Usage:
Electronic Control System
NOTE: For Specifications with illustrations, make reference to Specifications For 3406E Marine Engine, SENR1167. If the Specifications in SENR1167 are not the same as in the Systems Operation and the Testing & Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in the book with the latest date.
Diagnostic Codes
For further explanation of diagnostic codes refer to Troubleshooting.
ACTIVE Diagnostic Codes
Diagnostic codes are used by the 3406E System to warn the operator of a problem and indicate to the service technician the nature of the problem. Some codes are used only to record an event and do not indicate problems that need repair.
An ACTIVE diagnostic code represents a problem that should be investigated and corrected AS SOON AS POSSIBLE. Repairing the cause of an ACTIVE code will cause the active code to be cleared.
When an ACTIVE code is generated, the diagnostic lamp will turn ON and remain ON, blinking every five seconds. If the condition generating the fault occurs only for a brief moment, the lamp will go OFF after five seconds and the code will be LOGGED.
There are a few codes that are not generated by an electrical/electronic problem and are recorded as events. Examples of these events include low oil pressure and high coolant temperature. These events are caused by mechanical problems and do not require electronic troubleshooting.
Some Diagnostic Codes cause the 3406E System to make major changes in engine operation or limits.
EVENT Diagnostic Codes
When the ECM generates a diagnostic code, it logs the code in permanent memory within the ECM. The ECM has an internal diagnostic clock and will record the hour EACH time a code is logged. Knowing when and how often the code was generated can be a valuable indicator when troubleshooting intermittent problems. Logged codes can be retrieved or erased using an electronic service tool.
Diagnostic Codes that are logged repeatedly may indicate a problem that needs special investigation. Codes that are logged only a few times and do not result in operator complaints, may not need attention until a scheduled maintenance interval.
NOTE: The most likely cause of an intermittent problem is a faulty connection or damaged wiring. Least likely is the ECM itself.
Electronic Service Tools
The Caterpillar Electronic Service Tools for the electronic control system are designed to help the service technician analyze and locate faults or problems within the system. An electronic service tool, Caterpillar Electronic Technician (ET) or Electronic Control Analyzer Programmer (ECAP), is required to perform some sensor calibrations and to read or change engine parameters.
The electronic service tool communicates with the Electronic Control Module to read diagnostic codes and various sensor output signals such as engine rpm or inlet manifold air pressure and controls electronic calibration of sensors through the ECM.
Caterpillar Electronic Technician (ET) requires a personal computer with the ET software installed and a Caterpillar Communication Adapter to translate from the data link to the computer.
The Electronic Control Analyzer Programmer (ECAP) tool has small plug-in modules, called Service Program Modules (SPM), to adapt the basic tool to the specific Caterpillar electronic control application.
The ECAP (requires PWM adapter to measure at sensor) can measure Pulse Width Modulated (PWM) signals such as the signal produced by the Throttle Position Sensor.
Installation/Removal Of The Speed/Timing Sensor
Engine (Left Side View)
NOTE: This procedure can be used for the backup speed/timing sensor also. Refer to Electronic Control System Components for the sensor location.
1. Disconnect speed/timing connector P20/J20 (2) and inspect for corrosion, bent or missing pins and sockets, and mismating, broken wires, etc.
2. Remove the speed/timing sensor (1) from the front gear cover.
3. Examine the plastic end of the sensor for signs of wear or contaminants such as metal filings. The plastic end of the speed/timing sensor should have no contaminants or show no wear.
4. Use a screwdriver to carefully pry the plastic sensor end to the fully extended position [approximately 4.775 mm (.1880 in) beyond the metal housing of the sensor].
5. Gently push in on the plastic end of the sensor. The plastic end should be firm and resist movement in the retract direction. If there is no resistance replace the sensor.
6. To install the speed/timing sensor (1), first perform the sensor inspection described in Steps 3 through 5.
7. Assure that the slip head is fully extended.
- (3) Bolt.
- (4) Timing bolt location.
- (5) Cover.
- (4) Timing bolt location.
- (3) Bolt.
- (6) 9S9082 Engine Turning Tool.
- a. Remove two bolts (3) and remove cover (5) from the flywheel housing to open the hole for engine turning.
- b. Put one bolt (3) in the timing bolt location (4) located approximately 127 to 152 mm (5 to 6 in) above the hole in the flywheel housing for engine turning.
- c. Use 9S9082 Engine Turning Tool (6) and a 1/2 inch drive ratchet wrench to turn the engine flywheel in the direction of normal engine rotation (counterclockwise when viewed from the flywheel end) until the timing bolt engages with the threaded hole in the flywheel.
- d. Remove bolt (3).
- b. Put one bolt (3) in the timing bolt location (4) located approximately 127 to 152 mm (5 to 6 in) above the hole in the flywheel housing for engine turning.
8. Visually inspect the timing wheel position in order to ensure that the slip head will not fill one of the slots of the timing wheel. If necessary, turn the crankshaft in order to rotate the timing wheel to a position that will not allow the sliphead to fill a slot on the timing wheel.
Locating Top Center (Left Side Of Engine)
Using 9S9082 Engine Turning Tool
9. Install the speed/timing sensor without the washer. Tighten the speed/timing sensor to 40 ± 5 N·m (30 ± 4 lb ft).
10. Remove the speed/timing sensor. Do not move the sliphead.
11. Install the washer on the speed/timing sensor.
12. Install the speed/timing sensor.
13. Calibrate the engine timing. Refer to Engine Timing Calibration in Troubleshooting.
Throttle Position Sensor Adjustment
The throttle position sensor (TPS) is used to provide a throttle signal to the Electronic Control Module (ECM). Sensor output is a constant frequency signal whose pulse width varies with throttle position. This output signal is referred to as either "Duty Cycle" or a "Pulse Width Modulated (PWM)" signal and is expressed as a percentage. When correctly adjusted, the TPS will produce a "Duty Cycle" signal of 15 percent to 20 percent at the low idle throttle position and 80 percent to 85 percent at the maximum throttle position. This signal is translated by the ECM into a "Throttle Position" signal of three percent at low idle and 100 percent at maximum throttle.
Fuel System
Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system. Many times work is done on the fuel system when the problem is really with some other part of the engine. The source of the problem is difficult to find, especially when smoke comes from the exhaust. Smoke that comes from the exhaust can be caused by one or more of the reasons that follow:
- * Not enough air for good combustion.
- * An overload at high altitude.
- * Oil leakage into combustion chamber.
- * Not enough compression.
- * Fuel injection timing incorrect.
- * An overload at high altitude.
