Service Information And Use of 6V3100 Engine Timing Indicator Group{0782} Caterpillar


Service Information And Use of 6V3100 Engine Timing Indicator Group{0782}

Usage:

1/41100, 3100, 3200, 3300, 3400, and 6 Bore

The 6V3100 Engine Timing Indicator is a test instrument that can be used to measure fuel injection timing for a diesel engine, or spark plug firing on spark ignition engines, while the engine is in operation. The timing indicator can also be used to check the operation of the automatic timing advance unit, on engines that are so equipped. Electrical power to operate the unit comes either from the vehicle electrical system, or, if there is no electrical system available, from two 6 volt lantern-type batteries.

The test instrument must be connected to a fuel line transducer on a diesel engine, or to a spark transducer on spark ignition engines, and a magnetic top center transducer. The fuel line transducer connects to the fuel injection pump bonnet of No. 1 cylinder, and is then connected to the engine timing indicator. The fuel line transducer can then send a signal to the 6V3100 Engine Timing Indicator when fuel is injected into No. 1 cylinder.

For spark ignition engines, a spark transducer connects to the spark plug wire for No. 1 spark plug, and sends a signal to the 6V3100 Engine Timing Indicator when the spark plug fires.

Most current production Caterpillar diesel engines are equipped with a static timing pin hole in the flywheel housing, and a corresponding hole in the flywheel. When the two holes are in alignment, the piston for No. 1 cylinder is at top center position. A bolt can then be put through the hole in the flywheel housing and threaded into the hole in the flywheel to lock the engine at the top center (TC) position for static timing. For dynamic timing, an adapter and a 6V2197 Magnetic Transducer are installed in the flywheel housing timing pin hole (see the installation procedure in this instruction). When the transducer is connected to the 6V3100 Engine Timing Indicator, it sets up a constant magnetic field around the end of the transducer and the flywheel. As the flywheel turns (engine running) and the timing hole in the flywheel passes the end of the transducer, a change in the magnetic field causes the transducer to send the TC signal to the 6V3100 Engine Timing Indicator.

In diesel engine operation, fuel is injected before No. 1 piston reaches top center position. In spark ignition engine operation, the No. 1 spark plug fires before No. 1 piston reaches top center. The 6V3100 Engine Timing Indicator receives the fuel injection, or spark, signal first, then measures the time it takes to receive the top center (TC) signal. The timing indicator then converts these two signals, and the time between them into engine rpm, and engine timing in degrees before top center (BTC).

NOTE: After the 6V3100 Engine Timing Indicator receives the fuel injection, or spark, signal, the first signal that the magnetic transducer sends will be considered the No. 1 cylinder top center signal. It is, then, important for the flywheel to be free of any other holes or large nicks between the point of injection (or spark plug firing) and top center (TC). As an example, if the specifications indicate that fuel should be injected in No. 1 cylinder 15° before top center, the flywheel must be free of holes or large nicks in the area of the flywheel that is at least 15° before top center (BTC).

For correct operation, the timing indicator must receive the TDC signal within 60° flywheel rotation after it receives the fuel injection, or spark, signal. If timing is actually after top center, i.e., the TC signal occurs before the injection pulse, the timing indication will be incorrect, and be a steady number between 60° and 90°.

Features (Characteristics) of the 6V3100 Engine Timing Indicator Group

ADAPTABILITY
This timing indicator group is usable on engines that have a TC bolt hole in the flywheel housing, as found on 3300 and 3400 Series engines. It can also be used on 1100, 3100 and 3208 Series Engines that have a timing hole in the engine front cover. All other Caterpillar engines can be timed with the 6V3100 Indicator Group, if the engine is modified to permit a way to get a TC signal.
ACCURACY
The timing indicator group can be used, and has the accuracy, to check the dynamic (engine running) timing of the entire fuel system. It can also be used to check the operation of the timing advance mechanism, on those engines that are so equipped.
OPERATION
There are no restrictions on engine speed or load, so timing can be checked during the actual operation of an engine. The digital readouts (number indications) are liquid crystal displays that have long life and high accuracy.
FUEL SYSTEM CONNECTION
A fuel line injection transducer "tee" adapter is installed in the injection line, AT THE FUEL PUMP. The injection line will be moved only about .3" (8mm), which will keep bending of fuel lines to a minimum. Installation time is also held to a minimum. DO NOT ATTEMPT TO USE THE 6V4950 FUEL LINE SPEED PICKUP. IT IS NOT DESIGNED FOR THIS APPLICATION.
TIMING INDICATOR CONNECTION
The connecting cables for the timing indicator group are 18 feet (6 m) long and, if necessary, the serviceman can have the timing indicator connected and read it in the operator's station. All electrical connections can be connected in only one way, the correct way.
POWER SUPPLY
The vehicle electrical system, (12V, 24V or 32V) either positive or negative ground, is the source of power for the timing indicator group. There are no internal batteries. For those engines that do not have an electrical system for a power supply, two 6 Volt lantern-type batteries, wired in series, can be used as a power supply for the timing indicator group.
TROUBLESHOOTING
The design of the timing indicator group is such that any problem with the operation of the unit can quickly and easily be found, whether the problem is with the indicator, either signal input, or with the power supply.
SERVICEABILITY
Using the information given in this instruction, the single-printed circuit board used in this unit can be repaired in most electronic repair shops. The three cables used with the 6V3100 Engine Timing Indicator Group, have the same part number as cables that are used with other Caterpillar diagnostic tools, so they are already available through the Caterpillar Parts Department. Electronic repair information is given in Form SEHS8135, Electronic Repair of 6V3100 Timing Indicator.

6V3100 Engine Timing Indicator Specifications

RANGE OF TIMING:
0 - 60 Engine crankshaft degrees (before top center ONLY).
RANGE OF TACHOMETER:
250 - 4000 rpm.
ACCURACY OF INDICATOR GROUP:
Within the specified operating temperature ranges -- after specified system warmup:

Speed: ± 12 rpm.

Timing: ± .2 engine degrees typical: ± .4° MAX [± .4° MAX includes a ± .2° interchangeability error (difference in transducer output) that is possible when one injection transducer is exchanged for another injection transducer.]

