Cat 3304 3306 Industrial Marine Service Manual
Cat 3304 3306 Industrial Marine Service Manual
Cat 3304 3306 Industrial Marine Service Manual
Service Manual
3304 and 3406 Industrial & Marine Engines
S/N 66D12370-26831
S/N 67D01370-02421
S/N 23C (arr. N3417)
Engine
Specification
3304 & 3306 INDUSTRIAL & MARINE ENGINE
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Introduction
SMCS - 1405-016
The specifications given in this book are on the basis of information available at the time the book
was written. These specifications give the torques, operating pressure, measurements of new parts,
adjustments and other items that will affect the service of the product.
When the words "use again" are in the description, the specification given can be used to determine if
a part can be used again. If the part is equal to or within the specification given, use the part again.
When the word "permissible" is in the description, the specification given is the "maximum or
minimum" tolerance permitted before adjustment, repair and/or new parts are needed.
A comparison can be made between the measurements of a worn part, and the specifications of a new
part to find the amount of wear. A part that is worn can be safe to use if an estimate of the remainder
of its service life is good. If a short service life is expected, replace the part.
NOTE: The specifications given for "use again" and "permissible" are intended for guidance only
and Caterpillar Tractor Co. hereby expressly denies and excludes any representation, warranty or
implied warranty of the reuse of any component.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Engine Design
SMCS - 1405-016
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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A. Part number of fuel injection pump and governor group. B. Identification number on housing. C. Location of
part number marks on camshaft.
NOTE: Early camshafts had no part number marks on the camshafts. All 4 cylinder camshafts without
part number marks at location (C) are 4N4312.
NOTE: If the part number of the fuel injection pump and governor group is not in the chart or if it has a
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different camshaft, make reference to the parts book, or to TECHNICAL PARTSGRAM; COMMON
USAGE IN SLEEVE METERING FUEL SYSTEMS, 4 and 6 PUMP GROUPS, Form No. FEG00707.
Torque for bolt in hole for timing pin ... 108 ± 36 lb. in.(12.2 ± 4.1 N·m)
Torque for bolts that hold governor weight carrier to camshaft ... 90 ± 10 lb. in.(10.2 ± 1.1 N·m)
(1) Diameter of rear bearing surface (journal) of the camshaft (new) ... 2.3720 ± .0005 in.(60.249 ± 0.013
mm)
Bore in the rear bearing for the camshaft (new) ... 2.3750 ± .0005 in.(60.325 ± 0.013 mm)
Maximum permissible clearance between the bore in the housing and the sleeve control shaft
(worn) ... .003 in.(0.08 mm)
(2) Diameter of sleeve control shaft (new) ... .3530 ± .0003 in.(8.966 ± 0.008 mm)
Bore in the housing for the fuel control shaft (new) ... .3543 ± .0005 in.(8.999 ± 0.013 mm)
Maximum permissible clearance between the bore in the housing and the sleeve control shaft
(worn) ... .003 in.(0.07 mm)
(3) End play for camshaft with sleeve installed (new) ... .023 ± .018 in.(0.58 ± 0.46 mm)
NOTE: When installing sleeve on end of camshaft, support the camshaft to prevent damage to parts inside
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of injection pump and governor housing.
(4) Diameter of front bearing surface (journal) of the camshaft (new) ... .9990 ± .0005 in.(25.375 ± 0.013
mm)
Bore in the front bearing for the camshaft (new) ... 1.0005 ± .0005 in.(25.413 ± 0.013 mm)
Maximum permissible clearance between the bearing and the camshaft bearing surface (journal)
(worn) ... .003 in.(0.08 mm)
Install spring washer with bent side towards the governor spring (5) as shown.
For the correct part number for the governor spring for the fuel injection pump and governor group, make
reference to the following:
NOTE: If the engine has "surging", install the 6N6901 Governor Conversion Group For Close Regulation
("Dashpot" Governor). Special Instruction, Form No. SMHS6762 has instructions for the installation
procedures.
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(6) Bypass valve:
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NOTE: If the spring keeps the pressure in the fuel injection pump housing above 25 psi (170 kPa) with the
engine operating under full load, the spring is good.
Pressure of fuel in housing for fuel injection pumps, (Full Load) ... 30 ± 5 psi(205 ± 35 kPa)
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Install guide pin (A) to depth (B) [.642 ± .003 in. (16.31 ± 0.08 mm)]. Slot in guide pin (A) must be in area
shown from center of lifter.
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(7) Torque for bushing ... 70 ± 5 lb. ft.(95 ± 7 N·m)
(9) Torque for bolt holding sleeve on control shaft ... 24 ± 2 lb. in.(2.8 ± 0.2 N·m)
(10) Torque for the nuts that hold the fuel lines (Use 5P144 Fuel line Socket) ... 30 ± 5 lb. ft.(40 ± 7 N·m)
(11) Torque for the nuts that hold the nozzles ... 105 ± 5 lb. ft.(142 ± 7 N·m)
(12) Body.
(13) Put 5P3931 Anti-Seize Compound on threads of glow plug and tighten to ... 120 ± 24 lb. in.(13.6 ±
2.8 N·m)
(15) Torque for precombustion chamber (put 5P3931 Anti-Seize Compound on threads) ... 150 ± 10 lb. ft.
(205 ± 14 N·m)
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TYPICAL ILLUSTRATION
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(17) Lever assembly.
(18) Clearance between lever assembly (17) and governor housing when shaft assembly (19) is pulled
against the governor housing ... .437 in.(11.10 mm)
(20) Spring for the terminal shaft. Install the spring (20) for the terminal shaft so that the end of the spring
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is in the 30° range as shown.
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PLASTIC COVER ILLUSTRATED
(21) Torque for bolts holding plastic cover (without tapped hole) ... 72 ± 9 lb. in.(8.2 ± 1.0 N·m)
NOTE: Use standard torque for bolts holding steel cover (with tapped hole).
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Adjustable "Dashpot"
(Close Regulation Type Governor)
SMCS - 1405-016
(22) Torque for body of needle valve ... 108 ± 36 lb. in.(12.2 ± 4.1 N·m)
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Adjustment for needle valve:
2. Then turn the needle valve approximately 1/4 to 1/2 turn counterclockwise.
NOTE: If starting the engine for the first time after the fuel injection pump housing was empty of
fuel, first turn the needle valve counterclockwise 2 or 3 turns. Run the engine for a few minutes at the
rated speed. Then do steps 1 and 2.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
(1) Diameter of shaft for idler gear (new) ... .4914 ± .0003 in.(12.482 ± 0.008 mm)
Bore in idler gear (new) ... .4926 ± .0003 in.(12.512 ± 0.008 mm)
(2) Thickness of gears (new) ... .3736 ± .0003 in.(9.489 ± 0.008 mm)
Clearance between end of gears and surface of pump body (new) ... .0006 to .0022 in.(0.015 to 0.056
mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
With the timing pin installed in the fuel injection pump camshaft, the timing pointer must be in
alignment with the mark TC 1 on the flywheel.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
This unit moves forward (advances) the fuel system timing 6° from 1200 to 2200 engine rpm.
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(3) Torque for bolt ... 110 ± 5 lb. ft.(149 ± 7 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
A. With the valve clearance correctly adjusted, put the No. 1 piston at TC (top center) compression.
B. Put a dial indicator in position to measure valve movement for one of the valves on No. 1 cylinder.
D. Turn the engine crankshaft 360°. This puts the No. 1 piston at TC (top center) between the intake
and exhaust strokes.
E. Make a comparison of the dial indicator reading with the dimensions given:
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Timing Gears
(3306 Engines)
SMCS - 1405-016
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Tighten bolts which fasten into front plate to ... 17 ± 3 lb. ft.(23 ± 4 N·m)
Six studs and nuts hold the cover for the fuel injection pump drive gear. Put 9S3263 Thread Sealant
on the threads of the studs before installing them in the front housing.
