Systems Operation

Usage:

Introduction

NOTE: For Specifications with illustrations, make reference to Engine Specifications For G379, G398 & G399 Engines, Form No. REG01306. If the Specifications in Form REG01306 are not the same as in the Systems Operation and the Testing and Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in the book with the latest date.

Engine Design

G379 Engine

Arrangement and number of cylinders ... V8

Bore ... 158.8 mm (6.25 in.)

Stroke ... 203.2 mm (8.00 in.)

Direction of Rotation (when seen from flywheel end).

SAE Standard Rotation ... Counterclockwise

SAE Opposite Rotation ... Clockwise

Firing Order (Injection Sequence).

SAE Standard Rotation ... 1-8-5-4-7-2-3-6

SAE Opposite Rotation ... 1-4-5-2-7-6-3-8

G398 Engine

Arrangement and number of cylinders ... V12

Bore ... 158.8 mm (6.25 in.)

Stroke ... 203.2 mm (8.00 in.)

Direction of Rotation (when seen from flywheel end).

SAE Standard Rotation ... Counterclockwise

SAE Opposite Rotation ... Clockwise

Firing Order (Injection Sequence).

SAE Standard Rotation ... 1-12-9-4-5-8-11-2-3-10-7-6

SAE Opposite Rotation ... 1-4-9-8-5-2-11-10-3-6-7-12

G399 Engine

Arrangement and number of cylinders ... V16

Bore ... 158.8 mm (6.25 in.)

Stroke ... 203.2 mm (8.00 in.)

Direction of Rotation (when seen from flywheel end).

SAE Standard Rotation ... Counterclockwise

SAE Opposite Rotation ... Clockwise

Firing Order (Injection Sequence).

SAE Standard Rotation ... 1-2-11-12-3-4-9-10-15-16-5-6-13-14-7-8

SAE Opposite Rotation ... 1-12-11-4-3-10-9-16-15-6-5-14-13-8-7-2

Ignition System

The ignition system has five basic components a magneto, (two on earlier G399 Engines) ignition transformers for each cylinder, wiring harness, spark plugs and instrument panel.

Component Location (G399 Engine Illustrated)
(1) Ignition transformer. (2) Spark plug. (3) Wiring harness. (4) Solid state magneto. (5) Magneto drive housing. (6) Timing bolt.

Magneto Operation (Fairbanks Morse)

Cutaway View Of Solid State Magneto (Fairbanks Morse) (Typical Illustration)
(1) Timing bolt. (2) Pulser coil assembly. (3) Plate and power board assembly. (4) Distribution board. (5) Capacitor. (6) Alternator housing. (7) Pulser coil (trigger circuit). (8) Pulser rotor. (9) Electronic switch (silicon controlled rectifier). (10) Plug connector.

The magneto is a solid state type. It generates (makes) current in the alternator section of the magneto. Low tension current is held in the capacitor and then released. Distribution is then made through the distribution board (4). This system has no contact points, contactors or brushes. There is no spark inside the magneto and only minimum wear. An ignition spark of high tension is made by the transformer to start the air fuel mixture burning under all operating conditions.

The alternator makes a voltage as the magnet rotor is turned by the engine through a drive coupling. The alternating current is sent through a rectifier and held in a capacitor (5). A zener diode, on the power board is the regulator of the capacitor voltage for proper ignition.

As the pulser rotor (8) moves by each pulser coil (trigger circuit) (7), a voltage is made and sent to the electronic switch (silicon controlled rectifier) (9) for the cylinder ready for ignition. The switch is then turned on and permits the capacitor (5) to release the voltage (discharge). Then the voltage goes through the distribution board (4) and to the transformer. The transformer causes a spark (impulse) of high voltage and low current. This is sent across the electrodes of the spark plug. As the pulser rotor moves by each pulser coil, the same development of spark (impulse) is made.

Solid State Magneto (Altronic)

Cross Section Of Solid State Magneto (Altronic)
(3) Alternator. (4) Vent. (5) Speed reduction gears. (6) Pickup coil. (7) Drive tang. (8) Energy storage capacitor. (9) Rotation timer arm. (10) SCR solid state switch. (11) Output connector.

Solid State Magneto (Altronic)
(1) Alternator section. (2) Electronic firing section.

The Altronic magneto is made of a permanent magnet alternator section (1) and brakerless electronic firing circuit (2). There are no brushes or distributor contacts.

The engine turns magneto drive tang (7). The drive tang turns alternator (3), speed reduction gears (5) and rotating timer arm (9). As the alternator is turned it provides power to charge energy storage capacitor (8). There are separate pickup coils (6) and SCR (silicon controlled rectifier) solid state switches (10) for each engine cylinder. The timer arm passes over pickup coils (6) in sequence. The pickup coils turn on solid state switches (10) which release the energy stored in capacitor (8). This energy leaves the magneto through output connector (11). The energy travels through wiring harness to the ignition coils where it is transformed to the high voltage needed to fire the spark plugs.

Instrument Panel

Instrument Panel
(1) Stop switch. (2) Gauge for the oil pressure. (3) Reset button for the magnetic switch. (4) Reset button for the gauge for oil pressure. (5) Gauge for the water temperature.

The instrument panel has a magnetic switch, manual stop switch (1), oil pressure gauge (2), and a water temperature gauge (5) which are connected to the magneto. The protection shutoff valve for the gas supply line is also operated by the instrument panel.

When the magnetic switch is activated it connects the magneto to ground and stops the engine. This is the normal way to stop the engine. If the water temperature gets too high or if the oil pressure gets too low the magnetic switch is activated.

Before a cold engine is started, push in reset button (3) for the magnetic switch and reset button (4) for the gauge for the oil pressure. This prevents the connection of the magneto to ground because of low oil pressure. When the engine starts, normal oil pressure releases the switch from reset position. The gauge switch is then ready to stop the engine when the oil pressure is low.

When the gauge switch for the water temperature has correct operation, a hot engine cannot be started.

Oil Pressure Gauge
(4) Reset button for the gauge for oil pressure.

When the reset button for the magnetic switch is held in, the gauge switches for the oil pressure and water temperature cannot make connection of the magneto to ground.

The protection shutoff valve for the gas line needs manual setting to open it after the engine has stopped.