Fuel System - Prime
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Fuel leaked or spilled onto hot surfaces or electrical components can cause a fire. To help prevent possible injury, turn the start switch off when changing fuel filters or water separator elements. Clean up fuel spills immediately. |
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Priming the fuel system fills the fuel filters. Priming the fuel system also removes air from the fuel system. This procedure is used primarily when the engine runs out of fuel. This procedure can also be used when a unit injector or the Electronic Control Module (ECM) is replaced.
NOTE: DO NOT remove fuel filter air bleed plug (2) in the fuel filter base in order to release air from the fuel system during periodic service of the fuel filter. Periodic removal of the fuel filter air bleed plug will result in increased wear of the threads in the fuel filter base. This can lead to fuel leakage. However, the fuel filter air bleed plug in the fuel filter base can be used to bleed air from the fuel system if the engine runs out of fuel.
1. Loosen cap (3).
2. Open fuel priming pump (1) and operate the fuel priming pump until fuel appears at cap (3). Tighten cap (3).
3. Loosen fuel return (7) for two full turns. Operate fuel priming pump (1) until fuel appears at fuel return (7). Tighten the fuel return (7).
4. Continue to operate fuel priming pump (1) until a strong pressure is felt on the fuel priming pump and until the check valve "clicks". This procedure will require considerable strokes. Lock fuel priming pump (1).
5. Crank the engine after pressurizing the fuel system.
| NOTICE |
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Do not crank the engine continuously for more than 30 seconds. Allow the starting motor to cool for two minutes before cranking the engine again. |
6. If the engine does not start, open fuel priming pump (1) and repeat Steps 1 through 5 in order to start the engine.
7. When the ECM is replaced, loosen the fuel outlet line on the ECM (4) in order to bleed the air from the fuel system. Operate the fuel priming pump (1) until fuel appears at the fuel outlet line on the ECM (4). Tighten the fuel outlet line on the ECM. Perform Steps 3 through 5.
8. When a unit injector is replaced, perform Steps 3 through 5.
Fuel System Inspection
A problem with the components that send fuel to the engine can cause low fuel pressure. This can decrease engine performance.
1. Check the fuel level in the fuel tank. Look at the cap for the fuel tank to make sure the vent is not filled with dirt.
2. Check the fuel lines for fuel leakage. Be sure none of the fuel lines have a restriction or a defective bend. Verify that the fuel return line has not collapsed in the sections subject to heat.
3. Install a new fuel filter.
4. Remove any air that may be in the fuel system. Refer to Fuel Priming Procedure in this service manual.
Fuel System Pressure
With the engine at operating temperature, typical fuel pressure can vary from 310 kPa (45 psi) at low idle to 448 kPa (65 psi) at rated rpm. The check valve is designed to open between 413 and 448 kPa (60 and 65 psi) to control fuel system pressure. The fuel transfer pump contains an internal relief valve designed to open around 620 kPa (90 psi). This valve will not open during normal operation.
Electronic unit injector performance will start to decline when fuel pressure drops below 241 kPa (35 psi). Low power complaints and erratic operation can occur in this situation. Look for plugged fuel filter or air in the fuel lines as possible causes for these complaints before replacing fuel system components.
Fuel Pressure
1U5470 Engine Pressure Group
To check the fuel transfer pump pressure, remove the plug from the fuel filter base. Install a pressure indicator, and start the engine.
The 1U5470 Engine Pressure Group can be used to check engine fuel pressure. Special Instruction, SEHS8907 is with the tool group and gives information for its use.
Unit Injector Adjustment
Injector Mechanism
To make an adjustment to the unit injector, turn the adjusting screw in the rocker arm. Unit injector adjustment can be made by using the procedure that follows:
1. Put No. 1 piston at top center (TC) on the compression stroke. See the topic, Finding Top Center Position For No. 1 Piston.
2. Use 9U7227 Injector Height Setting Gauge (4) to obtain dimension of 78.0 ± .2 mm (3.07 ± .01 in) measured from the top of injector lifter to machined ledge on the injector body.
3. Hold the adjusting screw in this position and tighten the locknut (3) to a torque of 100 ± 10 N·m (74 ± 7 lb ft).
4. Make an adjustment to the unit injectors on cylinders 3, 5, and 6.
5. Remove the timing bolt and turn the flywheel 360 degrees in the direction of engine rotation (counterclockwise). This will put No. 1 piston at top center (TC) on the exhaust stroke.
6. Make an adjustment to the unit injectors on cylinders 1, 2, and 4.
7. Remove the timing bolt from the flywheel when all the unit injector adjustments have been made, and reinstall the timing cover.
Checking Engine Cylinders Separately
This engine utilizes Electronic Unit Injectors, which are mechanically actuated and electronically energized. The electronic service tool system can be used to cut out injectors individually to determine individual cylinder misfire problems.
Make reference to Troubleshooting concerning testing procedures.
Static Check Of The Timing Gear Position
Front Gear Group (with front cover removed)
The basis for correct fuel injection timing and valve mechanism operation is determined by the timing alignment of the front gear group. Timing marks (1) and (6), are aligned to provide the correct relationship between piston and valve movement.
Setting Backlash For Camshaft And Adjustable Idler Gear
Loosen Stubshaft Assembly.
1. After removing the adjustable idler gear from its stubshaft (2), loosen five nuts (1) and one bolt that hold stubshaft (2) in position.
Installing Adjustable Idler Assembly.
2. Position adjustable idler assembly (A) as shown. While moving adjustable idler assembly (A) forward and backward, lightly tighten nuts (1) and bolt (3). After tightening nuts and bolt, lightly tap (with a rubber mallet) adjustable idler assembly (A) to be sure it is free to move without any binding action. Tighten nuts and bolt to a torque of 47 ± 9 N·m (35 ± 7 lb ft).
Checking Backlash
3. Install indicator assembly (B) on timing gear housing. With the idler gear assembly (5) held stationary, the backlash between camshaft gear (4) and idler gear (5) is .25 ± .08 mm (.010 ± .003 in).
4. Repeat Step 1 through Step 3 if necessary to obtain proper backlash.
Finding Top Center Compression Position For No. 1 Piston
No. 1 piston at top center (TC) on the compression stroke is the starting point of all timing procedures.
NOTE: On some engines there are two threaded holes in the flywheel. These holes are in alignment with the holes with plugs in the left and right front of the flywheel housing. The two holes in the flywheel are at a different distance from the center of the flywheel so the timing bolt cannot be put in the wrong hole.