Tighten six nuts holding cover for fuel pump drive gear to ... 20 ± 5 lb. ft.(25 ± 7 N·m)
(1) With the timing pin and timing bolt correctly installed, put a clockwise force on the drive gear for
the fuel pump and tighten bolt (1) to ... 110 ± lb. ft.(149 ± 7 N·m)
(3) End play for the idler gear (new) ... .004 to .016 in.(0.10 to 0.41 mm)
Bore in bearing for the idler gear (new) ... 1.3781 ± .0019 in.(35.004 ± 0.048 mm)
Diameter of shaft for idler gear (new) ... 1.3741 ± .0005 in.(34.902 ± 0.013 mm)
Clearance between shaft and bearing (new) ... .0016 to .0064 in.(0.041 to 0.163 mm)
Maximum permissible clearance between shaft and bearing (worn) ... .009 in.(0.23 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Camshaft
SMCS - 1405-016
NOTE: Put a layer of 5P960 Grease or graphite grease on lobes of camshaft when installing.
(1) Width of groove in camshaft for thrust washer (new) ... .190 ± .002 in.(4.83 ± 0.05 mm)
Thickness of thrust washer (new) ... .183 ± .001 in.(4.65 ± 0.03 mm)
End play of the camshaft (new) ... .007 ± .003 in.(0.18 ± 0.08 mm)
(2) Diameter of camshaft bearing surface (journal) (new) ... 2.3110 ± .0005 in.(58.699 ± 0.013 mm)
(3) Bore in bearing for camshaft (new) ... 2.3150 ± .0020 in.(58.800 ± 0.051 mm)
Clearance between bearing and bearing surface (journal) (new) ... .0015 to .0065 in.(0.038 to 0.165
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mm)
Maximum permissible clearance between bearing and bearing surface (journal) (worn) ... .008 in.
(0.20 mm)
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C. Subtract base circle (STEP B) from lobe height (STEP A). The difference is actual lobe lift (4).
D. Specified camshaft lobe lift (4) is: ... .3300 in.(8.382 mm)
Maximum permissible difference between actual lobe lift (STEP C) and specified lobe lift (STEP D)
is .010 in. (0.25 mm).
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
(1) Bore in bearing for shaft (new) ... .7263 ± .0005 in.(18.448 ± 0.013 mm)
Maximum permissible clearance between bearing and shaft (worn) ... .008 in.(0.20 mm)
(2) Torque for locknut on valve adjustment screw ... 22 ± 3 lb. ft.(28 ± 4 N·m)
(4) Diameter of valve lifter (new) ... 1.3105 ± .0005 in.(33.287 ± 0.013 mm)
Bore in block for valve lifter (new) ... 1.3145 ± .0010 in.(33.388 ± 0.025 mm)
Maximum permissible clearance between lifter and bore for valve lifter (worn) ... .012 in.(0.30 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Valves
NOTE: GUIDELINE FOR REUSABLE PARTS, VALVES AND VALVE SPRINGS, Forms
SEBF8002 and SEBF8034, have the procedure and specifications necessary for checking used valves
and valve springs.
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Length under test force ... 1.766 in.(44.86 mm)
Use again minimum load at length under test force ... 46.5 lb.(207 N)
Use again minimum load at valve open position ... 144 lb.(640 N)
Spring must not be bent more than ... .072 in.(1.83 mm)
(3) Diameter of valve stem (new) ... .3717 ± .0003 in.(9.441 ± 0.008 mm)
Bore in valve guide with guide installed in the head (new) ... .3733 ± .0010 in.(9.482 ± 0.025 mm)
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5S6452 Intake Valve
Exhaust
Intake
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Exhaust
Intake
Exhaust
Intake
(10) Maximum permissible width of valve seat (intake and exhaust) ... .076 in.(1.93 mm)
Minimum permissible width of valve seat (intake and exhaust) ... .045 in.(1.14 mm)
Maximum permissible dimension for 5S6449 or 5S7232 Exhaust Valves ... .140 in.(3.56 mm)
Minimum permissible dimension for 5S6449 or 5S7232 Exhaust Valves ... .056 in.(1.42 mm)
Maximum permissible dimension for 8N875 Exhaust Valve ... .163 in.(4.14 mm)
Minimum permissible dimension for 8N875 Exhaust Valve ... .079 in.(2.01 mm)
Maximum permissible dimension for 5S6452 or 7S8809 Intake Valve ... .140 in.(3.56 mm)
Minimum permissible dimension for 5S6452 or 7S8809 Intake Valve ... .066 in.(1.68 mm)
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Minimum permissible, exhaust seat ... 1.810 in.(45.97 mm)
(13) Angle to grind seat face of the insert to get a reduction of maximum seat diameter ... 15°
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Cylinder Head
Thickness of cylinder head (new) ... 3.938 ± .030 in.(100.03 ± 0.76 mm)
NOTE: Dimension from top of closed valve to face of cylinder head must be according to the
specifications in VALVES.
Put 5P3931 Anti-Seize Compound on threads and tighten bolts in the following Step sequence:
1. Tighten all bolts in number sequence to ... 115 lb. ft.(155 N·m)
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2. Again tighten all bolts in number sequence to ... 185 ± 13 lb. ft.(250 ± 17 N·m)
3. Again tighten all bolts in number sequence (hand torque only) to ... 185 ± 13 lb. ft.(250 ± 17 N·m)
4. Tighten all bolts in letter sequence (hand torque only) to ... 32 ± 5 lb. ft.(43 ± 7 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Valve Cover
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3306 ENGINE VIEW FROM RIGHT SIDE OF ENGINE
Put 5H2471 Cement on the face of valve cover and top side of gasket.
Tighten bolts by number in order shown to ... 96 ± 24 lb. in.(10.9 ± 2.8 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Put 5M2667 Gasket, with "2C" on it, on the precombustion chamber. Install the precombustion
chamber in the cylinder head and tighten to ... 150 ± 10 lb. ft.(205 ± 14 N·m)
NOTE: If the hole for the glow plug is not in range (A), remove the precombustion chamber.
Remove the gasket.
If the hole was in range (B) install 2S8959 Gasket, with "2S" on it, on the precombustion chamber.
Install the precombustion chamber in the cylinder head and tighten to ... 150 ± 10 lb. ft.(205 ± 14
N·m)
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If the hole was in range (C) install 2S8960 Gasket, with "2X" on it, on the precombustion chamber.
Install the precombustion chamber in the cylinder head and tighten to ... 150 ± 10 lb. ft.(205 ± 14
N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Put 5P3931 Anti-Seize Compound on threads of bolts for clamps and tighten to ... 10 lb. ft.(14 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Air Cleaner
Tighten bolts and nuts holding air filter to housing for air filter to ... 20 ± 5 lb. ft.(25 ± 7 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Dust Ejector
Put 5P3931 Anti-Seize Compound on the threads of the studs which hold the tube to the muffler.
Tighten the nuts on these studs to ... 20 ± 5 lb. ft.(25 ± 7 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Exhaust Manifold
(1) Torque for nuts holding the manifold to the cylinder head:
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Turbocharger
(AiResearch T04B91)
(2) Torque for bolts holding back plate ... 75 to 90 lb. in.(8.5 to 10.2 N·m)
(3) Put 5P3931 Anti-Seize Compound on threads and tighten bolts holding compressor housing to center section
to ... 115 ± 15 lb. in.(13.0 ± 1.7 N·m)
(4) Put 5P3931 Anti-Seize Compound on threads and tighten bolts holding turbine housing to center section to ...
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115 ± 15 lb. in.(13.0 ± 1.7 N·m)
(5) Put 5P3931 Anti-Seize Compound on threads and tighten bolts holding turbocharger to manifold to ... 40 ± 4
lb. ft.(55 ± 5 N·m)
(8) Bore in the bearing ... .4010 to .4014 in.(10.185 to 10.196 mm)
Diameter of surface on shaft (journal) for the bearing ... .3997 to .4000 in.(10.152 to 10.160 mm)
Outside diameter of the bearing ... .6182 to .6187 in.(15.702 to 15.715 mm)
(10) Clearance between ends of oil seal ring ... .008 to .015 in.(0.20 to 0.38 mm)
Diameter of bore for oil seal ring ... .709 to .711 in.(18.01 to 18.06 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
3. Measure the distance between impeller and seal carrier at the point where impeller no longer moves freely on
shaft.
*
(a) more than .31 in., use heat for installation.