Spark Plugs And Adapters

Spark plugs for this gas engine use two ground electrodes. This permits the spark plug to operate longer before adjustment or replacement is needed.

Spark Plug And Adapter
(1) Cover. (2) High tension wire. (3) Seal. (4) Spark plug adapter. (5) Spark plug.

A cover (1) is used over the spark plug adapter. High tension wire (2) goes through cover (1) to the connection (terminal) portion of spark plug (5). This keeps water, dirt and other foreign material out of spark plug adapter (4).

Ignition Transformer

The ignition transformer causes an increase of the magneto voltage. This is needed to send a spark (impulse) across the electrodes of the spark plugs. For good operation, the connections (terminals) must be clean and tight. The negative transformer terminals, with (-) mark, for each transformer are connected together and to ground. The wiring diagrams show how all wires are to be connected to the plug connection at the magneto.

Wiring Diagrams (Fairbanks Morse)

Wiring Diagram With Overspeed Contactor And Gas Valve
(1) Solenoid. (2) Gas valve. (3) Overspeed contactor. (4) Magneto plug connector. (5) Magnetic switch. (6) Stop switch. (7) Switch of the gauge for the oil pressure. (8) Switch of the gauge for the water temperature. (9) Engine instrument panel. (10) Water level switch.

Ignition Distribution System

G398 Engine SAE Standard Rotation
(1) Spark plug. (2) Transformer. (3) Magneto plug connector. (4) Magnetic switch. (5) Stop switch. (6) Switch of the gauge for the oil pressure. (7) Switch of the gauge for the water temperature. (8) Instrument panel.

G398 Engine, SAE Opposite Rotation
(1) Spark plug. (2) Transformer. (3) Magneto plug connector. (4) Magnetic switch. (5) Stop switch. (6) Switch of the gauge for the oil pressure. (7) Switch of the gauge for the water temperature. (8) Instrument panel.

G379 Engine, SAE Standard Rotation
(1) Spark plug. (2) Transformer. (3) Magneto plug connector. (4) Magnetic switch. (5) Stop switch. (6) Switch of the gauge for the oil pressure. (7) Switch of the gauge for the water temperature. (8) Instrument panel.

G379 Engine, SAE Opposite Rotation
(1) Spark plug. (2) Transformer. (3) Magneto plug connector. (4) Magnetic switch. (5) Stop switch. (6) Switch of the gauge for the oil pressure. (7) Switch of the gauge for the water temperature. (8) Instrument panel.

G399 Engine, SAE Standard Rotation
(1) Transformer. (2) Left side (bank) magneto plug connector. (3) Right side (bank) magneto plug connector. (4) Magnetic switch. (5) Stop switch. (6) Switch of gauge for oil pressure. (7) Switch of gauge for water temperature. (8) Spark plug. (9) Instrument panel.

G399 Engine, SAE Opposite Rotation
(1) Transformer. (2) Left side (bank) magneto plug connector. (3) Right side (bank) magneto plug connector. (4) Magnetic switch. (5) Stop switch. (6) Switch of gauge for oil pressure. (7) Switch of gauge for water temperature. (8) Spark plug. (9) Instrument panel.

Wiring Diagrams (Altronic)

Wiring Diagram With Overspeed Contactor And Gas Valve
(1) Magneto. (2) Solenoid. (3) Gas valve. (4) Overspeed contactor. (5) Magnetic switch. (6) Stop switch. (7) Switch of the gauge for the oil pressure. (8) Switch of the gauge for the water temperature. (9) Engine instrument panel. (10) Magneto (Left Bank G399).

Ignition Distribution System

G398 Engine, SAE Standard Rotation
(1) Spark plug. (2) Transformer. (3) Magneto plug connector. (4) Magnetic switch. (5) Stop switch. (6) Switch of the gauge for the oil pressure. (7) Switch of the gauge for the water temperature. (8) Instrument panel.
Firing Order 1-12-9-4-5-8-11-2-3-10-7-6
Pin Order A-B-C-D-E-F-H-I-J-K-L-M

G399 Engine, SAE Opposite Rotation
(1) Left side (bank) magneto plug connector. (2) Transformer. (3) Right side (bank) magneto plug connector. (4) Spark plug. (5) Magnetic switch. (6) Stop switch. (7) Switch of gauge for oil pressure. (8) Switch of gauge for water temperature. (9) Instrument panel.
Firing Order 1-12-11-4-3-10-9-16-15-6-5-14-13-8-7-2
Pin Order - Right A-B-C-D-E-F-H-I
Pin Order - A-B-C-D-E-F-H-I

G399 Engine, SAE Standard Rotation (Single Magneto)
(1) Spark plug. (2) Transformer. (3) Magneto plug connector. (4) Magnetic switch. (5) Stop switch. (6) Switch of the gauge for the oil pressure. (7) Switch of the gauge for the water temperature. (8) Instrument panel.
Firing Order 1-2-11-12-3-4-9-10-15-16-5-6-13-14-7-8
Pin Order - A-B-C-D-E-F-H-J-K-L-M-N-P-R-S-T

G399 Engine, SAE Opposite Rotation (Single Magneto)
(1) Spark plug. (2) Transformer. (3) Magneto plug connector. (4) Magnetic switch. (5) Stop switch. (6) Switch of the gauge for the oil pressure. (7) Switch of the gauge for the water temperature. (8) Instrument panel.
Firing Order 1-12-11-4-3-10-9-16-15-6-5-14-13-8-7-2
Pin Order - B-C-D-E-F-H-J-K-L-M-N-P-R-S-T-A

Gas, Air Inlet And Exhaust Systems

Gas, Air Inlet And Exhaust System (Typical Illustration Of Natural Gas System)
(1) Pressure regulator for the left cylinders of the engine. (2) Balance line for left cylinders. (3) Supply line to left carburetor. (4) Exhaust manifolds. (5) Carburetor on right side of engine. (6) Supply line to right carburetor. (7) Balance line for right cylinders. (8) Pressure regulator for right cylinders of engine. (9) Air cleaner for right side of engine. (10) Main supply of natural gas. (11) Inlet manifold. (12) Governor linkage to carburetor. (13) Turbocharger compressor. (14) Turbine wheel. (15) Equalizer tube. (16) Differential pressure regulator. (17) Exhaust bypass. (18) Aftercooler. (A) Boost of air with gas. (B) Gas supply. (C) Exhaust gas. (D) Inlet air. (E) Boost of air. (F) Coolant.