Locating Top Center (Left Side Of Engine)
Locating Top Center (Right Side Of Engine)
1. The timing bolt (1) is a cover bolt and can be installed in either the left side of the engine at timing bolt location (2) or in the right side of the engine at timing bolt location (4). Remove both timing bolts (1) and cover (3) from flywheel housing. Remove the plug from the timing hole in the flywheel housing.
2. Put timing bolt (1) [long bolt that holds cover on the flywheel housing] through the timing hole in the flywheel housing. Use the 9S9082 Engine Turning Tool and 1/2 inch drive ratchet wrench to turn the engine flywheel in the direction of normal engine rotation (counterclockwise as viewed from the rear of the engine) until the timing bolt engages with the threaded hole in the flywheel.
Using 9S9082 Engine Turning Tool
NOTE: If the flywheel is turned beyond the point that the timing bolt engages in the threaded hole, the flywheel must be turned opposite normal engine rotation approximately 45 degrees. Then turn the flywheel in the direction of normal rotation until the timing bolt engages with the threaded hole. The reason for this procedure is to make sure the play is removed from the gears when the No. 1 piston is put on top center.
3. Remove the front valve cover from the engine.
Checking No. 1 Inlet and Exhaust Valves (Typical Example)
4. The inlet and exhaust valves for the No. 1 cylinder are fully closed if No. 1 piston is on the "compression stroke" and the rocker arms can be moved by hand. If the rocker arms can not be moved and the valves are slightly open the No. 1 piston is on the "exhaust stroke".
NOTE: When the actual stroke position is identified, and the other stroke position is needed, it is necessary to remove the timing bolt from the flywheel, turn the flywheel counterclockwise 360 degrees, and reinstall the timing bolt.
Electronic Injection Timing Troubleshooting
Electronic injection timing troubleshooting is required if the electronic injection timing is inconsistent or it will not calibrate correctly. If either of these conditions are present, refer to Troubleshooting.
Air Inlet And Exhaust System
Restriction Of Air Inlet And Exhaust
There will be a reduction of horsepower and efficiency of the engine if there is a restriction in the air inlet or exhaust system.
Air flow through the air cleaner must not have a restriction (negative pressure difference measurement between atmospheric air and air that has gone through air cleaner) of more than 6.25 kPa (25 inches of H2O).
Back pressure from the exhaust (pressure difference measurement between exhaust at outlet elbow and atmospheric air) must not be more than 9.96 kPa (40 inches of H2O).
Measurement Of Pressure In Inlet Manifold
The correct pressure for the inlet manifold is given in the TMI (Technical Marketing Information), or Fuel Setting And Related Information Fiche. Development of this information is done with these conditions:
- a. 98.02 kPa (29 inches of Hg) (DRY) barometric pressure.
- b. 29°C (85°F) outside air temperature.
- c. 35 API rated fuel.
- b. 29°C (85°F) outside air temperature.
The efficiency of an engine can be checked by making a comparison of the pressure in the inlet manifold with the information given in the TMI (Technical Marketing Information), or Fuel Setting And Related Information Fiche. This test is used when there is a decrease of horsepower from the engine, yet there is no real sign of a problem with the engine.
On a turbocharged and aftercooled engine, a change in fuel rating will also change horsepower and the pressure in the inlet manifold. If the fuel is rated above 35 API, pressure in the inlet manifold can be less than given in the TMI (Technical Marketing Information), or Fuel Setting And Related Information Fiche. If the fuel is rated below 35 API, the pressure in the inlet manifold can be more than given in the TMI (Technical Marketing Information), or Fuel Setting And Related Information Fiche. Be Sure That The Air Inlet Or Exhaust Does Not Have A Restriction When Making A Check Of Pressure in The Inlet Manifold.
Aftercooler Base - Pressure Test Location (Typical Example)
Remove plug (1) for inlet manifold air pressure measurement.
Use the 1U5470 Engine Pressure Group to check the pressure in the inlet manifold.
1U5470 Engine Pressure Group
This tool group has a indicator to read pressure in the inlet manifold. Special Instruction, SEHS8907 is with the tool group and gives instructions for its use.
Turbocharger
When maintenance is required or if any unusual sound or vibration in the turbocharger is noticed, a quick check of bearing condition can be made with disassembling the turbocharger. This can be done by removing the piping from the turbocharger and inspecting the compressor impeller, turbine wheel and compressor cover. Rotate the compressor and turbine wheel assembly by hand and observe by feeling excess endplay. The rotating assembly should rotate freely with nor rubbing or binding. If there is any indication of the impeller rubbing the compressor cover or the turbine wheel rubbing the turbine housing, replace with a new or rebuilt one.
Endplay is best checked with a dial indicator. Attach a dial indicator with the indicator point on the end of the shaft. Move the shaft from end to end checking endplay.
Refer to the Specifications for the correct endplay dimension. If endplay is more than the maximum allowable the turbocharger cartridge must be replaced.
Crankcase (Crankshaft Compartment) Pressure
Pistons or rings that have damage can be the cause of too much pressure in the crankcase. This condition may cause the engine to run rough. There will also be more than the normal amount of fumes (blowby) coming from the crankcase breather. The breather can then become restricted in a very short time, causing oil leakage at gaskets and seals that would not normally have leakage. Other sources of blowby can be worn valve guides or turbocharger seal leakage.
8T2700 Indicator Group
The 8T2700 Indicator Group is used to check the amount of blowby. The test procedure is in Special Instruction, SEHS8712.
Compression
An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Removal of the head and inspection of the valves and valve seats is necessary to find those small defects that do not normally cause a problem. Repair of these problems is normally done when reconditioning the engine.
Cylinder Head
The cylinder head has valve seat inserts and valve guides that can be removed when they are worn or have damage. Replacement of these components can be made with the tools that follow.
Valves
Valve removal and installation is easier with use of the 9U7241 Valve Spring Compressor Group and 5S1322 Valve Keeper Inserter.
Valve Seat Inserts
Tools needed to remove and install valve seat inserts are in the 6V4805 Valve Insert Puller Group. Additional tooling needed to install seats are the 9U6898 Driver-Valve Seat (exhaust) and 9U6897 Driver-Valve Seat (inlet). Special Instruction, SMHS7935 gives an explanation for the procedure to remove the valve seat inserts. For easier installation, lower the temperature of the insert before it is installed in the head.
Valve Guides
Tools needed to remove and install valve guides are the 9U6895 Driver-Valve Guide and 9U6894 Collar Guide. The counterbore in the driver bushing installs the guide to the correct height. Use a 1P7451 Valve Guide Honing Group to make a finished bore in the valve guide after installation of the guide in the head. Special Instruction, SMHS7526 gives an explanation for this procedure, Grind the valves after the new valve guides are installed.