**
(b) .31 in. or less, use room temperature installation.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Turbocharger
(AiResearch TV61)
(2) Torque for the two bolts that hold the backplate ... 90 ± 10 lb. in.(10.2 ± 1.1 N·m)
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(3) Torque for the clamp bolts ... 120 ± 10 lb. in.(13.6 ± 1.1 N·m)
(4) Bore in the bearings ... .6268 to .6272 in.(15.921 to 15.931 mm)
Diameter for the surfaces (journals) on the shaft for the bearings ... .6250 to .6254 in.(15.875 to 15.885 mm)
(5) Bore in the housing ... .9827 to .9832 in.(24.961 to 24.973 mm)
Outside diameter of the bearings ... .9782 to .9787 in.(24.846 to 24.859 mm)
(6) Clearance between the ends of the oil seal ring ... .008 to .015 in.(0.20 to 0.38 mm)
(7) End play for the shaft ... .003 to .010 in.(0.08 to 0.25 mm)
(8) Torque for support nuts (put 5P3931 Anti-Seize Compound on the stud threads) ... 40 ± 4 lb. ft.(55 ± 5 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Turbocharger
(AiResearch TW61)
(2) Torque for the two bolts that hold the backplate ... 90 ± 10 lb. in.(10.2 ± 1.1 N·m)
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(3) Torque for the clamp bolts ... 120 ± 10 lb. in.(13.6 ± 1.1 N·m)
(4) Bore in the bearings ... .6268 to .6272 in.(15.921 to 15.931 mm)
Diameter for the surfaces (journals) on the shaft for the bearings ... .6250 to .6254 in.(15.875 to 15.885 mm)
(5) Bore in the housing ... .9827 to .9832 in.(24.961 to 24.973 mm)
Outside diameter of the bearings ... .9782 to .9787 in.(24.846 to 24.859 mm)
(6) Clearance between the ends of the oil seal ring ... .008 to .015 in.(0.20 to 0.38 mm)
(7) End play for the shaft ... .003 to .010 in.(0.08 to 0.25 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Turbocharger
(AiResearch T1210, T1224, and T1226)
Put 5P3931 Anti-Seize Compound on bolts holding support for exhaust and tighten to ... 45 ± 5 lb. ft.(60 ± 7 N·m)
(2) Torque for bolts holding thrust plate ... 35 ± 4 lb. in.(4.0 ± 0.5 N·m)
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(3) Tighten bolt holding band clamp to ... 120 ± 10 lb. in.(13.6 ± 1.1 N·m)
(4) Put 5P3931 Anti-Seize Compound on threads of bolts holding turbine housing and tighten to ... 175 ± 15 lb. in.
(19.8 ± 1.7 N·m)
(5) Put 5P3931 Anti-Seize Compound on threads of bolts holding turbocharger to manifold and tighten to ... 40 ± 4
lb. ft.(55 ± 5 N·m)
(6) End play for shaft (new) ... .006 to .011 in.(0.15 to 0.27 mm)
(7) Bore in the bearing ... .6268 to .6272 in.(15.921 to 15.931 mm)
Diameter of surface on shaft (journal) for the bearing ... .6250 to .6254 in.(15.875 to 15.885 mm)
Outside diameter of the bearing ... .9780 to .9785 in.(24.841 to 24.854 mm)
(9) Clearance between ends of oil seal ring ... .008 to .015 in.(0.20 to 0.38 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Turbocharger
(Schwitzer F444, 4LF504 and E Models)
(1) End play for shaft (new) ... .0045 ± .0015 in.(0.114 ± 0.038 mm)
(2) Thickness of thrust bearing ... .211 ± .001 in.(5.36 ± 0.03 mm)
(3) Diameter of surface on shaft (journal) for the bearing (new) ... .5612 to .5615 in.(14.254 to 14.262 mm)
Bore in the bearing (new) ... .5627 to .5630 in.(14.293 to 14.300 mm)
Maximum permissible clearance between bearing and shaft (worn) ... .003 in.(0.08 mm)
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(4) Put 5P3931 Anti-Seize Compound on threads and tighten bolt holding band clamp to ... 120 lb. in.(13.6 N·m)
(5) Maximum permissible gap of oil seal ring, measured in bore of housing ... .009 in.(0.23 mm)
(7) Bore in housing (new) ... .8762 to .8767 in.(22.255 to 22.268 mm)
Outside diameter of the bearing (new) ... .8718 to .8722 in.(22.144 to 22.154 mm)
Maximum permissible clearance between bearing and bore in housing (worn) ... .006 in.(0.15 mm)
(8) Thickness of each thrust ring ... .1005 ± .0005 in.(2.553 ± 0.013 mm)
(9) Put 5P3931 Anti-Seize Compound on threads and tighten bolts holding turbocharger to manifold to ... 40 ± 4
lb. ft.(55 ± 5 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Turbocharger
(Schwitzer 3LM)
(1) End play for shaft (new) ... .002 to .005 in.(0.05 to 0.13 mm)
(2) Put 5P3931 Anti-Seize Compound on threads and tighten bolts holding impeller housing to ... 60 lb. in.(6.8
N·m)
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(3) Put 5P3931 Anti-Seize Compound on threads and tighten bolts holding turbine housing to ... 11 to 12 lb. ft.(15
to 17 N·m)
(4) Maximum permissible gap of oil seal ring, measured in bore of housing ... .007 in.(0.18 mm)
(6) Thickness of thrust bearing ... .107 to .108 in.(2.72 to 2.74 mm)
(7) Bearing:
Bore in housing for bearing ... .7500 to .7505 in.(19.050 to 19.063 mm)
Diameter of surface of bearing for housing ... .7460 to .7465 in.(18.948 to 18.961 mm)
Diameter of surface of bearing for shaft ... .4415 to .4418 in.(11.214 to 11.222 mm)
Diameter of surface of shaft for bearing (journal) ... .4400 to .4403 in.(11.176 to 11.184 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Oil Pump
(1) Bore in bearing of idler gear ... 1.1260 ± .0024 in.(28.600 ± 0.061 mm)
Diameter of shaft for the idler gear ... 1.1255 ± .0005 in.(28.588 ± 0.013 mm)
Clearance between bearing and shaft ... .0035 ± .0029 in.(0.089 ± 0.074 mm)
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(2) Clearance between gears and body of pump ... .002 to .026 in.(0.05 to 0.66 mm)
(3) Diameter of shafts for pump ... .8747 ± .0002 in.(22.217 ± 0.005 mm)
Bore in bearings for shafts ... .8763 ± .0003 in.(22.258 ± 0.008 mm)
Clearance between shafts and bearings ... .0016 ± .0005 in.(0.041 ± 0.013 mm)
Depth of bore in pump body for gears ... 2.0053 ± .0008 in.(50.935 ± 0.020 mm)
Clearance between end of gears and pump body ... .0050 ± .0018 in.(0.127 ± 0.046 mm)
Depth of bore in pump body for gears ... 1.5038 ± .0008 in.(38.197 ± 0.020 mm)
Clearance between end of gears and pump body ... .0050 ± .0018 in.(0.127 ± 0.046 mm)
(6) Torque for bolt holding drive gear to drive shaft ... 32 ± 5 lb. ft.(43 ± 7 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Oil Filter
Oil cooler bypass valve and oil filter bypass valve must open at a pressure difference of ... 25 ± 3 psi
(1.76 ± 0.21 kg/cm2) (172 ± 21 kPa)
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Put 9S3263 Thread Lock Compound on threads of the stud and tighten the stud to ... 50 ± 5 lb. ft.(70
± 7 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Be sure that the engine is filled to the correct level with either SAE 10 or SAE 30 oil. If any other viscosity of
oil is used, the information in the ENGINE OIL PRESSURE CHART does not apply.
2. Find a location on the engine oil manifold to install a tee. The easiest method is to remove the sending unit for
the present gauge and install a tee at this location. Install a probe from the 9S9102 Thermistor Thermometer Group
in one side of the tee. Connect a 8M2744 Gauge from the 5P6225 Hydraulic Test Box to the other side of the tee.
