding the Top Center Position for the No.
Camshaft ......................................................... 27
1 Piston.......................................................... 43
Camshaft Timing.............................................. 44
Flywheel - Inspect............................................ 59
Timing Adjustment ....................................... 45
Bore Runout (Radial Eccentricity) of the
Timing Check ............................................... 44
Flywheel..................................................... 60
Charging System ........................................29, 66
Face Runout (Axial Eccentricity) of the
Alternator ..................................................... 29
Flywheel..................................................... 59
Checking Engine Cylinders ............................. 42
Flywheel Housing - Inspect ............................. 60
Checking Engine Cylinders with an
Bore Runout (Radial Eccentricity) of the
Electronic Service Tool .................................. 43
Flywheel Housing....................................... 61
Circuit Breaker................................................. 31
Face Runout (Axial Eccentricity) of the
Connecting Rod Bearings................................ 58
Flywheel Housing....................................... 60
Coolant Temperature Sensor - Test ................. 57
Fuel Injector..................................................... 14
Cooling System ..........................................22, 53
Fuel Rail Leakage - Check .............................. 34
Cooling System Operation............................... 22
Fuel Rail Pressure - Release........................... 33
Crankcase Pressure........................................ 48
Pressure Release by Loosening a Quill Tube
Crankshaft ....................................................... 27
................................................................... 33
Crankshaft Position for Valve Lash Setting...... 47
Fuel Rate Scaling (Fuel Correction Factor)
Cylinder Block.................................................. 58
(Diesel Fuel)..................................................... 8
Cylinder Block, Liners and Heads ................... 24
Fuel System................................................10, 32
Cylinder Block .............................................. 24
Fuel System Inspection ................................... 32
Cylinder Heads ............................................ 25
Fuel System Operation.................................... 10
Cylinder Liners ............................................. 24
Electronic Control System for Fuel Delivery
Cylinder Head.................................................. 58
................................................................... 14
Checking Valve Guide Bores ....................... 58
High Pressure Fuel System ......................... 14
Valve Guides................................................ 58
Low Pressure Fuel System ...........................11
Valve Seat Inserts ........................................ 58
Valves .......................................................... 58
G
E General Information (Air/Electric Starting
System).......................................................... 63
ECM Hour Increment Adjustment...................... 8
General Information (Cooling System) ............ 53
ECM Total Fuel Consumption Adjustment
General Information (Lubrication System)....... 51
(Diesel Fuel)..................................................... 8
UENR3017 71
Index Section
Grounding Practices........................................ 29 177-2330 Battery Analyzer ........................ 64

225-8266 Ammeter Tool Gp....................... 65
271-8590 Starting/Charging Analyzer Gp.. 65
H Testing and Adjusting Section ......................... 32
Histogramming .................................................. 8 Turbocharger ................................................... 17
I V
Important Safety Information ............................. 2 Valve Lash - Adjust .......................................... 49
Injector Bypass Fuel Flow - Test...................... 38 Valve Mechanism ............................................ 16
Vibration Damper............................................. 62
Visual Inspection ............................................. 53
L
Lubrication System .....................................19, 51
Lubrication System Operation ......................... 19
M
Main Bearings.................................................. 58
Measuring Exhaust Temperature..................... 48
Measuring Inlet Manifold Pressure .................. 48
P
Pinion Clearance Adjustment .......................... 68
Pistons, Rings and Connecting Rods .............. 26
R
Radiator and Cooling System - Test ................ 56
Introduction .................................................. 56
Required Tools ............................................. 56
Test Preparation........................................... 56
Test Procedure............................................. 56
Restriction of Air Inlet and Exhaust.................. 48
S
Starting System ............................................... 30
Electric Starting Motor.................................. 30
Starting Motor Protection ............................. 31
Starting Solenoid for Electric Starting Motors
................................................................... 30
Systems Operation Section............................... 5
T
Table of Contents............................................... 3
Test Tools for the Cooling System ................... 54
Test Tools for the Electrical System ................. 64
146-4080 Digital Multimeter Gp ................. 66
©2015 Caterpillar CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow”, and the POWER EDGE trade
All Rights Reserved dress as well as corporate and product identity used herein, are trademarks of Caterpillar and
may not be used without permission.

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Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Table of Contents Testing and Adjusting Section

Systems Operation Section Fuel System

Air Inlet and Exhaust System Lubrication System

Basic Engine Basic Engine

Electrical System Air/Electric Starting System

Alternator Regulator ................... .................... 67

Systems Operation Section

Ether Control System

Ether is automatically injected during cranking by the

• The ether control parameter is programmed to

• The jacket water coolant temperature or the inlet

Electronic Control System Input/Output Functions

• Communications ports for communication medium

Engine Monitoring System i05988208

Fuel Rate Scaling (Fuel

For most applications, Caterpillar Electronic

i03446860 The feature provides a method of adjusting the total

The adjustment for the hour increment will allow a

Fuel System Operation

The fuel system for this engine incorporates a low-

• Advanced efficiency secondary fuel filter

• Electric fuel priming pump

• High-pressure fuel pump and fuel control valve

• High-pressure fuel injectors

• Low-pressure fuel system

• Electronic control system for fuel delivery

The fuel flows from fuel tank (24) to the mechanical

Clean Fuel Module (If Equipped)

Electronic Control System for Fuel

• Electric fuel priming pump

• Fuel control valve

Fuel flows from low-pressure fuel system (33) to high-

The tip of the fuel injector protrudes for a short

Fuel injection occurs when the injector solenoid is

Bearings (5 and 7) for the center shaft are lubricated

The exhaust gases enter the turbocharger through

Lubrication System Operation

A supply line crosses the engine below the oil pan to

Drilled passage (17) that is in the connecting rod

Cooling System Operation

Coolant is pulled from radiator (1) to water pump (6).

Basic Engine Crankcase covers (3) allow access to the connecting

Cylinder Block Cylinder Liners

For this engine, the cylinder is serviceable as a parts Cylinder Heads

Pistons, Rings and Connecting

Illustration 21 g01293802 Illustration 22 g01293790

Air Starting System

When the main supply of pressurized air is ON,

Electrical System Use a separate ground strap to ground the negative

Ground the engine block with a ground strap that is

• Engage the starting motor pinion with the ring gear.

Starting Motor Protection

• The starting motor is protected from engagement

• The starting motor is protected from continued

Testing And Adjusting NOTICE

1. Check the fuel level in the fuel tank. Look at the

5. Purge the air from the fuel system.

3. High-pressure lines may be opened, once the

NOTICE Pressure Release by Loosening a