Checking Valve Guide Bores
Use the 5P3536 Valve Guide Gauge Group to check the bore of the valve guides. Special Instruction, GMG02562 gives complete and detailed instructions for use of the 5P3536 Valve Guide Gauge Group.
Valve Lash Setting
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To prevent possible injury, do not use the starting motor to turn the flywheel. Hot engine components can cause burns. Allow additional time for the engine to cool before measuring valve lash. The 3406E uses high voltage to the unit injectors. Do not come in contact with the injector terminals while the engine is running. Disconnect J5/P5. |
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NOTE: When the valve lash (clearance) is checked, adjustment is NOT NECESSARY if the measurement is in the range given in the chart for Valve Lash Check: Engine Stopped. If the measurement is outside this range, adjustment is necessary. See the chart for Valve Lash Setting: Engine Stopped, and make the setting to the nominal (desired) specifications in this chart.
Valve Lash Check
To make an adjustment to the valve lash, turn the adjustment screw in the rocker arm. Valve lash adjustments can be made by using the procedure that follows:
1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to Finding Top Center Compression Position for No. 1 Piston.
2. Make an adjustment to the valve lash on the inlet valves for cylinders 1, 2 and 4. Make an adjustment to the valve lash on the exhaust valves for cylinders 1, 3 and 5. Move each valve bridge to minimize the oil film effect prior to taking measurements.
3. After each adjustment, tighten the nut for valve adjustment screw to 30 ± 4 N·m (22 ± 3 lb ft), and check the adjustment again.
4. Remove the timing bolt and turn the flywheel 360 degrees in the direction of engine rotation. This will put No. 6 piston at top center (TC) on the compression stroke. Install the timing bolt in the flywheel.
5. Make an adjustment to the valve lash on the inlet valves for cylinders 3, 5, and 6. Make an adjustment to the valve lash on the exhaust valves for cylinders 2, 4, and 6.
6. Remove the timing bolt from the flywheel when all adjustments to the valve clearances have been made.
7. Recheck valve lash on all six cylinders after initial setting.
Cylinder and Valve Location
Air Starting System
Pressure Regulating Valve
Pressure Regulating Valve (Typical Illustration)
To check and adjust the pressure regulating valve, use the procedure that follows:
1. Drain the line to the pressure regulating valve or drain the air storage tank.
2. Disconnect the regulator from the starting control valve.
3. Connect an 8T0849 Pressure Indicator to regulator outlet (3).
4. Put air pressure in the line or tank.
5. Check the pressure.
6. Adjust the pressure regulating valve to ... 690 to 1030 kPa (100 to 150 psi)
7. Remove the air pressure from the line or tank.
8. Remove the 8T0849 Pressure Indicator and connect the air pressure regulator to the line to the air starting motor.
Each engine application will have to be inspected to get the most acceptable starting results. Some of the factors that affect regulating valve pressure setting are: attachment loads pulled by engine during starting, ambient temperature conditions, oil viscosity, capacity of air reservoir, and condition of engine (new or worn).
The advantage of setting the valve at the higher pressures is increased torque for starting motor and faster rotation of engine. The advantage of setting the valve at the lower pressure is longer time of engine rotation for a given capacity of supply air.
Lubrication
Always use an air line lubricator with these air starting motors.
For temperatures above 0°C (32°F), use nondetergent 10W engine oil.
For temperatures below 0°C (32°F), use air tool oil.
Air Starting Motor
Components Of The Air Starting Motor (Typical Example)
Rear View Of The Cylinder And Rotor For Clockwise Rotation
Air Starting Motor (Typical Example)
The cylinder (12) must be assembled over the rotor (15) and on the front end plate (16) so the dowel hole (12B) and the air inlet passages (12A) for the air are as shown in the rear view illustration of the cylinder and rotor. If the installation is not correct, the starting drive (42) will turn in the wrong direction.
Tighten the bolts (6) of the rear cover in small increases of torque for all bolts until all bolts are tight 30 ± 5 N·m (22 ± 4 lb ft).
Put a thin layer of lubricant on the lip of the grease seal (29) and on the outside of the drive shaft collar (35), for installation of drive shaft (34). After installation of the shaft through the gear case cover (28) check the lip of the grease seal (29). It must be turned correctly toward the drive gear (25). If the shaft turned the seal lip in the wrong direction, remove the shaft and install again. Use a tool with a thin point to turn the seal lip in the correct direction.
Tighten the bolts (32) of the drive housing in small increases of torque for all bolts until all bolts are tight 11.3 N·m (8 lb ft).
Check the motor for correct operation. Connect an air hose to the air inlet and make the motor turn slowly. Look at the starting drive (42) from the front of the drive housing (45). The pinion must turn clockwise.
Connect an air hose to the small hole with threads in the drive housing (45), nearer the gear case (22). When a little air pressure goes to the drive housing, the starting drive (42) must move forward to the engaged position.
Lubrication System
One of the problems in the list that follows will generally be an indication of a problem in the lubrication system for the engine.
- * Too Much Oil Consumption
- * Oil Pressure is Low
- * Oil Pressure is High
- * Too Much Bearing Wear
- * Increased Oil Temperature
- * Oil Pressure is Low
Too Much Oil Consumption
Oil Leakage On Outside Of Engine
Check for leakage at the seals at each end of the crankshaft. Look for leakage at the oil pan gasket and all lubrication system connections. Check to see if oil comes out of the crankshaft breather. This can be caused by combustion gas leakage around the pistons. A dirty crankcase breather will cause high pressure in the crankcase, and this will cause gasket and seal leakage.
Oil Leakage Into Combustion Area of Cylinders
Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are four possible ways for oil leakage into the combustion area of the cylinders.
1. Oil leakage between worn valve guides and valve stems.
2. Worn or damaged piston rings, or dirty oil return holes
3. Compression ring and/or intermediate ring not installed correctly.
4. Oil leakage past the seal rings in the impeller end of the turbocharger shaft.
Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thin viscosity can be caused by fuel leakage into the crankcase, or by increased engine temperature.
Measuring Engine Oil Pressure
An oil pressure indicator that has a defect can give an indication of low oil pressure.
The 1U5470 Engine Pressure Group can be used to check engine oil pressure.
1U5470 Engine Pressure Group
This tool group has an indicator to read oil pressure in the engine. Special Instruction, SEHS8907 is with the tool group and gives instructions for the test procedure.
1. Be sure that the engine is filled to the correct level with SAE 10W30 or 15W40 oil. If any other viscosity of oil is used, the information in the Engine Oil Pressure Graph does not apply.