3. Run the engine to get the oil temperature at 210° F (99° C).
NOTE: A 5° F (3° C) increase in oil temperature gives approximately 1 psi (7 kPa) decrease in oil pressure.
4. Keep the engine oil temperature constant. With the engine at the rpm from the chart, read the pressure gauge.
Make a comparison between the pressure reading on the test gauge and the minimum permissible pressure from
the ENGINE OIL PRESSURE CHART. If the pressure reading on the test gauge is below the minimum
permissible pressure, find the cause and correct it. Operation of the engine with low oil pressure can be the cause
of engine failure or of a reduction in engine life.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
(1) Torque for bolt holding breather cap ... 120 ± 24 lb. in.(13.6 ± 2.8 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
(2) With paddle in vertical position, the force (F) on rivet head (2) necessary to open contacts of
switch ... 1.2 ± 0.1 oz.(34 ± 3 grams)
NOTE: When the switch is installed in engine cooling system, the flow of coolant at cranking speed
of the engine does not have enough force to activate the switch. When the engine is running at low
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idle the flow of coolant has enough force to activate the switch.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
4L7615 Regulator:
Temperature when completely open ... 195° F(90° C)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
7N208 Regulator:
Temperature when completely open ... 195° F(90° C)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
6L5851 Regulator:
Temperature when completely open ... 197° F(92° C)
9S9160 Regulator:
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Temperature when completely open ... 187° F(86° C)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Water Pump
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(1) Oil seal. Put engine oil on the seal lip. Assemble with the lip toward the bearings.
b. Install the seal and ring together in the housing bore, with the shiny face of the ring outside.
c. Install the seal assembly around the shaft, with the 7N7843 Installation Tool, (the tool is with the
seal group) until the carbon face makes contact with the shiny face of the ring (2).
(4) Torque for bolt that holds the impeller ... 28 ± 1 lb. ft.(39 ± 1 N·m)
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(5) Torque for bolt that holds the gear ... 32 ± 5 lb. ft.(43 ± 7 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Radiator
(1) Torque for bolts holding flange or guard to front of radiator ... 20 ± 5 lb. ft.(25 ± 7 N·m)
(2) Torque for bolts holding guard to rear of radiator ... 15 ± 5 lb. ft.(20 ± 7 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
(1) Fill chamber between bearings half full of 1P808 Grease and tighten nut to ... 25 ± 5 lb. ft.(35 ± 7
N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Cylinder Block
(Counterbored)
(1) Depth of bore in block for liner ... .401 ± .001 in.(10.19 ± 0.03 mm)
NOTE: Measure depth of each bore in block for liner at four places which are equally spaced around
the bore.
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Maximum permissible difference between all the measurements in the same bore is ... .001 in.(0.03
mm)
NOTE: For height of liner over top of block make reference to CYLINDER LINER PROJECTION.
(2) Camshaft bearing bore (installed) ... 2.3150 ± .0020 in.(58.801 ± 0.051 mm)
Bore in block for camshaft bearings ... 2.5630 ± .0010 in.(65.100 ± 0.025 mm)
Depth to install camshaft bearings at both ends of block ... .06 ± .02 in.(1.5 ± 0.5 mm)
NOTE: The camshaft bearing at the front of the block must be installed with oil holes in a horizontal
position and joint at top within ± 15° from vertical.
(3) Bore in block for main bearings (standard size) ... 3.8160 ± .0005 in.(96.926 ± 0.013 mm)
Bore in block for main bearings .020 in. (0.51 mm oversize) ... 3.8360 ± .0005 in.(97.434 ± 0.013
mm)
(4) Dimension from center of main bearing bore to top of cylinder block (new) ... 15.5000 ± .0065 in.
(393.700 ± 0.165 mm)
(5) Dimension from center of main bearing bore to bottom of cylinder block (new) ... 6.0625 ± .0040
in.(153.988 ± 0.102 mm)
(6) Torque for bolts holding bearing caps for main bearings:
NOTE: Install bearing caps with the part number toward the front of the engine. Be sure that the
mark (number) on the bearing cap next to the bolt hole is in agreement with the mark in the cylinder
block.
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NOTICE
There are holes in the bores for the main bearings, between the cylinders for
piston cooling orifices. These holes must have either orifices (11) or plugs (10)
installed.
NOTE: If a turbocharger is installed on the engine, be sure to install orifices (11) and an engine oil
cooler.
NOTE: If the engine has an engine oil cooler and no turbocharger, be sure to install orifices (11).
(7) Clearance between slot in block and bearing cap ... .0017 in.(0.043 mm) loose to ... .0013 in.
(0.033 mm) tight
(8) Bore in bearing for balancer shaft (installed) ... 2.0886 ± .0024 in.(53.050 ± 0.061 mm)
Bore in block for bearings ... 2.2776 ± .0010 in.(57.851 ± 0.025 mm)
Depth to install bearings at both ends of block ... .03 ± .02 in.(0.8 ± 0.5 mm)
(9) Depth from front of block to install center bearings ... 11.44 ± .02 in.(290.6 ± 0.5 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Cylinder Liner
NOTE: Make reference to GUIDELINE FOR REUSABLE PARTS; PISTONS AND CYLINDER
LINERS, Form No. SEBF8001.
(1) Bore in liner (new) ... 4.751 ± .001 in.(120.68 ± 0.025 mm)
Use again maximum bore when measured near upper end of the wear surface of the cylinder liner ...
4.755 in.(120.78 mm)
(2) Thickness of flange on liner ... .4048 ± .0008 in.(10.282 ± 0.020 mm)
Put liquid soap on bottom liner bore in block, on grooves in lower liner, and on O-rings. Install O-
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rings on liner. Put filler band (3) in engine oil for a moment and install on liner. Immediately install
liner in cylinder block (before expansion of filler band).
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Make reference to CYLINDER LINER PROJECTION in Testing and Adjusting for the complete
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procedure.
2. Measure cylinder liner projection with dial indicator (7) clamped in 1P2402 Block (6) as shown.
Measure at four places around each cylinder liner near the clamped area.
Cylinder liner projection measurements for any cylinder liner must be ... .0020 to .0056 in.(0.051 to
0.141 mm)
Maximum permissible difference between all four measurements ... .002 in.(0.05 mm)
Maximum permissible difference between average projection of any two cylinders next to each
other ... .002 in.(0.05 mm)
Maximum permissible difference between average projection of all cylinder liners under one cylinder
head:
NOTE: If liner projection is not correct, turn the liner to a new position within the bore. If projection
can not be corrected this way, move the liner to a different bore. If the projection can not be corrected
this way, make reference to Special Instruction, Form No. FM055228 for complete instructions on
the use of 8S3140 Counterboring Tool Arrangement.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Cylinder Block
(With Spacer Plate)
(1) Thickness of spacer plate ... .3925 ± .0010 in.(9.970 ± 0.025 mm)
Thickness of spacer plate gasket ... .0082 ± .0010 in.(0.208 ± 0.025 mm)
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NOTE: For height of liner over top of block make reference to CYLINDER LINER PROJECTION.
(2) Camshaft bearing bore (installed) ... 2.3150 ± .0020 in.(58.801 ± 0.051 mm)
Bore in block for camshaft bearings ... 2.5630 ± .0010 in.(65.100 ± 0.025 mm)
Depth to install camshaft bearings at both ends of block ... .06 ± .02 in.(1.5 ± 0.5 mm)
NOTE: The camshaft bearing at the front of the block must be installed with oil holes in a horizontal
position and joint at top within ± 15° from vertical.
(3) Bore in block for main bearings (standard size) ... 3.8160 ± .0005 in.(96.926 ± 0.013 mm)
Bore in block for main bearings .020 in. (0.51 mm oversize) ... 3.8360 ± .0005 in.(97.434 ± 0.013
mm)
(4) Dimension from center of main bearing bore to top of cylinder block (new) ... 15.099 ± .006 in.
(383.51 ± 0.15 mm)
(5) Dimension from center of main bearing bore to bottom of cylinder block (new) ... 6.063 ± .004 in.
(154.00 ± 0.10 mm)
(6) Torque for bolts holding bearing caps for main bearings:
NOTE: Install bearing caps with the part number toward the front of the engine. Be sure that the
mark (number) on the bearing cap next to the bolt hole is in agreement with the mark in the cylinder
block.