POWER NEEDED:
11 to 40 Vdc at 0.1 Ampere - power directly from any 12, 24 or 32V electrical system. If vehicle electrical system is not available, two 6V lantern-type batteries can be used instead.
TEMPERATURE RANGE OF AMBIENT AIR DURING OPERATION:
Timing Indicator: 0° to 140°F (-18° to ÷60°C)

Fuel Injection Transducer: 0° to ÷212°F (-18° to ÷100°C)

TDC Transducer: -40° to ÷240°F (-40° to 115°C)

SYSTEM WARMUP:
After installation of the 6V3100 Indicator Group and the engine has reached operating temperature, run the engine at approximately one-half throttle for an additional 8-10 minutes before doing any timing measurements.
OPERATING POSITION OF INDICATOR:
Any position.
WEIGHT OF TIMING INDICATOR GROUP:
7 lbs. (3 kg)
SIZE OF CARRYING CASE:
15 1/2" × 12 1/4" × 4" (395 × 310 × 100)
CABLE LENGTHS:
18 feet (6 m)

Components Of 6V3100 Engine Timing Indicator Group

A description of the parts in the 6V3100 Indicator Group is as follows:

(1) 6V3072 Case

(2) 6V50 Indicator (incl. 6V3080 Base)

(3) 6V4034 Packing Set

(4) 5P7366 Cable Assem. (Power)

(5) *6V2192 Transducer (Fuel Line)

(6) 8K4644 Fuse (5)

(7) 5P7436 Adapter

(8) 5P7435 Adapter (Tee)

(9) 5P7437 Adapter

(10) 6V3093 Transducer Adapter, 1/4" NPTF

(11) 6V2199 Transducer Adapter, 1/8" NPTF

(12) 6V2197 Magnetic Transducer (TDC)

(13) 5P7362 Cable

(14) 6V2198 Cable

(15) 6V3016 Washer

(16) 6V6045 Case


*6V7910 Transducer can also be used. It is interchangeable with 6V2192 Transducer.

Additional service parts (not shown) for the 6V3100 Indicator Group are as follows: 6V4176 display Unit; 6V4179 Digital Voltmeter Integrated Circuit, 6V4177 Calibrate Switch, 6V4178 Power Switch, SEES5550 Title Decal (on outside of carrying case) and SEES5543 Instruction Decal (inside lid of carrying case).

Installation, Connection And Use Of 6V3100 Engine Timing Indicator Group (Engines That Have A Static Timing Bolt Hole In The Face Of The Flywheel Or A Timing Bolt Hole In The Front Cover)

NOTE: Always check timing indicator group calibration before leaving the shop, and make any adjustments and/or corrections that are necessary.


NOTICE

Before the timing indicator is connected to the engine, the engine must be stopped (shut off).


1 Connect the 5P7366 Cable (power) to POWER connector (A), and put the POWER REVERSE ON-OFF Switch (B) in the OFF position.

2 At the other end of the power cable, connect one of the connectors to the machine frame for a good electrical ground (DO NOT connect to the battery negative terminal), and connect the other connector to the power source (12, 24 or 32 volts DC).

NOTE: DO NOT USE THE 6V3100 ENGINE TIMING INDICATOR WHILE A 6V2100 MULTITACH IS CONNECTED TO THE SAME BATTERIES. The multitach must be disconnected before using the 6V3100 Engine Timing Indicator. Switching pulses from the multitach power supply can cause incorrect RPM and DEG readings on the 6V3100 Engine Timing Indicator.

3 Put the POWER REVERSE ON-OFF Switch (B) in the position (up or down) that will cause a display (indication) at RPM and DEG [locations (C) and (D)] and also cause the NO TDC signal light at location (E) to go on. While the indicator group becomes warm, make the remainder of the necessary connections. See the information that follows.

4 Loosen the fuel line nut at the fuel injection pump, for number one cylinder. Slide the nut up and out of the way.

NOTE: If the engine is equipped with doublewall fuel injection lines, it will be necessary to remove the number one fuel injection line and install a standard number one fuel line, for timing procedure only. After the timing procedure is completed, install the original type number one fuel line on the engine.

NOTE: NEVER install the injection transducer at the fuel nozzle. Actual timing at this location is retarded by 7-10° from the timing measured at the fuel injection pump.

NEVER use the clamp-on fuel line transducer from the 6V4950 Injection Line Speed Pickup Group to operate the 6V3100 Engine Timing Indicator Group. Even though the connectors look identical, they will not connect correctly.

5 Lift the end of number one fuel line far enough to install 5P7436 Adapter (1) on pump bonnet (2). Install adapter (1) far enough so bottom edge (F) of opening (G) (in the side of the adapter) is approximately even with top edge (H) of the bonnet.

6 Always install a 6V3016 Washer (J) in 5P7435 Adapter (3), then install adapter (3) on 6V2192 Transducer (6).

7 Put 5P7435 Adapter (3) through opening (G) of adapter (1) in the position shown. Now put fuel line (4) in position on tee adapter (3) and install and tighten 5P7437 Adapter Nut (5). When adapter (3) and fuel line (4) are in alignment with pump bonnet (2), tighten adapter nut (5) to a torque of 30 ± 5 lb-ft (40 ± 6.8 N·m).

NOTE: To make it easier to tighten adapter nut (5) on the number one injection pump bonnet of a 3208 Engine, use a modified 5P5195 Fuel Line Wrench. See MODIFICATION OF 5P5195 FUEL LINE WRENCH AND 5P331 CROWFOOT WRENCH in this instruction.

NOTE: Use a 9S7354 Torque Wrench with a 2P5494 Crowfoot Wrench to tighten transducer (6) in adapter (3). Tighten enough to get a reading of 170 ± 10 lb-in (29.3 ± 1.1) on the torque wrench dial.

8 Remove the plug from the timing bolt hole. In the illustration that follows, the timing bolt hole is shown in the flywheel housing.

NOTE: Some 3400 Series Engines have two timing bolt holes in the flywheel housing, one on each side of the engine. To do this procedure, use the timing bolt hole that has the best access. For 1100, 3100 and 3208 Series Engines, the timing bolt hole is in the engine front cover, not in the flywheel housing.