In addition to components shown in the above diagram, some installations have a shutoff valve attachment in the supply line for the gas. The valve is electrically operated from the ignition system and can also be manually operated to stop the engine. After the engine is stopped, manual setting is needed to start the engine. Engine installations using propane gas have system components the same as illustrated above. In addition, a Thermac valve for reduction of pressure, and a load adjusting valve between the line pressure regulator and carburetor are used.

Two turbochargers are used. The right turbocharger gives a boost of air to the left cylinders. The left turbocharger gives a boost of air to the right cylinders.

Changes in engine load and fuel burnt cause changes in rpm of the turbine wheels (14) and impellers.

When the turbocharger gives a pressure boost to the inlet air, the temperature of the air goes up. A water-cooled aftercooler (18), is installed between the turbochargers and the air inlet manifolds (11) to cylinders. The aftercooler causes a reduction of air temperature from the turbochargers.

A diffuser plate in the center of the exhaust elbow keeps the exhaust gases from the turbochargers apart.

Aftercooler

The aftercooler is installed on the top of the flywheel housing. Water flow through the aftercooler, lowers the temperature of the inlet air from the turbochargers. With cooler air, an increase in weight of air will permit more fuel to burn. This gives, an increase in power. The aftercooler can be changed to use sea water as the coolant. When the water adapter is used, a baffle in the flywheel housing is removed. This removes the flow restriction in the fresh water cooling system of the engine. Sea water must not be used in fresh water cores.

Fuel Supply

(1) Pressure regulator. (3) Supply line to carburetor. (5) Carburetor. (10) Main supply of natural gas. (11) Inlet manifold. (12) Governor linkage to carburetor.

Line Pressure Regulator

Regulator Operation
(1) Spring side chamber. (2) Adjustment screw. (3) Spring. (4) Outlet. (5) Valve disc. (6) Main orifice. (7) Main diaphragm. (8) Lever side chamber. (9) Lever. (10) Pin. (11) Valve stem. (12) Inlet. (A) Vent valve.

Regulators for the pressure of the fuel are used for each side of the engine. Adjustment of each regulator is made by turning the adjustment screw (2).

Gas goes through the inlet (12), main orifice (6), valve disc (5), and the outlet (4). Outlet pressure is felt in the chamber (8) on the lever side of diaphragm (7).

As gas pressure in chamber (8) becomes higher than the force of the diaphragm spring (3) and air pressure in the spring side chamber (1) (atmosphere on naturally aspirated engines; turbocharger boost on turbocharged engines), the diaphragm is pushed against the spring. This turns the lever (9) at pin (10) and causes the valve stem (11) to move the valve disc to close the inlet orifice.

With the inlet orifice closed, gas is pulled from the lever side of chamber (8) through the outlet. This gives a reduction of pressure in the chamber (8). As a result the pressure becomes less than pressure in the spring side chamber. Force of spring and air pressure in the chamber on the spring side moves the diaphragm toward the lever. This turns (pivots) the lever and opens the valve disc, permitting additional gas flow to the carburetor.

When the pressure on either side of the diaphragm is the same, the regulator sends gas to the carburetor at a set amount.

Vent Valve

Vent Valve Operation
(13) Upper flapper. (14) Orifice. (15) Orifice plate. (16) Lower flapper. (17) Springs (two).

As main diaphragm (7) is moved toward spring chamber (1), air is removed from chamber (1). This movement of air pushes lower flapper (16) upward, taking upper flapper (13) with it. The trapped air is released. This is done rapidly enough to prevent any loss of time in the movement of the main diaphragm because of air compression.

As main diaphragm (7) moves toward lever chamber (8), air moves in to fill the vacuum caused in the chamber (1). This pushes upper flapper (13) against orifice plate (15). Air going through openings in upper flapper opens lower flapper (16) and fills chamber (1).

Carburetor

Carburetor Operation (Operative Position Shown)
(1) Balance line inlet. (2) Fuel inlet. (3) Air horn. (4) Outer chamber. (5) Power mixture adjustment. (6) Diaphragm. (7) Inner chamber. (8) Chamber. (9) Fuel outlet tube. (10) Carburetor body. (11) Spring. (12) Fuel valve. (13) Sensing holes. (14) Ring. (15) Idle adjustment opening. (16) Throttle plate.

Air goes into the carburetor through air horn (3) and fills outer chamber (4). Air goes into inner chamber (7) (mixing chamber) by moving diaphragm (6) away from ring (14). There are three diaphragms for the G399 engine and two for the G398 and G379 engine carburetors. Fuel goes into the carburetor through fuel inlet (2), and goes by the power mixture adjustment (5) to the center of the carburetor and into tube (9) for the fuel outlet. Fuel valve (12) is fastened to diaphragm (6). With the diaphragm moved away from ring (14), fuel goes through fuel valve (12) and into chamber (7). The fuel and air mixture in inner chamber (7), goes down by throttle plate (16) and into the inlet manifold.

With the engine stopped, spring (11) holds diaphragm (6) against ring (14) and holds fuel valve (12) closed. No air or fuel can go to inner chamber (7). As the engine is started, the vacuum in the cylinders, caused by the intake strokes of the pistons, cause a low pressure condition in inner chamber (7). This low pressure is felt by chamber (8), behind the diaphragm through holes (13). This permits the pressure in chamber (8) to balance with the low pressure condition in the inner chamber. As soon as the inlet pressure on the diaphragm (6) is higher than the spring force, the diaphragm moves out. This also moves fuel valve (12) out and permits air and fuel to go into the inner chamber. A small volume of air is also measured into the inner chamber (7) through idle adjustment opening (15).

Valves And Valve Mechanism

The valves and the valve mechanism control the flow of inlet air and exhaust gases in the cylinder during engine operation.

The intake and exhaust valves are opened and closed by movement of these components: crankshaft, camshaft, lifters, push rods, rocker arms and valve springs.