Oil Manifold (Right Side Of Engine)
2. Connect the 1U5470 Engine Pressure Group to the main oil manifold at pressure test location (1).
3. Operate the engine to get it up to normal operating temperature.
4. Keep the oil temperature constant with the engine at its rated rpm, and read the pressure indicator.
NOTE: Make sure engine oil temperature does not go above 115°C (239°F).
5. On the Engine Oil Pressure Graph, find the point that the lines for engine rpm and oil pressure intersect (connect).
Engine Oil Pressure Graph
6. If the results do not fall within the "ACCEPTABLE" pressure range given in the graph, find the cause and correct it. Engine failure or a reduction in engine life can be the result if engine operation is continued with oil manifold pressure outside this range.
NOTE: A record of engine oil pressure, kept at regular intervals, can be used as an indication of possible engine problems or damage. If there is a sudden increase or decrease of 70 kPa (10 psi) in oil pressure, even though the pressure is in the "ACCEPTABLE" range on the graph, the engine should be inspected and the problem corrected.
Oil Pressure Is Low
Crankcase Oil Level
Check the level of the oil in the crankcase. Add oil if needed. It is possible for the oil level to be too far below the oil pump supply tube. This will cause the oil pump to not have the ability to supply enough lubrication to the engine components.
Engine Oil Pump Does Not Work Correctly
The inlet screen of the supply tube for the engine oil pump can have a restriction. This will cause cavitation (low pressure bubbles suddenly made in liquids by mechanical forces) and a loss of oil pressure. Air leakage in the supply side of the engine oil pump will also cause cavitation and loss of oil pressure. If the bypass valve for the engine oil pump is held in the open (unseated) position, the lubrication system can not get to a maximum pressure. Engine oil pump gears that have too much wear will cause a reduction in oil pressure.
Engine Oil Filter Bypass Valves
If the bypass valve for the engine oil filter is held in the open position (unseated) because the engine oil filter has a restriction, a reduction in oil pressure can result. To correct this problem remove and clean the bypass valve and bypass valve bore. Install a new engine oil filter to be sure that no more debris makes the bypass valve stay open.
Too Much Clearance At Engine Bearings Or Open Lubrication System (Broken Or Disconnected Oil Line Or Passage)
Components that are worn and have too much bearing clearance can cause oil pressure to be low. Low oil pressure can also be caused by an oil line or oil passage that is open, broken or disconnected.
Piston Cooling Jets
When the engine is operated, piston cooling jets direct oil toward the bottom of the piston to lower piston and ring temperatures. If there is a failure of one of the piston cooling jets, or it is bent in the wrong direction, seizure of the piston will be caused in a very short time.
Use the 5P8709 Piston Tool Group to check and adjust the alignment of piston cooling jets.
Oil Pressure Is High
Oil pressure will be high if the bypass valve for the oil pump can not move from the closed position.
Too Much Bearing Wear
When some components of the engine show bearing wear in a short time, the cause can be a restriction in an oil passage.
If the indicator for oil pressure shows enough oil pressure, but a component is worn because it can not get enough lubrication, look at the passage for oil supply to the component. A restriction in a supply passage will not let enough lubrication get to a component, and this will cause early wear.
Increased Oil Temperature
Look for a restriction in the oil passages of the engine oil cooler. If the engine oil cooler has a restriction, the oil temperature will be higher than normal when the engine is operated. The oil pressure of the engine will not get low just because the engine oil cooler has a restriction.
Also check the engine oil cooler bypass valve to see if it is held in the open position (unseated). This condition will let oil through the valve instead of the engine oil cooler, and oil temperature will increase.
Cooling System
This engine has a pressure type cooling system. A pressure type cooling system gives two advantages. The first advantage is that the cooling system can have safe operation at a temperature that is higher than the normal boiling (steam) point of water. The second advantage is that this type system prevents cavitation (low pressure bubbles suddenly made in liquids by mechanical forces) in the water pump. With this type system, it is more difficult for an air or steam pocket to be made in the cooling system.
The cause for increased engine temperature is generally because regular inspections of the cooling system were not made. Make a visual inspection of the cooling system before a test is made with test equipment.
Visual Inspection Of The Cooling System
1. Check coolant level in the cooling system.
2. Look for leaks in the system.
NOTE: Water pump seals. A small amount of coolant leakage across the surface of the "face-type" seals is normal, and required, to provide lubrication for this type of seal. A hole is provided in the water pump housing to allow this coolant/seal lubricant to drain from the pump housing. Intermittent leakage of small amounts of coolant from this hole is not an indication of water pump seal failure. Replace the water pump seals only if a large amount of leakage, or a constant flow of coolant is observed draining from the water pump housing.
3. Remove one or two plates to perform an inspection.
4. Check for sediment, algae, mineral deposits, the condition of the gaskets and any damage to the plates.
5. Test for air or combustion gas in the cooling system.
6. Inspect the filler cap and the surface that seals the cap. This surface must be clean.
Testing The Cooling System
Remember that temperature and pressure work together. When a diagnosis is made of a cooling system problem, temperature and pressure must both be checked. Cooling system pressure will have an effect on cooling system temperatures. For an example, look at the chart to see the effect of pressure and height above sea level on the boiling (steam) point of water.
Test Tools For Cooling System
4C6500 Digital Thermometer Group
The 4C6500 Digital Thermometer Group is used in the diagnosis of overheating (engine hotter than normal) or overcooling (engine cooler than normal) problems. This group can be used to check temperatures in several different parts of the cooling system. The testing procedure is in Operating Manual, NEHS0554.
8T2700 Blowby/Air Flow Indicator Group
The 8T2700 Blowby/Air Flow Indicator Group is used to check the air flow through the radiator core. The test procedure is in Special Instruction, SEHS8712.
9U7400 Multitach Group
The 9U7400 Multitach Group is used to check the fan speed. The testing procedure is in Special Instruction, NEHS0605.
9S8140 Cooling System Pressurizing Pump Group
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressure check the cooling system for leaks.
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DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot coolant can cause severe burns. |
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Make Proper Antifreeze Additions
Adding pure antifreeze as a makeup solution for cooling system top-off is an unacceptable practice. It increases the concentration of antifreeze in the cooling system which increases the concentration of dissolved solids and undissolved chemical inhibitors in the cooling system. Add antifreeze mixed with acceptable water to the same freeze protection as your cooling system. Use the chart as follows to assist in determining the concentration of antifreeze to use.
Checking Pressure Cap
One cause for a pressure loss in the cooling system can be a defective seal on the radiator pressure cap.