9 Install the correct adapter (7) (either 6V2199 or 6V3093). Tighten the adapter just a little more than finger tight.

10 Install 6V2197 Magnetic Transducer (8) through adapter (7) until it is in contact with the flywheel and hold it in this position. Now pull magnetic transducer (8) out, so the end of the transducer is the correct distance from the face of the flywheel or gear; then tighten the adapter nut, finger tight only, to keep the transducer in this position. (See the information that follows.)


NOTICE

It is always possible that the engine has stopped in a position that will permit the 6V2197 Transducer to be pushed into the timing bolt hole in the flywheel. If it is thought that this condition exists, remove the transducer, turn the flywheel a few degrees, and again install the transducer.


NOTE: Use the following dimensions as a guide, with the procedure given, to install the 6V2197 Transducer.

(a) .020" ± .010" (.5 ± .25) from the face of the gear for 1100, 3100 and 3208.
(b) .080" ± .040" (2 ± 1) from the face of the flywheel for all other engines.

A. Put a 2D6392 O-ring Seal on the probe end of the 6V2197 Transducer. (A small amount of oil on the O-ring seal will let it slide easier on the probe.)

B. Push transducer (8) through adapter (7) until it comes in contact with the flywheel or the gear. Move the O-ring seal down the probe so it is against adapter (7).

C. Pull transducer (8) out slowly and measure from the O-ring seal to get the correct dimension as given above, then tighten the adapter nut finger tight to hold the transducer in position.

If the 6V2197 Transducer is too close to the face of the flywheel or gear, it will not send an acceptable signal to the timing indicator group. As an example, if the end of the transducer is too close to the face of the camshaft gear on a 3208 Engine, it will read the rough surface of the gear instead of the timing hole. In this position, the timing indication can be constant and acceptable at low idle speed, but as engine rpm is increased, the timing indication will change rapidly and will not be accurate.

K - Approximate distance from end of transducer to face of flywheel or gear.L - Indication shown on 6V3100 Engine Timing Indicator.M - Timing range is incorrect.N - Acceptable dimension from end of transducer to face of flywheel or gear.O - Incorrect adjustment. THe dimension shown at (0) is an indication that the end of the transducer is too far away from the face of the flywheel or gear.

NOTE: For 3400 Series Engines that are equipped with an Allison CT700, HT700, 5000 and 6000 Transmission or a TC500 Series Torque Converter, see the topic TIMING INDICATOR READING MUST BE CORRECTED IN SOME APPLICATIONS.

11 Use the 5P7362 Cable and the 6V2198 Cable to connect magnetic transducer (8) and transducer (6) to connections (P) and (Q) of timing indicator (9).

12 Check for correct operation and accuracy of the timing indicator according to the procedure that follows:

A. The reading at location (C) (RPM) and (D) (DEG) must each be zero. If they are not, check the calibration of the timing indicator.

B. Move switch (R) to the CALIBRATE position. The engine speed reading at location (C) must be 2000 ± 30 rpm, and the engine timing reading at location (D) must be 32.0 ± .2 DEG. (If the readings are different than given, it is an indication that there is a need for calibration of the unit.)

C. Release switch (R). Engine timing checks and/or measurements can now be made. There are no limits on load or speed, but, operation at FULL LOAD SPEED for an extended period of time can cause shorter life for the injection transducer.

13 Start the engine. Readings and/or indications will be as follows:

A. NO TDC SIGNAL - light must go out.

NOTE: After the engine has reached operating temperature, run it at approximately one-half throttle for an additional 8-10 minutes before doing any timing measurements.

B. RPM - reading must show engine speed.
C. DEG - reading must show engine timing degrees.

Correction Of Timing Indicator Reading (When Necessary)

1 As an example, some 3400 Series Engines have Allison CT700, HT700, 5000 and 6000 Transmissions or TC500 Series Torque Converters. In these applications, a 6N9829 Flywheel Adapter Group is used to connect the transmission or torque converter to the engine.
2 The 6N9667 Flywheel Assembly (1) in the adapter group has twelve 1.00"Ø (25.4Ø) holes (2) that are almost in the same radius as timing pin holes (3) and (4). When the 6V3100 Engine Timing Indicator Group is used to check engine timing in these applications, it is possible that the transducer will read holes (2) instead of the timing pin hole. For this reason, an adjustment must be made to the timing reading, to find the correct timing for the engine.

NOTE: Reference to left side and right side of the engine is as seen when looking forward from the flywheel end of the engine. The arrow at location (C) shows the direction of crankshaft rotation. Locations (D) and (E) are approximate points of fuel injection.

3 On most 3400 Series Engines, the 6V2197 Transducer can be installed in a hole on the left side or the right side of the flywheel housing. To determine engine timing for these engines, a different timing correction factor must be used, according to which timing hole, (3) or (4), is used.
4 If the transducer is installed in the timing hole on the left side of the flywheel housing, the timing reading will be retarded by approximately 7.6° because the transducer incorrectly senses hole (A) as top center, instead of timing hole (3). [Timing hole (3) is the correct hole.]
5 If the transducer is installed in the timing hole on the right side of the flywheel housing, the timing indicator group will show the correct timing reading until fuel system timing advances to approximately 22.4°. At that point, the timing reading will drop to 0° because the transducer incorrectly reads hole (B) as top center, instead of timing hole (4). As the fuel system timing continues to advance, approximately 22.4° must be added to the timing reading to get the correct engine timing.

When pin timing the engine on its left side, the pin can slide into any of the 1.00" (25.4) holes. For correct timing, it must be installed in the threaded timing hole.

Use Of 6V9145 Timing Adapter Group To Adapt 6V3100 Engine Timing Indicator Group To 6.25" Bore Engines And Older Engines That Do Not Have A Top Center Pickup Hole.

Parts of the 6V9145 Timing Adapter Group are as follows: (1) 6V9142 Drill Bit .250" (6.4); (2) 6V9141 Center Punch; (3) 6V9143 Transducer Adapter.