The camshaft gear is driven by a gear on the crankshaft. The gears between the crankshaft and the camshaft give the timing. When the camshaft turns, the cams on the camshaft also turn and cause the lifters to go up and down. This movement makes the push rods move the rocker arms. Movement of the rocker arms causes the intake and exhaust valves in the cylinder head to open and close according to the firing order (ignition sequence) of the engine. Valve springs for each valve hold the valves in the closed position.

Valve rotators cause the valves to turn while the engine is operating. The rate of valve rotation is approximately three degrees each time the valve is opened. This helps to prevent too much carbon deposits on the valves.

Valve And Valve Mechanism (Cross Section, Single Spring Type)
(1) Rocker arm. (2) Locks. (3) Spring. (4) Retainer. (5) Guide. (6) Valve rotator. (7) Push rod. (8) Valve. (9) Bracket assembly. (10) Connector. (11) Valve lifter.

Air Inlet

Air Inlet
(1) Pressure regulator. (2) Balance line. (9) Air cleaner. (13) Turbocharger compressor. (15) Equalizer tube. (18) Aftercooler.

Panel-Type Air Cleaner

The two panel-type air cleaners each have a dry-type filter element (2). The elements can be removed and cleaned.

Air Flow Of Air Cleaner
(1) Gasket. (2) Filter element. (3) Cover. (4) Hose. (5) Clamps. (6) Outlets to turbocharger.

During operation, air goes through the opening in cover (3). Gasket (1) prevents air flow around element (2). When the air goes through the filter element, the element removes the dirt from the air. The clean air goes through outlet (6) and into the turbocharger.

Clamps (5) fasten the hose (4) to air cleaner outlet and turbocharger inlet. Hose (4) between the turbocharger and the air cleaner is flexible.

Turbocharger

The turbochargers are installed at the rear of the exhaust manifolds. All the exhaust gases from the engine go through the turbocharger.

The exhaust gases go through the blades of the turbine wheel. This causes the turbine wheel and compressor wheel to turn.

Clean inlet air from the air cleaners is pulled through the air inlet of the compressor housing by the compressor wheel. The compressor wheel causes a compression of the air. The air goes to the inlet manifold of the engine.

Cross Section Of Turbocharger
(1) Compressor wheel. (2) Compressor housing. (3) Thrust bearing. (4) Lubrication inlet port. (5) Turbine housing. (6) Turbine wheel. (7) Air inlet. (8) Exhaust outlet. (9) Sleeve. (10) Shaft bearings. (11) Sleeve. (12) Exhaust inlet.

The turbocharger bearings use engine oil under pressure for lubrication. The oil comes in through port (4) and goes through passages for lubrication of the thrust bearing (3), rings and the bearings (10). Oil from the turbocharger goes through an opening in the bottom of the center section and to the engine sump.

Balance Line

The balance line controls the correct differential pressure between the line pressure regulator and carburetor inlet.

When the load on the engine changes, boost pressure from the turbocharger changes in the inlet manifold. The balance line sends a signal of this change in pressure to the spring side of the diaphragm in the line pressure regulator. This pressure change causes the regulator diaphragm to move the line regulator valve to correct the gas pressure to the carburetor. By this method, the correct differential pressure between the regulator for the line pressure and carburetor inlet is controlled.

Exhaust System

Exhaust System
(4) Exhaust manifold. (11) Inlet manifold. (14) Turbocharger turbine wheel. (16) Differential pressure regulator. (17) Exhaust bypass.

A plate in the center of exhaust pipe elbow keeps the exhaust from each turbocharger apart. This prevents too much back pressure of the exhaust.

Differential Pressure Regulator (Engines With Turbocharger)

Exhaust Bypass System
(1) Differential pressure regulator. (2) Air inlet pipe. (3) Exhaust manifold. (4) Carburetor. (5) Turbocharger. (6) Regulator control line connection.

The differential pressure regulator (1) is installed on the turbine housing (12). It controls the amount of exhaust gases to the turbine wheel. The exhaust bypass valve (9) is activated directly by a pressure differential between the air pressure (atmosphere) and turbocharger compressor outlet pressure to the carburetor.

One side of the diaphragm (13) in the regulator feels atmospheric pressure through a breather in the top of the regulator. The other side of the diaphragm feels air pressure from the outlet side of the turbocharger compressor through a control line connected at (6). When outlet pressure to the carburetor gets to the correct value, the force of the air pressure on the diaphragm moves the diaphragm which over comes the force of the spring (8) and atmospheric pressure. This opens the valve, and stops exhaust gases from going to the turbine wheel.

Differential Pressure Regulator
(6) Regulator control line connection. (7) Spacers. (8) Spring. (9) Bypass valve. (10) Breather location. (11) Bypass passage. (12) Turbine housing. (13) Diaphragm. (14) Shims.

The location of the bypass passage (11) is inside the turbine housing. Under constant load conditions, the valve will take a set position, permitting just enough exhaust gas to go to the turbine wheel to give the correct air pressure to the carburetor.

Hydra-Mechanical Governor

Governor Oil Pump Supply
(A) Oil manifold. (B) Drilled passages. (C) Oil pump.

The governor controls the amount of gas needed to keep the engine at the desired rpm.

The supply of engine oil to the governor is sent through the oil manifold (A) of the governor drive housing. Drilled passages (B) send oil to the upper housing and reservoir of the governor. The oil reservoir in the governor drive housing gives a supply of oil for the gear-type oil pump (C). The capacity of the pump is 5.68 liter/min (1.5 U.S. gpm) at 1200 rpm of the engine. The oil pressure to the governor is 690 kPa (100 psi). This pressure is used in the governor for hydraulic assistance.

Governor
(1) Stop collar. (2) Adjusting screw. (3) Stop bar. (4) Lever. (5) Governor spring. (6) Seat assembly. (7) Valve. (8) Weight assembly. (9) Seat. (10) Oil passage. (11) Cylinder. (12) Piston. (13) Sleeve. (14) Oil pump cover. (15) Governor drive housing. (16) Oil pump gear. (17) Pin assembly. (18). Drive shaft.

The governor has weights (8), which are driven by the engine. The governor spring (5), hydraulic valve (7) and piston (12) are connected to the weights to control the carburetor linkage. The pressure oil for the governor comes from the engine oil pump. Pressure oil goes through a passage and around sleeve (13).