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NOTICE
There are holes in the bores for the main bearings, between the cylinders for
piston cooler orifices. These holes must have either orifices (11) or plugs (10)
installed.
NOTE: If a turbocharger is installed on the engine, be sure to install orifices (11) and an engine oil
cooler.
NOTE: If the engine has an engine oil cooler and no turbocharger, be sure to install orifices (11).
(7) Clearance between slot in block and bearing cap ... .0017 in.(0.043 mm) loose to ... .0013 in.
(0.033 mm) tight
(8) Bore in bearing for balancer shaft (installed) ... 2.0886 ± .0024 in.(53.050 ± 0.061 mm)
Bore in block for bearings ... 2.2776 ± .0010 in.(57.851 ± 0.025 mm)
Depth to install bearings at both ends of block ... .03 ± .02 in.(0.8 ± 0.5 mm)
(9) Depth from front face of block to install center bearings ... 11.44 ± .02 in.(290.6 ± 0.5 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Make reference to CYLINDER LINER PROJECTION in Testing and Adjusting for the complete
procedure.
1. Install gasket and spacer plate (2) with bolts (3) and two 1S379 Washers. Tighten bolts (3) evenly
in four steps:
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2nd step ... 25 lb. ft.(35 N·m)
3. Measure cylinder liner projection with dial indicator (6) in 1P2402 Block (8) as shown. Measure at
four places around each cylinder liner near the clamped area.
Cylinder liner projection measurements for any cylinder liner must be ... .0013 to .0069 in.(0.033 to
0.175 mm)
Maximum permissible difference between all four measurements ... .002 in.(0.05 mm)
Maximum permissible difference between average projection of any two cylinder liners next to each
other ... .002 in.(0.05 mm)
Maximum permissible difference between average projection of all cylinder liners under one cylinder
head:
NOTE: If liner projection is not correct, turn the liner to a new position within the bore. If projection
can not be corrected this way, move the liner to a different bore. If the projection can not be corrected
this way, make reference to Special Instruction, Form No. FM055228 for complete instructions on
the use of 8S3140 Counterboring Tool Arrangement.
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4. Minimum permissible depth to machine counterbore to adjust cylinder liner projection ... .030 in.
(0.76 mm)
Maximum permissible depth to machine counterbore to adjust cylinder liner projection ... .045 in.
(1.14 mm)
Install a .030 in. (0.76 mm) shim plus any added shims necessary to get the correct cylinder liner
projection.
NOTE: Be sure that the .030 in. (0.76 mm) shim is directly under the cylinder liner flange.
Put 7M7260 Liquid Gasket on the top of the top shim and on the bottom of the bottom shim before
installing.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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(4) Bore in piston for pin ... 1.7006 ± .0003 in.(43.195 ± 0.008 mm)
Clearance between pin and bore in piston ... .0003 to .0013 in.(0.008 to 0.033 mm)
NOTE: When installed in the engine, the "V" mark on top of the piston must be in alignment with the "V" mark
on the cylinder block.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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(4) Bore in piston for pin:
Clearance between pin and bore in piston ... .0003 to .0013 in.(0.008 to 0.033 mm)
NOTE: When installed in the engine, the "V" mark on top of the piston must be in alignment with the "V" mark
on the cylinder block.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Connecting Rod
Maximum permissible clearance between bearing and piston pin (worn) ... .003 in.(0.08 mm)
(2) Bore in connecting rod for bearing ... 3.2500 ± .0005 in.(82.550 ± 0.013 mm)
(3) Distance between center of piston pin and center of crankshaft bearing (new) ... 9.595 ± .001 in.
(243.71 ± 0.02 mm)
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(4) Diameter of piston pin (new):
(5) Clearance between connecting rod bearing and crankshaft bearing surface (journal) ... .0030
to .0066 in.(0.076 to 0.168 mm)
Maximum permissible clearance between bearing and crankshaft (worn) ... .010 in.(0.25 mm)
Install the connecting rod in the piston with the slot for the bearing tab on the same side as the V
mark on the piston.
Make reference to Special Instructions, Form No. GMG02394 and SMHS7366 for information about
checking and reconditioning connecting rods.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Crankshaft
Without tabs
With tabs
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NOTE: Make reference to THRUST PLATE USAGE CHART for the correct thrust plate to use.
(2) Make reference to MAIN BEARINGS and BEARING SURFACE (JOURNAL) FOR MAIN BEARINGS.
(3) Make reference to CONNECTING ROD BEARINGS and BEARING SURFACE (JOURNAL) FOR
CONNECTING RODS.
Then "stake" the crankshaft to hold plugs in place. "STAKE" use a center punch and a hammer to change the shape
of the hole as shown.
(6) End play for crankshaft (new) ... .0025 to .0145 in.(0.064 to 0.368 mm)
Maximum permissible end play for crankshaft (worn) ... .025 in.(0.64 mm)
Push wear sleeve and seal into position with correct tooling. Make reference to Special Instruction, Form No.
SMHS7100 for instructions and the correct tooling for installing wear sleeves and seals.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
(1) Torque for bolt holding hub to crankshaft to ... 230 ± 20 lb. ft.(307 ± 25 N·m)
Hit bolt with hammer and again tighten bolt to ... 230 ± 20 lb. ft.(307 ± 25 N·m)
NOTE: Install washer with the maximum flat area next to the hub.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Engine Support
(2N8485)
Assemble the bearing and engine support around the trunnion. Measure clearance between flanges of
top and bottom halves of support. Install the correct number of shims between the flanges to give a
bearing clearance of ... -.003 to +.002 in.(-0.08 to +0.05 mm)
Then fill the groove in the top half of the support with 1P808 or 5P960 Grease and install the top half
of the support.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
(2) Flywheel.
Install ring gear (1) on flywheel (2) so that the chamfer side (4) of ring gear (1) is as shown.
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NOTICE
Do not heat ring gear to more than 600° F (316° C) before installing on the
flywheel.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Flywheel
3. Turn the flywheel and read the indicator every 90°. Put a force on the flywheel to the rear before
each reading.
4. The difference between the lower and higher measurements taken at all four points must not be
more than .006 in. (0.15 mm), which is the maximum permissible face runout (axial eccentricity) of
the flywheel.
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Bore Runout (radial eccentricity) of the Flywheel:
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CHECKING FLYWHEEL CLUTCH PILOT BEARING BORE
1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makes
contact as shown.
4. The difference between the lower and higher measurements taken at all four points must not be
more than .006 in. (0.15 mm), 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 .005
in. (0.13 mm).
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Flywheel Housing
2. Put a force on the crankshaft toward the rear before reading the indicator at each point.
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3. With dial indicator set at .000 in. (0.0 mm) at location (A), turn the crankshaft and read the
indicator at locations (B), (C) and (D).
4. The difference between lower and higher measurements taken all four points must not be more
than .012 in. (0.30 mm), which is the maximum permissible face run out (axial eccentricity) of the
flywheel housing.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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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.
1. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft
up against the top bearing. Write the measurement for bearing clearance on line 1 in column (C).
2. Divide the measurement from Step 1 by 2. Write this number on line 1 in columns (B) & (D).
3. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).
4. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write the measurement in the
chart.
5. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in the
chart.
6. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write the measurement in the
chart.
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7. Add lines I & II by columns.
8. 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.
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9. On the graph for total eccentricity find the point of intersection of the lines for vertical eccentricity
and horizontal eccentricity.
10. 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.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
*
Output at 1800 rpm and 28 V (cold) ... 21.5 A
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*
Output at 2500 rpm and 28 V (cold) ... 31 A
*
6.5 to 9.3% higher with no regulator.
Speed at 5000 rpm and when temperature and output are not changing:
Torque for electrical connections on alternator ... 20 ± 2 lb. in.(2.3 ± 0.2 N·m)
Output at 5000 rpm and 14 V, cold (connect a carbon pile to the battery to get maximum output) ...