1 Disconnect the engine starting system.

2 Remove timing cover (4) from the flywheel housing. Remove timing pin (5), then put 6V9143 Transducer Adapter (3) in the timing pin hole.

3 Tighten the nut on the adapter, as shown, until the adapter fits firmly (finger tight) in the timing pin hole.

NOTE: If necessary, replacement O-rings are available for 6V9143 Transducer Adapter. Use 2D6392 O-ring (small inner O-ring) and/or 6M5062 O-ring (large outer O-ring).

4 Slide 6V9141 Center Punch (2) through adapter (3) until it almost touches flywheel (6).

NOTE: Make sure that center punch (2) is straight and not at an angle. If the center punch is at an angle (crooked), loosen the nut on adapter (3), align the center punch so it is straight, then tighten the adapter nut.

5 Use an engine turning tool or a pry bar to turn the flywheel until top center mark (A) for number 1 cylinder is in alignment with the point on center punch (2).

NOTE: The flywheel has two holes (B) that are 180° apart. Check to make sure that there are no holes (B), or any other large holes in this flywheel surface area that are within 30° before the No. 1 cylinder TC mark. Any hole in this area will cause a retarded timing indication.

6 Use a hammer as shown, to strike the end of center punch (2), and make a mark on the flywheel to indicate the No. 1 TC location. Remove center punch (2).

7 Put the 6V9142 Drill Bit in an electric drill, then slide the drill bit into the adapter and align it with the center punched hole, as shown. Drill a hole (C) in the flywheel, approximately .125" (3.0) deep.

8 Remove the drill and drill bit, then turn the flywheel just far enough to be sure the new hole (C) or any other hole is not in alignment with adapter (3).

9 Put 6V2197 Transducer (7) into adapter (3) as shown. Push the transducer in until it touches the flywheel, then pull it back out until the end of the transducer is .080" ± .040" (2 ± 1 mm) from the flywheel.

10 Connect the engine starting system (disconnected in step 1); connect the transducer to the 6V3100 Engine Timing Indicator and do the timing procedure.

11 After the timing procedure is completed, remove 6V2197 Transducer (7) from adapter (3). Put 6V9141 Center Punch (2) in adapter (3), loosen the adapter nut, and wiggle (move from wide to side and up and down) the center punch (2), to loosen and remove adapter (3). Install the timing pin and timing pin cover.

Modification Of 5P331 Crowfoot Wrench And 5P5195 Fuel Line Wrench For Use On 3208 Engines

1 Remove material from sections (A) and (B) of a 5P331 Crowfoot Wrench (1), to get the dimensions shown above. Use a drill bit, the same size as hole (2) and an electric drill to drill hole (2) through the other side of wrench (1).

2 Remove the original crowfoot wrench (3) from extension (4) of the 5P5195 Fuel Line Wrench.

3 Use the original spring pin (5) to assemble the modified 5P331 Crowfoot Wrench (1) on extension (4) as shown. Drive spring pin (5) so it is in both sides of wrench (1).

Interpretation Of Dynamic Timing On An Engine That Does Not Have A Mechanical Timing Advance Unit

NOTE: Use a copy of Form SEHS8140, Dynamic Timing Chart, to make the graph for the timing check. Order one Form SEHS8140 (pad of 50 sheets) from Miscellaneous Order Section, in the normal manner.

The 6V3100 Engine Timing Indicator Group can measure dynamic timing at any engine speed or load. If an engine does not have a mechanical timing advance unit, measure the timing at only one engine speed.

Dynamic timing (A) is affected by "port effect" (B). Port effect (B) is the pressure wave that is formed by the rapid movement of the injection pump plunger through the fuel. This pressure wave causes fuel injection to begin before the fuel supply port is closed by the plunger. As a result, port effect is in itself an advance.

Dynamic timing (A), therefore, can be calculated by adding port effect (B), which is approximately .1° for each 100 rpm, to static timing (C).

Interpretation Of Dynamic Timing On Engines With Timing Advance

Two types of mechanical advance units are used on Caterpillar-built engines. One unit has a constant rate of advance from its starting speed to its ending speed. The second unit has two rates of advance. One rate occurs from the starting speed to the intermediate speed, and a second rate occurs from the intermediate speed to the ending speed.

When operating correctly, the mechanical advance should effect a smooth change in the dynamic timing of an engine. This gradual change should occur during both acceleration and deceleration. For this reason, it is necessary to measure the dynamic timing at 100 rpm intervals between low idle speed and high idle speed to confirm the operation of the advance.

Dynamic timing (A) is affected by port effect (B) on engines with mechanical advance in the same way as explained previously for engines without mechanical advance. Port effect is a timing advance in addition to the mechanical advance.

Therefore, dynamic timing (A) on engines with mechanical advance can be calculated at any given engine speed. To do this, port effect (B), which is approximately .1° for each 100 rpm, is added along with mechanical advance (D) to static timing (C). See the illustration that follows.

The illustration above is used to illustrate the example that follows for an engine that has single rate advance.

The illustration above is used to illustrate the example that follows for an engine that has two rates of advance.

When checking the dynamic timing on an engine that has a mechanical advance, Caterpillar recommends that the serviceman calculate and graph the dynamic timing on a worksheet like Form SEHS8140, a copy of which is shown at the back of this instruction. This worksheet is available in pads of 50 and can be ordered in the normal manner from the Miscellaneous Order Division.

After the timing values are calculated and plotted, the dynamic timing should be checked with the 6V3100 Engine Timing Indicator Group. To do this, the serviceman must operate the engine from low idle to high idle and from high idle to low idle. He must record the dynamic timing at each 100 rpm and at the specified speeds during both acceleration and deceleration. Then he should plot the results on the worksheet.

E - Calculated timing. F - Measured timing. G - Tolerance Band permitted for timing.

Inspection of the plotted values will show if the mechanical advance is within specifications and if it is advancing correctly. The illustrations above are examples of dynamic timing graphs that indicate acceptable operation of the timing advance unit.