Compression of governor spring (5) is made by the governor control setting. Any compression of the spring moves the carburetor throttle plate to give more fuel to the engine. The centrifugal force (rotation) of governor weights (8) moves the throttle plate to close and cause a reduction of fuel to the engine. When these two forces are in balance, the engine runs at the desired rpm (governed rpm).

When load on the engine goes up, there is a reduction of engine rpm and a slower rotation of governor weights (8). (The governor weights will move toward each other). Governor spring (5) moves valve (7) forward. When the valve moves, an oil passage around the valve opens to pressure oil. Oil now fills the chamber behind piston (12). This pressure oil pushes the piston and carburetor linkage to give more fuel to the engine. Engine rpm will go up until the rotation of the governor weights is in balance with the force of the governor spring. When these two forces are in balance, the engine will run at the desired rpm (governed rpm).

When the engine is started, the plunger for the speed limiter puts a restriction on the movement of the governor control. When oil pressure comes up to the operating level, the governor control can be moved to the HIGH IDLE position because the oil pressure pushes the plunger out of the way and the restriction is removed.

When engine rpm is at LOW IDLE, an adjustment screw is in contact with a stop at the carburetor. To stop the engine, push the stop button on the instrument panel. This connects the magneto to ground.

Oil from the engine gives lubrication to the bearings of the governor weights. The other parts of the governor get lubrication from "splash-lubrication" (oil thrown by other parts). Oil from the governor runs back into the governor drive housing and to the crankcase.

Lubrication System

Schematic Flow Diagram Of The Lubrication System (Pressure oil flow is shown in light gray, suction oil, return oil or splash-lubricated points are shown in dark gray)
(1) Oil return line for turbocharger. (2) Oil supply line for turbocharger. (3) Oil manifold for fuel pump and governor drive housing. (4) Booster oil pump for governor. (5) Valve rocker mechanism. (6) Manifold for oil distribution. (7) Oil cooler. (8) Filter housing. (9) Camshaft bearings. (10) Main bearings of crankshaft. (11) Connection rod bearings. (12) Oil spray tubes. (13) Pump of prelube system. (14) Pressure regulating valve. (15) Suction bell. (16) Single section oil pump. (17) Oil pan base.

The lubrication system uses a single section pump. In addition, 16 Cylinder Engines have a pump for the prelube system. The prelube pump is driven by either a 115/230 V AC motor, an air motor or a 32 V DC motor.

Main Lubrication System

Oil from the oil pan base (17) goes through oil cooler (7), filter housing (8) and into manifold (6) for distribution.

A regulating valve (14) installed on the oil pan base controls the maximum pressure of the oil from the pump (16). A valve in the filter housing lets oil go around the oil filter elements when cold oil causes a reduction to flow. When the oil is warm, only clean (filtered) oil goes to the engine bearings. Restriction in the oil filter elements causes the filter valve to open. This sends the flow to the oil distribution manifold.

A service indicator for the oil filter is on top of the filter housing. When the red indicator button goes up approximately to the center of the clear indicator the filter elements must be changed.

The manifold for oil distribution sends oil through connecting passages and lines to the inside and outside components of the engines.

Lubrication Of Outside Components

The turbocharger, governor, governor booster pump (4) and the drive shaft for the governor get oil from oil manifold (3). When equipped with an oil pressure shutoff, it also gets oil from this manifold. Return oil from these components goes to the oil pan base.

Lubrication Of Inside Components

The manifold (6) sends oil through passages and tubes to: oil spray tubes (12) for pistons, valve rocker mechanism (5), camshaft bearings (9), crankshaft bearings (10), connecting rod bearings (11) and to oil manifold (3).

Timing Gears

Oil under pressure goes to the thrust bearing for the camshaft. The gears get lubrication oil from the turbocharger, camshaft and crankshaft rear bearings.

Front Accessory Drive

Schematic Flow Diagram Of The Front Accessory Drive
(1) Oil distribution manifold. (2) Water pump gear. (3) Oil pump gear. (4) Main idler gear. (5) Balancer gear. (6) Crankshaft gear. (7) Idler gear. (8) Idler gear.

The oil distribution manifold (1), sends oil through a drilled passage to the front main bearing, and from this passage to the front accessory drive. Steel tubes in the front accessory drive housing send oil to the bearings of the idler gears (7) and (8), water pump gear (2), oil pump gear (3), main idler gear (4), and in 8 cylinder engines, the balancer gear (5).

Prelube System

Component Location
(1) Oil pump. (2) Tee. (3) Electric motor. (4) Check valve.

This prelube system has a pump (1) that is driven by either a 115/230 V AC motor, an air motor or a 32 V DC motor (3), switches, valve and adapting lines and fittings. The motor and pump are on the right side of the engine. This system has a suction tube in the oil pan base. It sends oil into the engine oil supply at the tee (2) below the oil cooler.

The prelube pump will start when the diesel engine starting switch is activated. When oil pressure of 7 to 17 kPa (1 to 2.5 psi) is in the supply lines to the turbochargers, the switch closes. This sends current to the starter solenoid and it starts to crank the engine.

When the diesel engine starts and the starting switch is released, the prelube motor stops and engine lubrication supply is by the engine oil pump. A check valve (4) prevents a flow of engine oil under pressure from circulating through the prelube pump during normal engine operation.

Cooling System

Flow Of Coolant In Radiator Cooling System
(1) Aftercooler. (2) Exhaust manifold. (3) Tubes. (4) Water manifold. (5) Regulator housing. (6) Radiator. (7) Bypass line. (8) Water pump. (9) Cylinder head. (10) Engine oil cooler. (11) Junction housing. (12) Bottom passage. (13) Flywheel housing. (14) Top passage.

Engine Jacket Water Cooling System

The two most used methods to remove heat from the engine jacket water are the radiator and the heat exchanger. The heat exchanger method must have an expansion tank to give room for the expansion of the coolant. The radiator has a top tank to give room for the expansion of the coolant.

A gear driven centrifugal-type water pump is used to move the coolant through the engine jacket water cooling system. The water pump is on the right side of the engine on the rear of the accessory drive housing.

The flow of coolant through the engine is as follows: Coolant from radiator (6) or expansion tank (16) is pulled through the inlet line by water pump (8). The water pump then pushes the coolant to engine oil cooler (10). From the oil cooler the coolant goes to top passage (14) in flywheel housing (13).