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DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot coolant can cause severe burns. |
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After the engine is cool, loosen the pressure cap and let the pressure out of the cooling system. Then remove the pressure cap.
Typical Schematic Of Pressure Cap
Inspect the pressure cap carefully. Look for damage to the seal or to the surface that seals. Any foreign material or deposits on the cap, seal or surface that seals, must be removed.
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressure check the cooling system for leaks.
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DO NOT loosen the filler or pressure cap on a hot engine. Steam or hot coolant can cause severe burns. |
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To check the pressure cap for the pressure that makes the pressure cap open, use the procedure that follows:
1. Remove the pressure cap from the radiator.
2. Put the pressure cap on the 9S8140 Cooling System Pressurizing Pump Group.
3. Look at the indicator for the exact pressure that makes the pressure cap open.
4. Make a comparison of the reading on the indicator with the correct pressure at which the pressure cap must open.
NOTE: The correct pressure that makes the pressure cap open is on the pressure cap and is also in the Specifications module.
5. If the pressure cap is defective, install a new pressure cap.
Indicator For Water Temperature
Water Temperature Connection (Top View Of Engine)
If the engine gets too hot and a loss of coolant is a problem, a pressure loss in the cooling system could be the cause. If the indicator for water temperature shows that the engine is getting too hot, look for coolant leakage. If a place can not be found where there is coolant leakage check the accuracy of the indicator for water temperature. A temperature indicator of known accuracy can be connected at the location for plug (1) to make this check. Also, the 4C6500 Digital Thermometer Group or the 2F7112 Thermometer and 6B5072 Bushing can be used.
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Work carefully around an engine that is running. Engine parts that are hot, or parts that are moving, can cause personal injury. |
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Water Temperature Indicator
Start the engine and run it until the temperature is at the desired range according to the test indicator or thermometer. If necessary, put a cover over part of the radiator or cause a restriction of the coolant flow. The reading on the indicator for water temperature must be the same as the test indicator or thermometer within the tolerance range in the chart.
Water Temperature Regulators
1. Remove the regulator from the engine.
2. Heat water in a pan until the temperature is 92°C (198°F). Move the water around in the pan to make it all the same temperature.
3. Hang the regulator in the pan of water. The regulator must be below the surface of the water and it must be away from the sides and bottom of the pan.
4. Keep the water at the correct temperature for ten minutes.
5. After ten minutes, remove the regulator and immediately measure the distance the regulator has opened. The distance must be a minimum of 10.40 mm (.409 in).
6. If the distance is less than 10.40 mm (.409 in), make a replacement of the regulator.
Water Pump Pressure Check
Right Side Of Engine (Typical Example)
Top View Of Engine (Typical Example)
Water pump outlet pressure can be checked on the water manifold assembly. This check will determine if the water pump is operating correctly.
Remove plug (1) from water manifold assembly. Install the 6V7775 Pressure Indicator in the port and measure the pump pressure. The water pump pressure should be 100 to 125 kPa (15 to 18 psi).
A change in pressure can be measured between plug (1) on the water manifold assembly and plug (2) on the inlet side of the water pump.
Belt Tension Chart
Basic Block
Connecting Rods and Pistons
Use the 7M3978 Piston Ring Expander to remove or install piston rings.
Use the 5P3526 Piston Ring Compressor to install pistons into cylinder block.
Tighten the connecting rod nuts in the step sequence that follows:
1. Put 4C5593 Anti-Seize Compound on bolt threads and contact surfaces of the bolt head.
2. Tighten all bolts to 90 ± 8 N·m (66 ± 6 lb ft).
3. Put an alignment mark on each cap and bolt.
4. Tighten each bolt an additional 90 ± 5 degrees (1/4 turn).
The connecting rod bearings fit tightly in the bore in the rod. If bearing joints or backs are worn (fretted), check bore size. This can be an indication of wear because of a loose fit.
Connecting Rod And Main Bearings
Connecting rod bearings are available with 0.63 mm (.025 in) and 1.27 mm (.050 in) smaller inside diameter than the original size bearings. These bearings are for crankshafts that have been "ground" (made smaller than the original size).
Main bearings are available with a larger outside diameter than the original size bearings. These bearings are for cylinder blocks that have had the bore for the main bearings "bored" (made larger than the original size). The size available is 0.63 mm (.025 in) larger outside diameter than the original size bearings.
Cylinder Block
1P3537 Dial Bore Gauge Group
The bore in the block for main bearings can be checked with the main bearing caps installed without bearings. Tighten the nuts that hold the caps to the torque shown in the Specifications module. Alignment error in the bores must not be more than 0.08 mm (.003 in). Special Instruction, SMHS7606 gives instructions for the use of 1P4000 Line Boring Tool Group for alignment of the main bearing bores. The 1P3537 Dial Bore Gauge Group can be used to check the size of the bores. Special Instruction, GMG00981 is with the group.
Cylinder Liner Projection
NOTE: This procedure alleviates the need for the "H" bar to hold down liners during projection measurements.
NOTE: Refer to Reuse and Salvage Guidelines, SEBF9390, "Visual Inspection of Liner Seats for 3400, C15, C16, and C18 Series Engines" for the correct cylinder top deck and spacer plate inspection procedures prior to measuring the liner projection.
1. Install clean liners or cylinder packs (without the filler band or the rubber seals), spacer plate gasket and clean spacer plate.
2. Install bolts and washers, as indicated previously, in the holes. Install all bolts or the six bolts around the liner. Tighten the bolts to a torque of ... 95 N·m (70 lb ft).
3. Use the 8T0455 Liner Projection Tool Group to measure liner projection at positions indicated with and A, B, C and D. Record measurements for each cylinder. Add the four readings for each cylinder and divide by four to find the average.
4. The cylinder liner specifications are as follows:
Liner projection ... 0.025 to 0.152 0 mm (.0010 to .0060 in)
Maximum variation in each cylinder ... 0.051 mm (.0020 in)
Maximum average variation between adjacent cylinders ... 0.051 mm (.0020 in)
Maximum variation between all cylinders ... 0.102 mm (.0040 in)
NOTE: Do not exceed the maximum liner projection of 0.152 mm (.006 in). Excessive liner projection will contribute to liner flange cracking.
5. With the proper liner projection, mark the liners in the proper position and set them aside.
6. When the engine is ready for final assembly, the O-ring seals, cylinder block and upper filler band must be lubricated before installation.
NOTE: Apply liquid soap and/or clean engine oil immediately before assembly. If applied too early, the filler bands may swell and be pinched under the liners during installation.