The timing graphs shown above indicate timing advance that is not acceptable. In the graph at left, timing advance did not begin until several hundred rpm beyond the specified starting speed. Timing then suddenly advanced to within specifications. This graph indicates the possibility of a weight hanging up on the springs, a burr, or some other mechanical problem with the advance unit.

In the graph at the above right, the timing advance did not begin until several hundred rpm beyond the specified starting speed, but then advanced smoothly to the specified timing. This graph can be an indication of an assembly problem, such as an incorrect spring on one, or both of the weights.

A graph that does not show stable timing within 0.1° to 0.2° in the timing advance speed range, is normally an indication of interference between the springs and weights in the timing advance unit. This interference is often the result of bent springs or burrs. Also, if there is an indication of retarded timing after timing advance begins, this is usually caused by worn timing gears, and/or a worn fuel injection pump drive coupling. If a change of 100 rpm in engine speed causes the engine timing indication to retard by several degrees at higher engine speeds, the cause can be a false TDC signal. (The TDC magnetic transducer senses an incorrect hole, dent, or some other imperfection on the surface of the flywheel or timing gear, instead of the correct timing hole.) To see if this is the problem, move the TDC transducer OUT, so it is a few thousandths farther away from the surface of the flywheel or timing gear. Do the timing procedure again.

Diagnosing Results Of Dynamic Timing Check

1 - If there is no port effect measured as engine speed is increased, it is possible that the injection pump bonnet is moving under its retainer bushing, because of fuel injection pressures. If the bonnet does move in this way, it can relieve part of the pressure build-up during fuel injection, and the result will be "no port effect measurement".
2 - If the timing indication at idle speed is less than specified, and retards even more as engine speed increases, or, if timing does not advance as much as expected, check to be sure the fuel line transducer is installed at the fuel pump bonnet and not at the fuel nozzle. The fuel injection signal travels to the fuel nozzle at a fixed speed, so, if the fuel line transducer is located at the fuel nozzle, as engine speed increases, this fixed speed (time delay) will give an indication of a timing retard instead of a timing advance.
3 - If the engine timing reading is steady at idle speed (whether or not it is the correct timing does not matter in this condition) but, during a smooth speed increase, the timing at a given speed becomes erratic or even retards, look for a loose fuel pump drive, worn spline drive or worn timing gears.

Timing Tolerances

The normal tolerance for a mechanical timing advance unit is ± 1°. For example, an advance of 7° to 9° is acceptable for a specified timing of 8°. This tolerance, however, applies only to the dynamic timing from the ending speed to the high idle speed. This timing tolerance can be different from one engine model to another, so always refer to the Service Manual Specifications.

The timing advance must start within ± 100 rpm of the specified starting speed, and it must stop within ± 100 rpm of the specified ending speed. Because of manufacturing tolerances in the timing advance units, starting and ending speed can vary from unit to unit. This is not critical and should not be interpreted as such. What is important, however, is that the timing advance must occur smoothly throughout the specified speed range. The timing is set and operating correctly when the actual dynamic timing indications shown are within the specification range, and the angle of change is approximately the same as the specification from low idle speed to high idle speed.

The acceptable timing tolerance when using the 6V3100 Engine Timing Indicator Group is ± 1.2°. This tolerance consists of a 1.0° tolerance on static timing, based on engine manufacturing, and 0.2° tolerance for the instrument. This ± 1.2° total tolerance for the indicated timing is applicable throughout the speed range on engines without mechanical advance. The ± 1.0° tolerance mentioned previously for the mechanical advance must be added to the ± 1.2 tolerance for the indicated timing between the advance ending speed and the high idle speed. Thus, engines with mechanical advance have a tolerance of ± 2.2 at high idle.

Troubleshooting The 6V3100 Engine Timing Indicator Installation

To make sure the 6V3100 Timing Indicator Group (1) has good accuracy, check its calibration at a minimum of every six months. Also, the timing indicator will need calibration if:

A. It does not show 2000 ± 30 rpm at (A) and 32.0 ± .2 DEG at (B), when the CALIBRATION CHECK-OPERATE Switch (C) is in the CALIBRATION CHECK position.

NOTE: With no input signal at (D) or (E), the reading at rpm location (A) must show three zeros (000). If four zeros (000)) show, it is an indication of a possible need for calibration of the unit. This error only is not reason enough to do a complete calibration procedure. It is also not necessary to do a complete calibration procedure if the reading at the DEG location (B) has a decimal point as shown, (00.0) in addition to the three zeros.

B. Reading is different than (000) at either location (A) or (B).

All calibrations can be done with the use of a small screwdriver, a frequency counter and a 6V3030 DMM (digital multimeter). If a frequency counter and a digital multimeter are not available, a 5P9698 Calibrator can be used as a replacement, but it is probable that the interval will be shorter until calibration is again necessary.

1 Remove six screws (2), along the edge, then lift panel (3) from its case.

2 Put power to the 6V3100 Timing Indicator for two minutes or more to get it warm, then use one of the procedures that follow, according to the calibration tools to be used.

Calibration Using A Frequency Counter

1 Connect a frequency counter from TP10 to TP1 (ground).

2 Adjust R204 (OSC. FREQ. ADJ.) so the counter reads 12,000 ± 5 Hz. Disconnect the frequency counter.

3 Connect a 6V3030 DMM (or equivalent multimeter) from TP17 to TP1 (ground). Adjust the DMM to the DCV-200 m scale.

4 Adjust R312 (RPM BALANCE) so the DMM reads + 0.1 mV.

NOTE: If a DMM is not available, turn R312 CCW until the fourth "zero" shows (normally only three zeros) at RPM, location (A). Then turn R312, one to one and one-fourth turns CW.

5 Connect the multimeter from TP23 to TP1, and set it to the DCV-200 m scale.

6 Adjust R327 (DEG. Balance) so the DMM reads + 0.1 mV. Disconnect the DMM.

NOTE: If a DMM is not available, turn R327 CCW until the decimal point shows at DEG, location (B), then turn R327, one-half turn CW.

7 Hold the CALIBRATION CHECK-OPERATE switch in the CALIBRATION CHECK position.

8 After there is stability in the necessary readings at locations (A) and (B), adjust R313 (RPM CALIBRATE) so the reading at location (A) is exactly 2000. To do this, turn R313 (CW and then CCW) to change the reading at location (A) to 1990, and then 2010. Now, adjust R313 so it reads exactly 2000 at location (A).