50 A
Torque for electrical connections on alternator ... 20 ± 2 lb. in.(2.3 ± 0.2 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Circuit ... B
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Field current at 24V and 80°F (27°C) ... 2.2 to 2.7 A
Voltage regulator:
(1) Torque for nut holding pulley ... 75 ± 5 lb. ft.(100 ± 7 N·m)
(2) Torque for output terminal ... 55 to 75 lb. in.(6.3 to 8.5 N·m)
Circuit ... B
Voltage regulator:
(1) Torque for nut holding pulley ... 75 ± 5 lb. ft.(100 ± 7 N·m)
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(2) Torque for output terminal ... 55 to 75 lb. in.(6.3 to 8.5 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Circuit ... B
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Rated output, hot ... 50 A
Voltage regulator:
(1) Torque for nut holding pulley ... 75 ± 5 lb. ft.(100 ± 7 N·m)
Torque for "ground" terminal on top of alternator ... 50 to 60 lb. in.(5.7 to 6.8 N·m)
Circuit ... B
Voltage regulator:
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Voltage setting range ... 26 to 30 V
(1) Torque for nut holding pulley ... 75 ± 5 lb. ft.(100 ± 7 N·m)
Torque for bolts holding bottom of alternator to bracket ... 24 ± 3 lb. ft.(30 ± 4 N·m)
Torque for bolt holding top of alternator to adjusting strap ... 56 ± 7 lb. ft.(75 ± 10 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Alternators (9L5938)
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(2) Torque for pulley nut ... 75 ± 5 lb. ft.(100 ± 7 N·m)
(3) Torque for stud nut for battery connection ... 25 to 40 lb. in.(2.8 to 4.5 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Alternator Regulators
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Polarity is negative ground or insulated.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Clearance between pinion and housing (pinion clearance) ... .36 in.(9.1 mm)
(2) Torque for screws holding nose housing to lever housing ... 13 to 17 lb. ft.(18 to 23 N·m)
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(3) Torque for terminal nuts ... 20 to 25 lb. ft.(25 to 35 N·m)
Clearance between pinion and housing (pinion clearance) ... .36 in.(9.1 mm)
(2) Torque for screws holding nose housing to lever housing ... 13 to 17 lb. ft.(18 to 23 N·m)
Clearance between pinion and housing (pinion clearance) ... .36 in.(9.1 mm)
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**
(1) Tension of brush spring ... 80 oz.(22.2 N)
(2) Torque for screws holding nose housing to lever housing ... 13 to 17 lb. ft.(18 to 23 N·m)
(3) Torque for terminal nuts ... 20 to 25 lb. ft.(25 to 35 N·m) ... 28 to 36 oz.(7.78 to 10.01 N)
**
Leaf spring
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Clearance between pinion and housing (pinion clearance) ... .36 in.(9.1 mm)
(2) Torque for screws holding nose housing to lever housing ... 13 to 17 lb. ft.(18 to 23 N·m)
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(3) Torque for terminal nuts ... 20 to 25 lb. ft.(25 to 35 N·m)
Clearance between pinion and housing (pinion clearance) ... .36 in.(9.1 mm)
(2) Torque for screws holding nose housing to lever housing ... 13 to 17 lb. ft.(18 to 23 N·m)
Clearance between pinion and housing (pinion clearance) ... .36 in.(9.1 mm)
(2) Torque for screws holding nose housing to lever housing ... 13 to 17 lb. ft.(18 to 23 N·m)
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(3) Torque for terminal nuts ... 20 to 25 lb. ft.(25 to 35 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Starter Solenoids
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Current pull in windings at 20 to 24 V ... 40 to 55.2 A
Free length after test ... .83 ± .015 in.(21.1 ± 0.38 mm)
(3) Torque for terminal screws ... 16 to 30 lb. in.(1.8 to 3.4 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
(1) Torque for large terminal nuts ... 35 ± 5 lb. in.(4.0 ± 0.6 N·m)
(1) Torque for large terminal nuts ... 35 ± 5 lb. in.(4.0 ± 0.6 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Shutoff Solenoid
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(2) 9L6588 Spring, used with "activated to run" solenoid.
(3) 3N2835 & 7N9635 Shaft used with "activated to run" solenoid.
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SYNCHRO-START SOLENOID ILLUSTRATED
*
(4) Distance from face to shaft shoulder ... 1.02 in.(25.88 mm)
(5) 3N2836 & 6N591 Shaft used with "activated to shutoff" solenoid.
*
A test on the engine can show need for more adjustment. The hold in test on engine must take less
than 1 A.
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SEBR0539-00
Systems Operation
3304 & 3306 INDUSTRIAL and MARINE ENGINE
http://engine.od.ua
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Systems Operation
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Systems Operation
General Information
The 3304 and 3306 Industrial and Marine Engines are part of a series of 4.75" (120.6 mm) bore, 6.00" (152.4 mm)
stroke, in line engines. This book is for engines equipped with sleeve metering fuel systems. They are available
either naturally aspirated (without turbocharger), with a turbocharger, or with a turbocharger and an aftercooler.
All of these engines run counterclockwise when seen from the flywheel end.
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The 3304 Engine has four cylinders with a 425 cu. in. (7.0 liter) displacement. The firing order is 1, 3, 4, 2. The
engine weight is approximately 1600 lb. (720 kg) without coolant or oil.
The 3306 Engine has six cylinders with a 638 cu. in. (10.5 liter) displacement. The firing order is 1, 5, 3, 6, 2, 4.
The engine weight is approximately 1940 lb. (880 kg) without coolant or oil.
Fuel System
Introduction
The Sleeve Metering Fuel System is a pressure type fuel system. The name for the system is from the method used
to control the amount of fuel in the fuel injection charge. This system has an injection pump and an injection valve
for each cylinder. The injection pumps are in the fuel injection pump housing on the right side of the engine. The
injection valves are in the precombustion chambers in the cylinder head.
Water Separator
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Some engines have a water separator. The water separator is installed between the fuel tank and the rest of the fuel
system. For efficiency in the action of the water separator the fuel flow must come directly from the fuel tank and
through the water separator. This is because the action of going through a pump or valves before the water
separator lowers the efficiency of the water separator.
The water separator can remove 95% of the water in a fuel flow of up to 33 gph (125 liter/hr) if the concentration
of the water in the fuel is 10% or less. It is important to check the water level in the water separator frequently. The
maximum amount of water which the water separator can hold is 0.8 pt. (0.4 liter). At this point the water fills the
glass to 3/4 full. Do not let the water separator have this much water before draining the water. After the water
level is at 3/4 full, the water separator loses its efficiency and the water in the fuel can go through the separator and
cause damage to the fuel injection pump.
Drain the water from the water separator every day or when the water level gets to 1/2 full. This gives the system
protection from water in the fuel. If the fuel has a high concentration of water, or if the flow rate of fuel through
the water separator is high, the water separator fills with water faster and must be drained more often.
To drain the water separator, open the valve in the drain line and the valve at the top of the water separator. Let the
water drain until it is all out of the water separator. Close both valves.
IDENTIFICATION MARKS
A. Part number of fuel injection pump and governor group. B. Identification number on housing. C. Location of part number
marks on camshaft.
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NOTE: Early camshafts had no part number marks on the camshafts. All 4 cylinder camshafts without part
number marks at location (C) are 4N4312.
NOTE: If the part number of the fuel injection pump and governor group is not in the chart or if it has a different
camshaft, make reference to the parts book, or to TECHNICAL PARTSGRAM; COMMON USAGE IN SLEEVE
METERING FUEL SYSTEMS, 4 and 6 PUMP GROUPS, Form No. FEG00707.
The 3306 Engine can have either one of two different camshafts for the fuel injection pump. The 8.5° camshaft is
for the 3306 Engines which have a turbocharger, an aftercooler and an automatic timing advance unit. ALL other
3306 INDUSTRIAL AND MARINE ENGINES use the 13.5° camshaft.
The 3304 Engine can have either one of two different camshafts for the fuel injection pump. The 13.5° camshaft is
installed in all the later 3304 fuel injection pump and governor groups. It gives better fuel combustion
characteristics than the 12.5° camshaft.