Flywheel and Flywheel Housing
Face Run Out (Axial Eccentricity) Of The Flywheel Housing
8T5096 Dial Indicator Group Installed (Typical Example)
If any method other than given here is used, always remember bearing clearance must be removed to get correct measurements.
1. Fasten a dial indicator to the flywheel so the anvil of the indicator will touch the face of the flywheel housing.
2. Put a force on the crankshaft toward the rear before the indicator is read at each point.
Checking Face Runout Of The Flywheel Housing
3. With dial indicator set at "0" (zero) at location (A), turn the flywheel and read the indicator at locations (B), (C) and (D).
4. The difference between lower and higher measurements taken at all four points must not be more than 0.38 mm (.015 in), which is the maximum permissible face run out (axial eccentricity) of the flywheel housing.
Bore Runout (Radial Eccentricity) Of The Flywheel Housing
1. Fasten the dial indicator as shown so the anvil of the indicator will touch the bore of the flywheel housing.
2. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft up against the top of the bearing. Write the measurement for bearing clearance on line 1 in column (C) in the Chart For Dial Indicator Measurements.
8T5096 Dial Indicator Group Installed (Typical Example)
NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation (signs). This notation is necessary for making the calculations in the chart correctly.
3. Divide the measurement from Step 2 by 2. Write this number on line 1 in columns (B) & (D).
4. Turn the flywheel to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).
5. Turn the flywheel counterclockwise to put the dial indicator at (B). Write the measurements in the chart.
Checking Bore Runout Of The Flywheel Housing
6. Turn the flywheel counterclockwise to put the dial indicator at (C). Write the measurement in the chart.
7. Turn the flywheel counterclockwise to put the dial indicator at (D). Write the measurement in the chart.
8. Add lines I & II by columns.
9. Subtract the smaller number from the larger number in line III in columns (B) & (D). The result is the horizontal eccentricity (out of round). Line III, column (C) is the vertical eccentricity.
10. On the graph for total eccentricity, find the point of intersection of the lines for vertical eccentricity and horizontal eccentricity.
11. If the point of intersection is in the range marked "Acceptable", the bore is in alignment. If the point of intersection is in the range marked "Not Acceptable", the flywheel housing must be changed.
Graph For Total Eccentricity
Face Runout (Axial Eccentricity) Of The Flywheel
1. Install the dial indicator as shown. Always put a force on the crankshaft in the same direction before the indicator is read so the crankshaft end clearance (movement) is always removed.
Checking Face Runout Of The Flywheel (Typical Example)
2. Set the dial indicator to read "0" (zero).
3. Turn the flywheel and read the indicator every 90 degrees.
4. The difference between the lower and higher measurements taken at all four points must not be more than 0.15 mm (.006 in), which is the maximum permissible face runout (axial eccentricity) of the flywheel.
Bore Runout (Radial Eccentricity) Of The Flywheel
Checking Bore Runout Of The Flywheel (Typical Example)
1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makes contact as shown.
2. Set the dial indicator to read "0" (zero).
3. Turn the flywheel and read the indicator every 90 degrees.
4. The difference between the lower and higher measurements taken at all four points must not be more than 0.15 mm (.006 in), which is the maximum permissible bore runout (radial eccentricity) of the flywheel.
5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not exceed 0.13 mm (.005 in).
Checking Flywheel Clutch Pilot Bearing Bore
Vibration Damper
Rubber Damper (If Equipped)
Rubber Vibration Damper
The hub (4) and ring (2) are isolated by a rubber ring (3). The vibration damper has alignment marks (5) on the hub and the ring. These marks give an indication of the condition of the vibration damper.
Damage to or failure of the damper will increase vibrations and result in damage of the crankshaft.
The force from combustion in the cylinders will cause the crankshaft to twist. This is called torsional vibration. If the vibration is too great, the crankshaft will be damaged. The vibration damper limits the torsional vibrations to an acceptable amount to prevent damage to the crankshaft.
The vibration damper has alignment marks on the hub and ring. These marks give an indication of the condition of the vibration damper. If the marks are not in alignment, the rubber part (between the ring and the hub) of the vibration damper has had a separation from the ring and/or hub. If the marks are not in alignment, install a new vibration damper.
A used vibration damper can have a visual wobble (movement to the front and then to the rear when in rotation) on the outer ring and still not need replacement, because some wobble of the outer ring is normal. To see if the amount of wobble is acceptable, or replacement is necessary, check the damper with the procedure that follows:
1. Install the dial indicator group. The contact point must be perpendicular (at a 90 degree angle) to the face of the outer ring of the damper, and must make contact approximately at the center of the outer ring.
2. Push on the front end of the crankshaft so the endplay (free movement of the centerline) is removed. Keep the crankshaft pushed back until the measurement finished.
3. Adjust the dial indicator to zero.
4. Turn the crankshaft 360 degrees and watch the dial indicator. A total indicator reading of 0.00 to 2.03 mm (.000 to .080 in) is acceptable.
Viscous Damper (If Equipped)
Cross Section of Vibration Damper
The vibration damper is installed on the front of crankshaft (1). The damper has a weight (2) in a case (3). The space between the weight and the case is filled with thick fluid. The weight moves in the case to limit the torsional vibration.
If the damper is leaking, bent or damaged, or if the bolt holes in the damper are loose fitting, replace the damper. Replacement of the damper is also needed at the time of a crankshaft failure due to torsional forces.
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Inspect the viscous damper for signs of leakage or a dented (damaged) case (3). Either condition can cause weight (2) to make contact with case (3) and affect damper operation. |
Electrical System
Test Tools For Electrical System
Most of the tests of the electrical system can be done on the engine. The wiring insulation must be in good condition, the wire and cable connections must be clean and tight, and the battery must be fully charged. If the on-engine test shows a defect in a component, remove the component for more testing.
The service manual Testing & Adjusting Electrical Components, REG00636 has complete specifications and procedures for the components of the starting circuit and the charging circuit.
The 4C4911 Battery Load Tester is a portable unit in a metal case for use under field conditions and high temperatures. It can be used to load test all 6, 8 and 12V batteries. This tester has two heavy-duty load cables that can easily be fastened to the battery terminals. A load adjustment knob on the top permits the current being drawn from the battery to be adjusted to a maximum of 1000 amperes. The tester is cooled by an internal fan that is automatically activated when a load is applied.
The tester has a built in LCD digital voltmeter and amperage meter. The digital voltmeter accurately measures the battery voltage at the battery through tracer wires buried inside the load cables. The digital amperage meter accurately displays the current being drawn from the battery under test.
NOTE: Make reference to Operating Manual, SEHS9249 for more complete information for use of the 4C4911 Battery Load Tester.