9 Adjust R328 (DEG CALIBRATE) so the reading at location (B) is 32.0. To do this, turn R328 (CW and then CCW) to change the reading at location (B), then adjust it to read exactly 32.0.

10 Release the CALIBRATION CHECK-OPERATE switch.

Calibration Using A 5P9698 Calibrator

1 Connect a 6V3030 DMM (or similar tool) from TP17 to TP1 (ground), and set it to the DCV-200m scale.

2 Adjust R312 (RPM BALANCE) so the DMM reads + 0.1 mV.

NOTE: If a DMM is not available, turn R312 CCW until the fourth "zero" appears (normally only three zeros) at location (A), then turn R312, one to one and one-fourth turns CW.

3 Connect a 6V3030 DMM (or similar tool) from TP23 to TP1 and set it to the DCV-200m scale.

4 Adjust R327 (DEG. BALANCE) so the DMM reads + 0.1 mV.

NOTE: If a DMM is not available, turn R327 CCW until the decimal point shows at DEG, location (B), then turn R327 one-half turn CW. Disconnect the DMM.

5 Use the large adapter plug to connect cable (1) of the 5P9698 Calibrator (2) to the RPM CAL. INPUT jack of 6V3100 Timing Indicator (3) as shown. Adjust the calibrator to 25 Hz.

6 Adjust R313 (RPM CALIBRATE) so the reading at location (A) is exactly 3000. To do this, turn R313 CW and then CCW, so the reading at location (A) will be 2990 and then 3010, then adjust it to exactly 3000.

7 Disconnect calibrator cable (1), and turn calibrator (2) to OFF.

8 Hold the CALIBRATE CHECK-OPERATE switch in the CALIBRATION CHECK position.

9 Adjust R204 (OSC. FREQ. ADJ.) so the reading at location (A) is exactly 2000. To do this, turn R204 CW and then CCW so the reading at location (A) will be 1990, and then 2010, then adjust it to exactly 2000.

10 Adjust R328 (DEG CALIBRATE) so the reading at location (B) is 32.0. To do this, turn R328 (CW and then CCW) to change the reading at location (B), then adjust it to read exactly 32.0.

11 Release the CALIBRATION CHECK-OPERATE SWITCH.

Power Supply Adjustments (Adjust Without Injection Transducer Connected To Indicator)

1 Connect a 6V3030 DMM (or similar tool) from TP3 to TP1 (ground) and set it to the DCV20 scale. Adjust R104 (+ 8 V ADJ) until the DMM reads 8.00 ± .01 Volts.

2 To adjust the 2.830 Volts on TP4, (INJECTION SWITCH POINT ADJUST), use the following procedure. (The 6V3030 DMM cannot measure this voltage as 2.830 but would instead show 2.83.)

a) Connect a 6V3030 DMM from TP6 to TP1 (ground) and set it to the DCV2 scale. Measure this exact voltage and make a note of it. It should be + 1.500 ± .010 Vdc.

b) Subtract the above "1.500" voltage from 2.830 Volts (Example: 2.830-1.502 = 1.328 Volts).

c) Connect a 6V3030 DMM from TP4 (red lead) to TP6 (black lead). Adjust R105 (INJECTION SWITCH POINT ADJUST - shown as "INJECTION SWITCH PT" on PC board) until the DMM reads the exact voltage as determined in step (b) above.

Component Check - 6V3100 Engine Timing Indicator Group

Indicator Group Self-Check

The self-check ability is available, if needed, any time that power is sent to the timing indicator. An internal calibrator simulates (works the same as) an engine that is operating at 2000 rpm with 32.0° timing. When the CALIBRATION CHECK-OPERATE switch is in the CALIBRATION CHECK position, as shown, the injection transducer and TDC transducer are both electrically disconnected from the indicator (if their plugs are in the indicator) and the internal calibrator takes their place. This test will immediately let the user know the condition of the indicator. If the internal calibrator and the indicator are within calibration limits, RPM, location (A) will show 2000 ± 30, and DEG location (B) will show 32.0 ± .2°. Failure to get the readings given is an indication of a need for calibration.

Also, with the CALIBRATION CHECK-OPERATE switch in the OPERATE position (with engine shut down, or all signal cables disconnected) each display should show three zeros. If RPM shows four zeros, and/or DEG shows a decimal, this is an indication that the indicator may soon need calibration. The recommendation for calibration is every six months.

Check Of 5P7366 Power Cable

1 Use the 8S4627 Circuit Tester or 6V3030 Digital Multimeter (1) to check for continuity of each wire. This check should measure .000 ohms on the 2K ohm resistance scale.

2 Check for short circuits between the two conductors. This check should measure OL (infinite ohms) on the 2K ohm resistance scale as shown.

Check 5P7362 TDC Signal Cable

1 Use the 8S4627 Circuit Tester or 6V3030 Digital Multimeter (1) (or similar tool) to check for continuity of the center conductor, and of shield (2).

2 Both checks should measure .00 ohms on the 2K ohm resistance scale.

3 Also check for a short between conductors. This check should measure OL (infinite ohms) on the 2K ohm resistance scale.

Check 6V2198 Injection Signal Cable

1 Use the 8S4627 Circuit Tester or the 6V3030 Digital Multimeter to check for continuity of each wire. Each check should measure .000 ohms on the 2K resistance scale.

2 This illustration shows the male connector end of the 6V2198 Cable. The female end is connected point-to-point with the male connector end.

3 Check for short circuits between each conductor. Each check should measure OL (infinite ohms) on the 2K ohm resistance scale.

Check 6V2197 TDC Magnetic Transducer

1 Using the 6V3030 Digital Multimeter (1) or similar tool, check 6V2197 Transducer (2) and leads for continuity. The resistance should be 250 ± 40 ohms on the 2K ohm resistance scale. If the DMM reads OL (infinite ohms), the transducer needs replacement.