Coolant goes through the top passage in the flywheel housing to junction housing (11) on the left side. The coolant turns 180 degrees in the junction housing cover and goes into bottom passage (12) in the flywheel housing.

NOTE: Turbocharged engines are aftercooled. Aftercooler (1) is mounted on the flywheel housing and is cooled by a separate source of water. The water temperature is limited to 32°C (90°F) on high compression ratio engines and 54°C (130°F) on low compression ratio engines. Auxiliary pumps provide water flow through the aftercooler circuit. See the topic, Sea Water And Separate Circuit Aftercooler Water Systems.

Flow Of Coolant In Heat Exchanger Cooling System
(1) Aftercooler. (2) Exhaust manifold. (3) Tubes. (4) Water manifold. (5) Regulator housing. (8) Water pump. (9) Cylinder head. (10) Engine oil cooler. (11) Junction housing. (12) Bottom passage. (13) Flywheel housing. (14) Top passage. (15) Water cooled turbocharger shield. (16) Expansion tank. (17) Engine jacket water heat exchanger.

In the bottom passage of the flywheel housing part of the coolant goes to the left side of the cylinder block. The remainder of the coolant goes across the flywheel housing into the right side of the cylinder block. The coolant then flows through the cylinder block, around the cylinder liners and into cylinder heads (9). Lines from the rear of the cylinder block let coolant go to water cooled turbocharger shield (15). Coolant goes from the shield through lines to either water cooled or water shielded exhaust manifolds (2).

Coolant from the cylinder heads goes through tubes (3) to the exhaust manifold shields or the water cooled exhaust manifolds and then to the front of the engine to water manifold (4).

Coolant goes from the water manifold to regulator housing (5). The regulators in the housing control the flow of coolant to the radiator or heat exchanger to control the temperature in the cooling system.

When the system has a radiator, there is a bypass line (7) from the inlet side of the regulator housing to the inlet pipe for the water pump. When the system has a heat exchanger and expansion tank, there is a bypass passage from the inlet side of the regulator housing to the expansion tank. In either system when the temperature of the coolant is not high enough to open the regulators, coolant will bypass the radiator or heat exchanger to permit quick warm-up of the engine.

Coolant Level Switch

Coolant Level Switch (Earlier Type)
(1) Float. (2) Switch.

Coolant Level Switch (Later Type)
(2) Switch. (3) Operating arm.

Some systems with expansion tanks have a coolant level switch for the purpose of checking coolant level in the system. The coolant level can be seen through the glass on earlier type switches. The float (1) which operates the switch (2) also can be seen. The float position on the later type switch is shown by the operating arm (3).

When the coolant level gets too low, the switch can be used to sound an alarm, light a warning light or operate a device to stop the engine. A high coolant level alarm also can be connected to the later type switch.

Sea Water And Separate Circuit Aftercooler Water Systems

Sea Water System

Flow Of Coolant In Sea Water Cooling System
(17) Engine jacket water heat exchanger. (18) Sea water pump. (19) Aftercooler inlet elbow. (20) Outlet elbow. (21) Marine gear of cooler. (22) Flange. (23) Water outlet connection. (24) Flange.

The sea water aftercooler system uses sea water (water that is not treated) to remove heat from the aftercooler cores and other cooling system components. A gear driven, centrifugal-type water pump is used to move the sea water through the system. The pump is on the left side of the engine on the accessory drive housing. Zinc rods are installed in the sea water system to help prevent corrosion of the system components. These rods must be replaced from time to time to keep the resistance of corrosion high. The plugs for the zinc rods have red paint for easy identification.

Sea water pump (18) pulls water through the inlet pipe and then pushes it through a pipe to aftercooler inlet elbow (19). A part of the water at the elbow goes to the front aftercooler core and through a pipe to the rear aftercooler core, and the remainder of the water goes through a pipe to outlet elbow (20). The restriction of the pipe to the outlet elbow will cause most of the water to go through the aftercooler. Water from the rear aftercooler core goes to the outlet elbow and mixes with the water from the inlet elbow.

NOTE: There is a plate with an orifice installed between the rear aftercooler core and the outlet elbow to help keep the aftercooler cores full of water.

Part of the water at the outlet elbow goes to marine gear oil cooler (21) if so equipped, and the remainder goes through flange (22) to water outlet connection (23). Water from the marine gear oil cooler goes to flange (24). there is a plate with an orifice installed between the aftercooler outlet elbow and flange (22) to make the water go through the marine gear oil cooler.

Water from the water outlet connection goes to the tube side of the engine jacket water heat exchanger (17). The water goes through the heat exchanger and then to the sea water outlet (overboard discharge).

Separate Circuit System

Flow Of Coolant In Separate Circuit Cooling System
(19) Aftercooler inlet elbow. (20) Outlet elbow. (21) Marine gear oil cooler. (22) Flange. (23) Water outlet connection. (24) Flange. (25) Fresh water pump. (26) Keel cooler. (27) Expansion tank.

The separate circuit aftercooler system uses fresh water (water that is treated) to remove heat from the aftercooler cores and other cooling system components. A gear-driven centrifugal-type water pump is used to move the fresh water through the system. The pump is on the left side of the engine on the accessory drive housing.

Fresh water pump (25) pulls coolant through the inlet pipe and then pushes it through a pipe to the front aftercooler core. The coolant flows through the front aftercooler core and then through the rear aftercooler core to outlet elbow (20). Part of the coolant at the outlet elbow goes to marine gear oil cooler (21) if so equipped, and the remainder goes through flange (22) to water outlet connection (23). Coolant from the marine gear oil cooler goes to flange (24). There is a plate with an orifice installed between the aftercooler outlet elbow and flange (22) to make the coolant go through the marine gear oil cooler.

Coolant from the water outlet connection goes to keel cooler (26) or a fresh water heat exchanger which will remove the heat from the coolant. The coolant then returns to the water pump inlet pipe. An expansion tank (27) is installed in the inlet pipe to give room for expansion of the coolant.

Basic Block

Cylinder Block, Heads And Liners

The cylinder block is a 60° vee. There is a counterbore in the top of the block for each cylinder liner. The bottom of the counterbore is the support for each liner. Covers on the side of the cylinder block permit inspection or replacement of the connecting rod and main bearings without removal of the oil pan base.