8T0900 AC/DC Clamp-On Ammeter
The 8T0900 AC/DC Clamp-On Ammeter is a completely portable, self-contained instrument that allows electrical current measurements to be made without breaking the circuit or disturbing the insulation on conductors. A digital display is located on the ammeter for reading current directly in a range from 1 to 1200 amperes. If an optional 6V6014 Cable is connected between this ammeter and one of the digital multimeters, current readings of less than 1 ampere can then be read directly from the display of the multimeter.
A lever is used to open the jaws over the conductor [up to a diameter of 19 mm (.75 in)], and the spring loaded jaws are then closed around the conductor for current measurement. A trigger switch that can be locked in the ON or OFF position is used to turn on the ammeter. When the turn-on trigger is released, the last current reading is held on the display for five seconds. This allows accurate measurements to be taken in limited access areas where the digital display is not visible to the operator. A zero control is provided for DC operation, and power for the ammeter is supplied by batteries located inside the handle.
NOTE: Make reference to Special Instruction, SEHS8420 for more complete information for use of the 8T0900 Clamp-On Ammeter.
6V7070 Heavy-Duty Digital Multimeter
The 6V7070 Heavy-Duty Digital Multimeter is a completely portable, hand held instrument with a digital display. This multimeter is built with extra protection against damage in field applications, and is equipped with seven functions and 29 ranges. The 6V7070 Multimeter has an instant ohms indicator that permits continuity checks for fast circuit inspection. It also can be used for troubleshooting small value capacitors.
NOTE: Make reference to Special Instruction, SEHS7734 for more complete information for use of the 6V7070 Heavy-Duty Digital Multimeter.
Battery
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Never disconnect any charging unit circuit or battery circuit cable from battery when the charging unit is operated. A spark can cause an explosion from the flammable vapor mixture of hydrogen and oxygen that is released from the electrolyte through the battery outlets. Injury to personnel can be the result. |
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The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of the charge in the battery. Damage to the charging unit can result if the connections (either positive or negative) between the battery and charging unit are broken while the charging unit is in operation. This is because the battery load is lose and there is an increase in charging voltage. High voltage can damage, not only the charging unit, but also the regulator and other electrical components.
Use the 4C4911 Battery Load Tester, the 8T0900 Clamp-On Ammeter and the 6V7070 Heavy-Duty Digital Multimeter to load test a battery that does not hold a charge when in use. See Special Instruction, SEHS8268 for the correct procedure and specifications to use.
Charging System
The condition of charge in the battery at each regular inspection will show if the charging system operates correctly. An adjustment is necessary when the battery is constantly in a low condition of charge or a large amount of water is needed (more than one ounce of water per cell per week or per every 100 service hours).
When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and components that are a permanent part of the system. Off-engine (bench) testing will give a test of the charging unit and voltage regulator operation. This testing will give an indication of needed repair. After repairs are made, again make a test to give proof that the units are repaired to their original condition of operation.
Before the start of on-engine testing, the charging system and battery must be checked as shown in the Steps that follow:
1. Battery must be at least 75 percent (1.225 Sp Gr) fully charged and held tightly in place. The battery holder must not put too much stress on the battery.
2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables must be free of corrosion and have cable support clamps to prevent stress on battery connections (terminals).
3. Leads, junctions, switches, and panel instruments that have direct relation to the charging circuit must give correct circuit control.
4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and have the ability to operate the charging unit.
Alternator Regulator
When an alternator is charging the battery too much or not enough, the charging rate of the alternator should be checked. Make reference to the Specifications module to find all testing specifications for the alternators and regulators.
Alternator (Typical Example)
No adjustment can be made to change the rate of charge on the alternator regulators. If rate of change is not correct, a replacement of the regulator is necessary.
Alternator Pulley Nut Tightening
Tighten nut that holds the pulley to a torque of 102 ± 7 N·m (75 ± 5 lb ft) with the tools shown.
Tools To Tighten Alternator Pulley Nut
Starting System
Use the multimeter in the DCV range to find starting system components which do not function.
Move the start control switch to activate the starting solenoid. Starting solenoid operation can be heard as the pinion of the starting motor is engaged with the ring gear on the engine flywheel.
If the solenoid for the starting motor will not operate, it is possible that the current from the battery did not get to the solenoid. Fasten one lead of the multimeter to the connection (terminal) for the battery cable on the solenoid. Put the other lead to a good ground. A zero reading is an indication that there is a broken circuit from the battery. More testing is necessary when there is a voltage reading on the multimeter.
The solenoid operation also closes the electric circuit to the motor. Connect one lead of the multimeter to the solenoid connection (terminal) that is fastened to the motor. Put the other lead to a good ground. Activate the starting solenoid and look at the multimeter. A reading of battery voltage shows the problem is in the motor. The motor must be removed for further testing. A zero reading on the multimeter shows that the solenoid contacts do not close. This is an indication of the need for repair to the solenoid or an adjustment to be made to the starting pinion clearance.
Make a test with one multimeter lead fastened to the connection (terminal) for the small wire at the solenoid and the other lead to the ground. Look at the multimeter and activate the starting solenoid. A voltage reading shows that the problem is in the solenoid. A zero reading is an indication that the problem is in the start switch or the wires for the start switch.
Fasten one multimeter lead to the start switch at the connection (terminal) for the wire from the battery. Fasten the other lead to a good ground. A zero reading indicates a broken circuit from the battery. Make a check of the circuit breaker and wiring. If there is a voltage reading, the problem is in the start switch or in the wires for the start switch.
A starting motor that operates too slow can have an overload because of too much friction in the engine being started. Slow operation of the starting motor can also be caused by a short circuit, loose connections and/or dirt in the motor.
Pinion Clearance Adjustment
When the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be made with the starting motor removed.
Connection For Checking Pinion Clearance (Typical Example)
1. With the solenoid installed on the starting motor, remove connector (1).
2. Connect a battery, of the same voltage as the solenoid, to the SW terminal (2).
3. Connect the other side of the battery to ground terminal (3).
4. Connect for a moment a wire from the solenoid connection (terminal) marked MOTOR to the ground connection (terminal). The pinion will shift to crank position and will stay there until the battery is disconnected.
Pinion Clearance Adjustment (Typical Example)
5. Push the pinion toward the commutator end to remove free movement.
6. Pinion clearance (6) must be 8.3 to 9.9 mm (.33 to .39 in).
7. To adjust pinion clearance, remove plug and turn nut (4).
8. After the adjustment is completed, install the plug over nut (4) and install connector (1) between the MOTOR terminal on the solenoid and the starting motor.