2 Check for a short circuit from the transducer shell to the phono plug center pin. If the DMM does not read OL (infinite ohms) on the 2m ohm resistance scale, replacement of the transducer is necessary.

Check Of Injection Transducer

NOTE: This test is acceptable only if the temperature of the injection transducer is 67°F-87°F (19°-30°C). If the transducer is warm, from use or any reason, a minimum of two hours will be needed to permit the transducer to become cool enough [67°F-87°F (19°C-30°C)] to do this test.

1 Remove the six sheet metal screws (1) from the front panel.

2 Remove the panel from its case and turn it face down. Use the 6V2198 Signal Cable to connect the 6V2192 or 6V7910 Injection Transducer into INJECTION OR SPARK TRANSDUCER Jack (A).

3 Connect power to the indicator.

4 Connect a ground wire from the transducer case to the negative terminal of the indicator power source. Using a 6V3030 DMM (or similar tool) on the 2VDC scale, measure the transducer output voltage as follows:

a. Put red DMM probe (2) on the transducer pin 4 connection (green wire) marked J301-4 on the PC board.

b. Put black DMM probe (3) on pin 2 (white wire) marked J301-2 on the PC board. (For 6V7910 Transducers use pin 3, black wire, marked J301-3.)


NOTICE

A short circuit between the connector pins with the probes can cause permanent damage to the transducer.


5 With no pressure application to the 6V2192 Transducer, the voltage between pins 2 and 4 should be between -.30 and-.60 Volts.; for a 6V7910 Transducer, the voltage between pins 3 and 4 should be between +2.47 and +2.53 Volts.

NOTE: To do the test in step 6 that follows, the threaded end of the 6V2192 Injection Timing Transducer will be installed into an adapter with 3/8"-24 threads. When the transducer is installed into the adapter, use a 6V3016 Washer to make contact between the transducer and the adapter. Correct tightening of the transducer is important. Use a 9S7354 Torque Wrench with a 2P5494 Crowfoot Wrench, and tighten the transducer to a torque reading of 170 ± 10 lb-in (19 ± 1 N·m) on the torque wrench dial.

6 Use a dead weight tester with at least 0.1% accuracy, and put pressure to the transducer of 1,000 psi (6900 kPa). This pressure should cause the DMM to read 0.000 ± .025 Volts for the 6V2192 Transducer, or + 2.83 ± .02 Volts for the 6V7910 Transducer.

7 Any 6V2192 Transducer that is not within the specifications given in step 6, should be sent to Setra Systems, Inc. for repair. When necessary to repair the 6V7910 Transducer, send it to the Viatran Corporation. Both addresses are given at the back of this instruction.

Replacement Of 6V4176 Display Unit

If one or more segments do not show the correct reading on the 6V4176 Display Unit for RPM at location (A) or DEG at location (B), the problem is most likely with the display unit at either location. Be sure to check for a good connection for each display unit. Use the procedure that follows to remove a display unit.

1 Remove the six screws (1) from front panel (2), and remove panel (2) from case (3).

2 Remove the four screws (4) from the PC board, and also remove the locknuts from the two front panel switches (5) and (6).

3 Carefully lift front panel (2) from PC (printed circuit) board (7).

4 To remove either display unit, (A) or (B), use a screwdriver as shown, and carefully remove the unit from its position in the PC board.

NOTE: Before the removal of either display unit, look carefully in the area of location (C), for some type of identification mark on the display unit and on the PC board. This needs to be done to make sure that at time of installation, the display unit will be installed correctly.

NOTE: At installation of a display unit, be very careful and make sure the pins on the display unit are in alignment with the socket holes.

Replacement Of 6V4179 Digital Voltmeter Integrated Circuit

If one or more segments of either 6V4176 Display Unit, RPM or DEG [location (A) or (B)] do not work, see REPLACEMENT OF 6V4176 DISPLAY UNIT. After a display unit has been checked and/or a replacement installed and there is still a problem; or, if one display unit is completely blank while the other one works normally, the problem can be with a 6V4179 Digital Voltmeter (DVM) Integrated Circuit.

NOTE: There are two 6V4179 DVM Integrated Circuits in each 6V3100 Timing Indicator.

1 Remove six screws (1), then remove panel (2) from case (3).

2 Use the hook end of 5P1720 Seal Pick (4) and carefully remove the DVM integrated circuit, (5) or (6), as shown. [Use the notch at end (A) of the DVM as a reference mark to be used at time of installation.]

NOTE: At installation of a DVM, put the reference mark, as given in step 2, in the correct location. Also, be sure that the pins on the DVM are in alignment with the holes in the socket.

Parts And Repair Service Information

When one of the parts used with the timing indicator group is to be returned for a repair or warranty service, always give the following information:

1. Description of the type of problem.
2. Where to send part after repair.
3. Serial number (if applicable).
4. Person the part should be sent to.
5. Billing address if different than shipping address.

6V3100 Engine Timing Indicator Group

For electronic repair of the timing indicator group, see Special Instruction Form SEHS8135.

For warranty or repair work for the 6V3100 Engine Timing Indicator Group (except for 6V2192 Injection Transducer, 6V2197 Magnetic Transducer, or 6V7910 Injection Transducer) send the indicator group to:

Snap-On Tool Corporation
Midwest Service Center
2300 Commerce
New Berlin,
Wisconsin 53151, U.S.A.

Canadian Service addresses are as follows:

CORRESPONDENCE MAILING ADDRESS:

Snap-On Tools Corp. of Canada, LTD
Repair Center
P. O. Box 8271
Concord, Ontario Canada
L4K-1E4
(416) 669-9501

PARTS SHIPPING ADDRESS:

Snap-On Tools Corp. of Canada, LTD
Repair Center
Attn: Mr. Stuart Suckling, Manager
8271 Keele Street
Vaughn Township
Concord, Ontario Canada

6V2192 Injection Transducer

NOTE: If the transducer case is opened for any reason, it will cause the warranty to be void.

The 6V2192 Transducer has three major components: 1- Diaphragm (sensor), 2- Printed circuit board (PCB), 3- Cable assembly. Both the printed circuit board and the cable assembly can be either repaired or a replacement installed, as necessary. Repair or replacement of the diaphragm (sensor) is not possible; if there is a problem with the diaphragm, a complete new transducer must be installed.