The engine has one cylinder head for each two cylinders. The earlier block has studs to fasten the cylinder heads. The later block has bolts to fasten the cylinder heads.

Coolant in the engine flows around the liners to remove heat from them. Three O-ring seals at the bottom and a filler band at the top of each cylinder liner make a seal between the cylinder liner and the cylinder block.

Pistons, Rings And Connecting Rods

The piston has three rings; two compression rings and one oil ring. All rings are located above the piston pin bore. The two compression rings seat in an iron band which is cast in the piston. The oil ring is spring loaded. Holes in the oil ring groove return oil to the crankcase.

The full-floating piston pin is held in place by two snap rings which fit in grooves in the pin bore.

Piston cooling jets, located on the bottom of the valve lifter brackets, throw oil to cool and give lubrication to the piston components and cylinder walls.

The connecting rods and caps are cut at an angle which let the piston and connecting rod assembly be removed up through the cylinder liner. The connecting rod bearings are held in location with a tab that fits in a groove in the connecting rod and cap. The connecting rods must be installed with the part number toward the radius in the crankshaft journal.

Crankshaft

Combustion forces in the cylinder are changed into usable rotating power by the crankshaft. The crankshaft has a gear on each end. The gear at the front drives the gears in the accessory drive. The gear at the back drives the engine camshaft and the governor drive. The crankshaft end play is controlled by thrust bearings on the rear main bearing cap. For an opposite rotation engine the crankshaft is turned end for end in the G398 and the G399. The crankshaft is not turned end for end in the G379.

Timing Gears

The timing gears are in a compartment at the rear of the cylinder block. Their cover is the front face of the flywheel housing. The timing gears keep the rotation of the crankshaft, camshaft, balancers (8 cylinder engine), and governor drive in the correct relation to each other. The timing gears are driven by a gear in front of the rear flange of the crankshaft.

Timing Gears (8 Cylinder Engine Illustrated)
(1) Fuel pump and governor drive gear. (2) Camshaft cluster gear. (3) Balancer gear. (8 cylinder engines only). (4) Crankshaft gear.

The crankshaft gear (4) turns the camshaft cluster gear (2). This gear turns the balancer gear (3) (8 cylinder engine) and gear (1) of the governor drive.

The small cluster gear of the camshaft is held to the camshaft with a key, plate and bolts.

Vibration Damper

G398 And G399 Engines

Cross Section Of A Typical Vibration Damper
(1) Solid cast iron weight. (2) Space between weight and case. (3) Case.

The twisting of the crankshaft, due to the regular power impacts along its length, is called twisting (torsional) vibration. The vibration damper is installed on the front end of the crankshaft. It is used for reduction of torsional vibrations and stops the vibration from building up to amounts that could cause damage.

The damper is made of a weight (1) in a metal case (3). The small space (2) between the case and weight is filled with a thick fluid. The fluid permits the weight to move in the case to cause a reduction of vibrations of the crankshaft.

Front Accessory Drive

The front accessory drive has power outlets to drive accessories such as charging alternator and generator, sea water pump, air compressor and hydraulic pump. The oil pump, fuel transfer pump and fresh water pump also are driven by the accessory drive outlets.

Oil under pressure is used for lubrication of shaft bearings and gears. An oil thrower and seal prevent leakage from the accessory drive housing around the crankshaft flange. Oil from the drive housing goes to the front of the oil pan base.

The rotation of the power outlet shaft is given in the Specification Section, Form No. REG01306. The direction of rotation of the power outlet shaft remains the same for both clockwise and counterclockwise rotation engines.

Electrical System

The electrical system can have three separate circuits: the charging circuit, the starting circuit and the low amperage circuit. Some of the electrical system components are used in more than one circuit. The battery (batteries), circuit breaker, ammeter, cables and wires from the battery are all common in each of the circuits.

The charging circuit is in operation when the engine is running. An alternator makes electricity for the charging circuit. A voltage regulator in the circuit controls the electrical output to keep the battery at full charge.

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

The low amperage circuit and the charging circuit are both connected to the same side of the ammeter. The starting circuit connects to the opposite side of the ammeter.

Charging System Components

Alternator (Later)

The alternator is driven by V-type belts from a pulley on the accessory drive. This alternator is a three phase, self-rectifying charging unit, and the regulator is part of the alternator.

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

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

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

Alternator Components
(1) Regulator. (2) Roller bearing. (3) Stator winding. (4) Ball bearing. (5) Rectifier bridge. (6) Field winding. (7) Rotor assembly. (8) Fan.

Alternator (Earlier)

Alternator Components
(1) Brushes. (2) Stator. (3) Fan. (4) Slip rings. (5) Collar. (6) Bearings. (7) Bearings. (8) Rotor.

The alternator is a three phase self-rectifying charging unit. The alternator is driven from an accessory drive pulley by a V-type belt.

The only part in the alternator assembly which has movement is the rotor. The rotor is held in position by ball bearings at both ends.

Alternator Regulator

The regulator controls the alternator output according to the needs of the battery and the other components in the electrical system.

Alternator Regulator
(1) Plug. (2) Connector.

Starting System Components

Starter Motor

The starter motor is used to turn the engine flywheel fast enough to get the engine running.

The starter motor has a solenoid. When the start switch is activated, electricity from the electrical system will cause the solenoid to move the starter pinion to engage with the ring gear on the flywheel of the engine. The starter pinion will engage with the ring gear before the electric contacts in the solenoid close the circuit between the battery and the starter motor. When the start switch is released, the starter pinion will move away from the ring gear of the flywheel.

Starter Motor
(1) Field. (2) Solenoid. (3) Clutch. (4) Pinion. (5) Commutator. (6) Brush assembly. (7) Armature.

Solenoid

A solenoid is a magnetic switch that uses low current to close a high current circuit. The solenoid has an electromagnet with a core (6) which moves.

Schematic Of A Solenoid
(1) Coil. (2) Switch terminal. (3) Battery terminal. (4) Contacts. (5) Spring. (6) Core. (7) Component terminal.

There are contacts (4) on the end of core (6). The contacts are held in the open position by spring (5) that pushes core (6) from the magnetic center of coil (1). Low current will energize coil (1) and make a magnetic field. The magnetic field pulls core (6) to the center of coil (1) and the contacts close.