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Automatic Timing Advance Unit
On some engines, an automatic timing advance unit connects the drive sleeve on the end of the camshaft to the
timing gears in the front of the engine. The unit changes the timing of the fuel system according to the engine
speed to give better combustion of the fuel at all levels of engine operation. The unit in these engines changes
injection timing from 8° 30' BTC, at 1200 rpm, to 14° 30' BTC, at 2200 rpm.
When the engine is running, transfer pump (18) pulls fuel from fuel tank (10), through fuel filter (11), and into
channel (12) behind cover (30). From the channel, the fuel goes through check valve (13) into the bottom of
priming pump (4), through the priming pump, out check valve (14) and into passage (34) in the housing. The fuel
in the passage is the supply for transfer pump (18). The output of the transfer pump goes into housing (15).
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SLEEVE METERING FUEL PUMP
12. Channel. 30. Cover for housing.
The fuel in the housing is the supply for the injection pumps and the lubricant for all the moving parts in the
housing. Fuel can go from the housing in three ways.
1. Fuel injection pumps (5) send some fuel to the cylinders during injection.
2. Constant bleed valve (1) lets approximately 9 gal./hr. of fuel go back to the fuel tank, through return line
(8) when the pressure in the housing is 25 to 32 psi (170 to 220 kPa). This flow takes air and heat away
from the housing.
3. Bypass valve (17) keeps the pressure of the fuel in the housing at a maximum of 25 to 32 psi (170 to 220
kPa) at 2200 rpm. Fuel which goes through the bypass valve mixes with the fuel flow from the tank in
passage (34). From here the mixture of fuel goes through the transfer pump and back into the housing.
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CONSTANT BLEED VALVE
1. Constant bleed valve (in fitting).
When the engine starts the next time, the fuel in the housing and in the filter will be the supply for the engine until
the transfer pump pulls the fuel from the tank.
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SIPHON BREAK HOUSING
36. Hole. 37. Passage. 41. Passage. 42. Passage
Fuel transfer pump (18) is on the front end of housing (15) for the fuel injection pumps. The output of the pump is
more than the engine needs for combustion. Camshaft (46) for the fuel injection pump turns drive gear (45) in the
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transfer pump. Two lip-type seals (48) on the camshaft keep the fuel in the transfer pump apart from the engine oil
in the compartment for the timing gears. The area between the two seals is connected to transfer pump drain (50).
The drain has two functions. One function is to be an outlet for fuel or lubrication oil leakage. The other function is
to give a visual indication of seal or bearing failure before the failure can be a cause for any other failures.
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FUEL INJECTION PUMP OPERATION
1. Reverse flow check valve. 2. Chamber. 3. Barrel. 4. Spring. 5. Fuel inlet (fill port). 6. Retainer. 7. Plunger. 8. Sleeve. 9.
Fuel outlet (spill port). 10. Sleeve control lever. 11. Lifter. 12. Camshaft.
The main components of a fuel injection pump in the sleeve metering fuel system are: plunger (7), barrel (3), and
sleeve (8). The plunger moves up and down inside the barrel and sleeve. The barrel is stationary while the sleeve is
moved up and down around the plunger to make a change in the amount of fuel for injection.
The plunger, barrel, and sleeve are a fitted set and they must be kept together. Lifter (11) and plunger (7) are lifted
through a full stroke by each revolution of the camshaft (12). The force of spring (4) on plunger (7) through
retainer (6) holds the lifter against the camshaft through the full stroke cycle.
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FUEL INJECTION PUMP OPERATION
2. Chamber. 3. Barrel. 5. Fuel inlet (fill port). 7. Plunger. 8. Sleeve. 9. Fuel outlet (spill port). 11. Lifter. 12. Camshaft. A.
Before injection. B. Start of injection. C. End of injection.
Before Injection
Before the engine can start or run correctly, the housing and fuel injection lines must be full of fuel and the sleeve
(8) must be high enough on the plunger to close the fuel outlet (9) (spill port) during part of the stroke cycle.
Chamber (2) fills with fuel through the fuel inlet (5) (fill port) which is under the level of the fuel in the housing.
Injection
Injection starts after the rotation of the camshaft lifts plunger (7) far enough into barrel (3) to close fuel inlet (5).
At this time, both the fuel inlet and fuel outlet are closed. As more rotation of the camshaft lifts the plunger farther
into the chamber of the barrel, the fuel in the chamber is put under more and more pressure. This pressure is felt by
reverse flow check valve (1) and the fuel injection valve. When the pressure is high enough to open the fuel
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injection valve, injection starts. Injection stops when the rotation of the camshaft has lifted the plunger far enough
to open fuel outlet (9). This puts the fuel outlet above the top of sleeve (8).
When the fuel outlet opens, it lets pressure off of the fuel in the chamber. The pressure of the fuel in the line closes
the reverse flow check valve (1). With no more flow of fuel, injection valve at the other end of the line closes. This
makes the injection complete. The volume of fuel in the injection charge is equal to the volume of the plunger
which is lifted into the barrel between the start of injection and the end of injection.
After Injection
After injection has stopped, the camshaft lifts the plunger the rest of the way to the top of the stroke. The plunger is
pushed out of the chamber by spring (4). The fuel in the housing fills the space in the chamber through the fuel
outlet (9) until the sleeve closes it on the down stroke. More rotation of the camshaft lets the spring push the
plunger down farther which opens fuel inlet (5). Fuel fills the rest of the chamber through the fuel inlet (5). Then
the stroke cycle starts again.
Sleeve Position
The position of the sleeve on the plunger controls the amount of fuel for injection. When the position of the sleeve
on the plunger is low enough that it does not cover the fuel outlet during any part of the stroke, the pump can not
make pressure for injection. This is the "fuel off" position for the sleeve.
If the sleeve is in a higher position on the plunger, the pump can make pressure for injection. This is the "fuel on"
position. As the sleeve position is made higher, more fuel is put into the injection charge.
For good engine performance, it is very important to make the setting of all of the injection pumps be the same.
The procedure for this is called Fuel Pump Calibration. See the Testing and Adjusting section of this book.
The maximum injection charge is controlled by the Fuel System Setting. The correct procedure and tooling lists for
adjustments to the fuel system are in the Testing and Adjusting section of this book. The correct measurement for
the fuel system setting is in RACK SETTING INFORMATION.
Engine Running
When the engine is running, any movement of the governor control shaft (1) makes a change in the speed of the
engine. Counterclockwise movement (A) causes an increase in engine speed until the movement is held by the
high idle stop (2). Clockwise movement (B) makes a decrease in engine speed until the movement is held by the
low idle stop (3). More clockwise movement (B) moves the linkage beyond the detent (4) in the control. Still more
clockwise movement (B) causes the pumps to stop injection and, because no fuel goes to the cylinders, the engine
stops.
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FUEL SYSTEM OPERATION
1. Governor control shaft. 2. High idle stop. 3. Low idle stop. 4. Detent. A. Counterclockwise movement. B. Clockwise
movement.
Governor control shaft (1) has a groove (5) which fits a tooth (6) in lever (7). Any movement of shaft (1) moves
lever (7) in the same direction. If the shaft and lever have counterclockwise movement (A), an edge (8) of lever (7)
comes into contact with lever (9).
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FUEL SYSTEM OPERATION
10. Seat. 11. Washer. 12. Governor spring. 13. Seat. 14. Riser.
When starting the engine, the governor control shaft is in the middle position. The linkages in the housing work in
almost the same manner as when the engine is running. The only difference is in the function of a spring (C) which
is between seat (13) and riser (14). When the engine is running, the force from the weights in the governor is
enough to cause compression of spring (C) until the seat (13) and riser (14) are in contact. For starting, the force of
spring (C) is enough to push the riser to the full fuel position. This lets the engine have the maximum amount of
fuel for injection for starting. The limit for the amount of fuel for injection is the position of the air-fuel ratio
control.
Before the speed of the engine is up to low idle speed, the governor weights make enough force to push spring (C)
together and riser (14) and seat (13) come into contact. From this time on, the governor works to control engine
speed.
Maximum clockwise movement (B) of the governor control shaft stops the engine. If the governor control shaft (1)
is not at the low idle position, clockwise movement (B) lets lever (9) move back away from the governor spring
(12). Less compression in governor spring (12) lets riser (14) and seat (13) move away from the weight end of the
shaft. The lower end of lever (18) is in the groove in riser (14). As the riser moves, lever (18) works like a
bellcrank and moves pin (20) which is in the top end of the lever. The outer end of pin (20) has the shape of a ball.