The diaphragm in the transducer has a fatigue life that is in relation to the number of operating hours, injection pressure cycles and pressure levels at both high idle speeds, and full load speeds. Because of this type of use, it is impossible to know the remainder of life for the diaphragm in any transducer. As a result of this, any transducer that has had a repair can operate efficiently for many hours, or, it can have a diaphragm failure (not necessarily a leak failure) within a few minutes of use after a repair. This type of failure cannot be the subject of a warranty.

If a 6V2192 Transducer is sent for repair, and it is found to have a diaphragm failure, no repair will be made; the transducer will be sent back to the owner, with an explanation. For warranty work or for repairs, send the 6V2192 Transducer to:

Setra Systems, Inc.
45 Nagog Park
Acton, MA 01720 U.S.A.
Telephone: (617) 263-1400
Telex: 948440

6V2197 Magnetic Transducer

The 6V2197 Magnetic Transducer cannot be repaired. For warranty purposes only, send the transducer to:

Electro Corporation
1845 57th Street
Sarasota, FL 33580 U.S.A.

6V7910 Injection Transducer

The 6V7910 Injection Transducer cannot be repaired, but it can be returned for warranty.

NOTE: Before returning the transducer write to, or call, Viatran Corp. for a return authorization number. Do not send the transducer without the return authorization number.

After receipt of the return authorization number, send the transducer to the address that follows:

Viatran Corp.
300 Industrial Drive
Grand Island, N.Y. 14072 U.S.A.
Telephone: (716) 773-1700

Caterpillar Information System:

Use Of The 6V-7070 And 6V-7800 Multimeter{0785} Use Of The 6V-7070 And 6V-7800 Multimeter{0785}
Recommendations For Cold Weather Starting Of Engines Equipped To Operate Air Compressors And Drills{1000, 1450} Recommendations For Cold Weather Starting Of Engines Equipped To Operate Air Compressors And Drills{1000, 1450}
Alignment - General Instructions{1000, 3000, 3300, 4450} Alignment - General Instructions{1000, 3000, 3300, 4450}
Installation Of 8N9754 Fuel Heater Group{1296} Installation Of 8N9754 Fuel Heater Group{1296}
Installation Of 6V124 Drive Coupling Modification Kit{0650, 0706, 1250} Installation Of 6V124 Drive Coupling Modification Kit{0650, 0706, 1250}
Dynamometer Test Specifications For Caterpillar Engines{1000} Dynamometer Test Specifications For Caterpillar Engines{1000}
Alignment Of Caterpillar Marine Transmissions And Marine Engines{1000, 3300} Alignment Of Caterpillar Marine Transmissions And Marine Engines{1000, 3300}
Installation Of General Electric GE-603K Generators, GTA-15, GTA-18, GTA-22, GTA-23, GTA-25 and GTA-26 Alternators{1000, 4450} Installation Of General Electric GE-603K Generators, GTA-15, GTA-18, GTA-22, GTA-23, GTA-25 and GTA-26 Alternators{1000, 4450}
Using The 4S6553 Engine Evaluation Test Group{0781} Using The 4S6553 Engine Evaluation Test Group{0781}
Installation Of 9N3829 Jacket Water Heater Group{1383} Installation Of 9N3829 Jacket Water Heater Group{1383}
Use of Piston Pin Bearing Removal and Installation Tools{1218} Use of Piston Pin Bearing Removal and Installation Tools{1218}
Using The 5P-4150 Nozzle Testing Group{0782} Using The 5P-4150 Nozzle Testing Group{0782}
Replacement Sprocket Rim Welding Procedure{4156} Replacement Sprocket Rim Welding Procedure{4156}
6V2150 Starting And Charging Analyzer Operating InstructionsFor More Information See Special Instruction SEHS7768{1406, 7569} 6V2150 Starting And Charging Analyzer Operating InstructionsFor More Information See Special Instruction SEHS7768{1406, 7569}
Use Of 6V4095 Or 6V4096 Pump And Governor Tool Groups{650, 1250} Use Of 6V4095 Or 6V4096 Pump And Governor Tool Groups{650, 1250}
Using The 6V2100 Multitach And 6V3121 Multitach Group{0775} Using The 6V2100 Multitach And 6V3121 Multitach Group{0775}
Use And Repair Of The 6V3060 Les (Low Emission System) And EGR (Exhaust Gas Recirculation) System Tester{0651} Use And Repair Of The 6V3060 Les (Low Emission System) And EGR (Exhaust Gas Recirculation) System Tester{0651}
Using The 6V3150 Engine Pressure Group{0651} Using The 6V3150 Engine Pressure Group{0651}
Troubleshooting Engine Vibration In Vehicular Equipment{1000} Troubleshooting Engine Vibration In Vehicular Equipment{1000}
Installation And Use Of The 6V4190 Auto Programmer{0781} Installation And Use Of The 6V4190 Auto Programmer{0781}
Using The 6V4060 Engine Set Point Indicator Group{0781} Using The 6V4060 Engine Set Point Indicator Group{0781}
Guide For Conversion Of Remanufactured 3208 Engines To Specific Industrial Or Marine Engine Arrangements{1000} Guide For Conversion Of Remanufactured 3208 Engines To Specific Industrial Or Marine Engine Arrangements{1000}
Alignment Of Caterpillar Diesel Engines To Caterpillar Marine Transmission (7271-36W){1000, 3300} Alignment Of Caterpillar Diesel Engines To Caterpillar Marine Transmission (7271-36W){1000, 3300}
Use of 4C9900 Hydraulic Hose Service Press{0738, 5057} Use of 4C9900 Hydraulic Hose Service Press{0738, 5057}
Back to top
The names Caterpillar, John Deere, JD, JCB, Hyundai or any other original equipment manufacturers are registered trademarks of the respective original equipment manufacturers. All names, descriptions, numbers and symbols are used for reference purposes only.
CH-Part.com is in no way associated with any of the manufacturers we have listed. All manufacturer's names and descriptions are for reference only.