Magnetic Switch

A magnetic switch (relay) is used sometimes for the starter solenoid or glow plug circuit. Its operation electrically, is the same as the solenoid. Its function is to reduce the low current load on the start switch and control low current to the starter solenoid or high current to the glow plugs.

Other Components

Circuit Breaker

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.

Circuit Breaker Schematic
(1) Reset button. (2) Disc in open position. (3) Contacts. (4) Disc. (5) Battery circuit terminals.

Wiring Diagrams

Many types of electrical systems are available for these engines. Some charging systems use an alternator and a regulator in the wiring circuit. Others have the regulator inside the alternator. Some starting systems have one starter motor. Engines which must operate in bad starting conditions can have two starter motors. Other starting systems use air or hydraulic motors.

A fuel or oil pressure switch is used in all systems with an external regulator. The switch prevents current discharge (field excitation) to alternator from the battery when the engine is not in operation. In systems where the regulator is part of the alternator, the transistor circuit prevents current discharge to the alternator and the fuel or oil pressure switch is not required.

All wiring schematics are usable with 12, 24, 30 or 32 volts unless the title gives a specific description.

NOTE: Automatic Start-Stop systems use different wiring diagrams.

The chart gives the correct wire sizes and color codes. Make reference to the description in Systems Operation for the function of each of the components.

Tachometer Wiring Diagram (Earlier)
(1) Tachometer. (2) "Y" connecting harness (used only for engines with two tachometers). (3) Cable and socket assembly. (4) Tachometer sending unit.

Tachometer Wiring Diagram (Later)
(1) Tachometer. (2) Sending unit. (3) TS1.

Diagrams For Water Level Switch Connection
(1) Mikeswitch type gauge (later type). (2) Float. (3) High level alarm or indicator (less than 3 Amps). (4) Low level alarm or indicator (less than 3 Amps). (5) Red wire. (6) Black wire. (7) White wire. (8) Power source. (9) Single contact low level switch (earlier type).

Grounded Electrical Systems

Starting System With Electric Starter Motor
(1) Start switch. (2) Battery. (3) Starter motor.

Starting System With Two Electric Starter Motors
(1) Magnetic switch. (2) Start switch. (3) Battery. (4) Starter motors.

(Regulator Inside Alternator)

Charging System
(1) Ammeter. (2) Alternator. (3) Battery.

Charging System With Electric Starter Motor
(1) Start switch. (2) Ammeter. (3) Alternator. (4) Battery. (5) Starter motor.

Charging System With Two Electric Starter Motors
(1) Magnetic switch. (2) Start switch. (3) Ammeter. (4) Battery. (5) Starter motors. (6) Alternator.

(Regulator Separate From Alternator)

Charging System
(1) Ammeter. (2) Regulator. (3) Battery. (4) Pressure switch. (5) Alternator.

Charging System With Electric Starter Motor
(1) Start switch. (2) Ammeter. (3) Regulator. (4) Starter motor. (5) Battery. (6) Pressure switch. (7) Alternator.

Charging System With Two Electric Starter Motors
(1) Magnetic switch. (2) Start switch. (3) Ammeter. (4) Regulator. (5) Battery. (6) Starter motor. (7) Pressure switch. (8) Alternator.

Prelubrication Pump

110/220V-AC Prelubrication Pump
(1) Oil pressure switch. (2) Start switch. (3) Magnetic switch. (4) 110/220V-AC Prelubrication pump. (5) Battery. (6) Starter motor. (7) Relay.

24-30-32 V-DC Prelubrication Pump
(1) Oil pressure switch. (2) Start switch. (3) Magnetic switch. (4) 24-30-32 V-DC Prelubrication pump. (5) Battery. (6) Starter motor.

Insulated Electrical Systems

Starting System With Electric Starter Motor
(1) Start switch. (2) Battery. (3) Starter motor.

Starting System With Two Electric Starter Motors
(1) Magnetic switch. (2) Start switch. (3) Battery. (4) Starter motors.

(Regulator Inside Alternator)

Charging System
(1) Ammeter. (2) Alternator. (3) Battery

Charging System With Electric Starter Motor
(1) Start switch. (2) Ammeter. (3) Alternator. (4) Battery. (5) Starter motor.

Charging System With Two Electric Starter Motors
(1) Magnetic switch. (2) Start switch. (3) Ammeter. (4) Battery. (5) Starter motors. (6) Alternator.

(Regulator Separate From Alternator)

Charging System
(1) Ammeter. (2) Regulator. (3) Battery. (4) Pressure switch. (5) Alternator.

Charging System With Electric Starter Motor
(1) Start switch. (2) Ammeter. (3) Regulator. (4) Starter motor. (5) Battery. (6) Pressure switch. (7) Alternator.

Charging System With Two Electric Starter Motors
(1) Magnetic switch. (2) Start switch. (3) Ammeter. (4) Regulator. (5) Battery. (6) Starter motor. (7) Pressure switch. (8) Alternator.

Prelubrication Pump

110/220V-AC Prelubrication Pump
(1) Oil pressure switch. (2) Start switch. (3) Magnetic switch. (4) 110/220V-AC Prelubrication pump. (5) Battery. (6) Starter motor. (7) Relay.

24-30-32 V-DC Prelubrication Pump
(1) Oil pressure switch. (2) Start switch. (3) Magnetic switch. (4) 24-30-32 V-DC Prelubrication pump. (5) Battery. (6) Starter motor.

The diagrams that follow are typical examples combining the charging system, starting system and lubrication pump system.

Grounded 32V System, 60A Alternator For Use With 32V DC Prelube Pump Motor
(1) Oil pressure switch. (2) Start switch. (3) Magnetic switch. (4) Ammeter. (5) Alternator. (6) Battery. (7) Starting motor. (8) Magnetic switch for the motor for the prelube pump. (9) 32V DC Prelube pump motor.

Insulated 32V System, 60A Alternator And 110/220V Prelube Pump Motor
(1) Switch for oil pressure. (2) Start switch. (3) Magnetic switch. (4) Ammeter. (5) Alternator. (6) Battery. (7) Starter motor. (8) Relay. (9) 110/220V AC Prelube pump motor.