It fits in a hole (19) in the bottom part of lever (23). The turning of lever (18) makes lever (23) push against lever
(24) which turns the fuel control shaft (21).
This makes a decrease in the amount of fuel for injection to the cylinder.
When the governor control shaft (1) is in the low idle position, more clockwise movement (B) makes pin (27) in
the end of lever (28) move against lever (26). Lever (26) works as a bellcrank. As it turns from the pressure of pin
(27) the other end of the lever (26) moves against the pin (25) in lever (24). Lever (24) is tight on the fuel control
shaft (21) and more movement in that direction causes the pumps to stop injection and, because no fuel goes to the
cylinders, the engine stops.
In some applications, a contact switch on the control panel for the operator activates the electric shutoff solenoid to
stop the engine.
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SHUTOFF SOLENOID (Activate To Run)
30. Solenoid. 31. Spring. 32. Shaft.
The function of the shutoff solenoid is similar whether it is an "activate to run" or "activate to shutoff" type. With
either shutoff solenoid, the engine can be stopped without effect from the position of the governor control. The
activate to run solenoid is always connected to electrical power while the engine is running. The solenoid (30)
pulls in shaft (32) putting spring (31) in compression. When the eletrical power to the solenoid stops, spring (31)
pushes shaft (32) against lever (34). Lever (34) has a pin (33) which comes in contact with edge (35) of lever (36)
and pushes lever (36) in the direction shown.
SHUTOFF HOUSING
33. Pin. 34. Lever.
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FUEL SYSTEM OPERATION
29. Shaft. 35. Edge. 36. Lever. 37. Housing.
Lever (36) is tight on shaft (29) which is through housing (37). On the other end of shaft (29), lever (26) moves in
the same direction. Lever (26) pushes against pin (25) in lever (24). Lever (24) is tight on the end of the fuel
control shaft (21). The turning of lever (26) makes lever (24) turn the fuel control shaft (21) in the same direction.
This stops the engine by putting the sleeves low on the plungers so there is no injection. This movement is
independent of governor action because a spring (22) connects lever (23) and lever (24) on the fuel control shaft
(21). Lever (24) can turn the fuel control shaft to the fuel off position by bending spring (22) without changing the
position of the parts of the governor first.
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SHUTOFF SOLENOID (Activate To Shutoff)
30. Solenoid. 38. Shaft.
The activate to shutoff solenoid works on the other end of lever (34). The end of shaft (38) is behind lever (34).
When the electrical power is on, the solenoid pulls in on shaft (38). This moves lever (34) in the same direction as
an activate to run solenoid would move the lever. The rest of the linkage moves in the same way to stop the engine.
This governor for the Sleeve Metering Fuel System is of the mechanical type. It works to keep the speed of the
engine from changing when there is an increase or decrease in load when the engine is running with governor
control shaft stationary.
GOVERNOR
39. Tachometer drive shaft. 40. Weights. 41. Pin. 42. Carrier. 43. Slot. 44. Pin.
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The carrier (42) for weights (40) is held on one end of the camshaft by bolts. The tachometer drive shaft (39) is
through the center of the governor parts. The shaft has a radial hole through the driven end. A pin (41) is through
this hole and fits into the slot (43) in the carrier on both sides of the shaft.
GOVERNOR
10. Seat. 11. Washer. 12. Governor spring. 13. Seat. 14. Riser. 39. Tachometer drive shaft. 45. Race. 46. Bearing. 47. Race.
The weights (40) are connected to the carrier (42) by pins (41). The weights (40) and pins (41) work like
bellcranks and pivots. When the camshaft and carrier (42) turn, the outer parts of the weights (40) move out from
the center. The inner parts push against race (45), bearing (46), and race (47) (thrust bearing). The thrust bearing
removes the turning movement but puts the thrust against the shoulder of riser (14). The riser (14) is against seat
(13) which is against governor spring (12).
Governor spring (12) and washer (11) are in compression between seat (10) and seat (13). Seat (10) is held in
position by lever (9) on the governor control shaft (1). There is a balance between the forces from the weights (40)
and the governor spring (12) as long as the load on the engine does not change.
When there is a decrease in the load on the engine the engine starts to make an increase in speed. The weights in
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the governor turn faster causing the outer parts of the weights to move out farther. This puts more force against the
thrust bearing. The thrust bearing pushes riser (14) which puts more compression on governor spring (12). At the
same time the lower end of lever (18) is in the groove in riser (14).
The movement of riser (14) moves lever (18) to make a decrease in the amount of fuel for injection. With less fuel,
the engine has a decrease in speed. The governor has this action again and again until the governor is in balance.
When the governor is in balance the engine speed will be the same as it was before there was a decrease in load.
If there is an increase in the load on the engine, the engine starts to make a decrease in speed. The weights in the
governor turn slower. The thrust from the weights against the riser will be less, so the spring pushes the riser to the
right.
The movement of the riser (14) makes lever (18) move the fuel control shaft (21) to make an increase in the
amount of fuel for injection. With more fuel, the engine runs faster. The governor has this action again and again
until the governor is in balance. When the governor is in balance the engine speed is the same as it was before the
engine had an increase in load.
The non-adjustable dashpot governor is the standard governor for the later engines. It controls engine rpm with less
hunting (oscillation of engine rpm between faster and slower than desired rpm) than the earlier standard governor.
The "non-adjustable dashpot" governor gets its name from the function of some of the parts in the governor. These
parts work together like a "dashpot" or shock absorber to make the rpm of the engine steady. Governor piston (6)
moves in cylinder (3) which is filled with fuel. The movement of piston (6) in cylinder (3) either pulls fuel into
cylinder (3) or pushes it out. In either direction the flow of fuel is through hole (2) in the bottom of cylinder (3) and
through orifice (1) to the inside of the housing. The restriction to the flow of the fuel by orifice (1) gives the
governor its "dashpot" function. The fixed size of orifice (1) makes the "dashpot" function non-adjustable.
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Riser.
When the engine has a decrease in load, the engine starts to run faster. The governor weights push against riser (9).
Riser (9) pushes against governor spring (4) with more force. The additional force starts to move riser (9). This
puts more compression on governor spring (4) and starts to put dashpot spring (7) in compression.
Dashpot spring (7) is in compression because the fuel in cylinder (3) behind piston (6) can only go out through
hole (2) in the bottom of cylinder (3). The rate of flow through hole (2) and orifice (1) controls how fast piston (6)
moves. As the fuel goes out of cylinder (3), piston (6) moves into the space from the fuel. This lets compression
off of dashpot spring (7) gradually.
When governor spring (4) and dashpot spring (7) are both in compression, their forces work together against the
force of the governor weights. This gives the effect of having a governor spring with a high spring rate. A governor
spring with a high spring rate keeps the engine rpm from having oscillations during load changes. When the engine
rpm and the engine load are both steady, governor spring (4) works alone to keep the engine rpm steady. This
gives the engine more sensitive rpm control under steady load conditions.
When the engine has an increase in load, the engine starts to run slower. The governor weights push against riser
(9) and seat (8) for governor spring (4) with less force. Governor spring (4) starts to push seat (8) and riser (9) to
give the engine more fuel for injection. Seat (8) is connected to piston (6) through dashpot spring (7). When seat
(8) and riser (9) start to move, the action puts dashpot spring (7) in tension. Piston (6) has to pull fuel into cylinder
(3) from the governor housing to take its space so that it can move. This makes the movement of seat (8) for the
governor spring (4) and riser (9) more gradual.
During this condition, dashpot spring (7) is pulling against governor spring (4). This gives the effect of a governor
spring with a high spring rate. A governor spring with a high spring rate keeps the engine speed from having
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oscillations during load changes. It lets the engine have just enough fuel for injection to keep the engine speed
steady.
The functions of the other parts in the governor housing are the same as in the earlier standard governor.
The "adjustable dashpot" governor is for electric set engines which must operate at very near constant rpm under
changing loads.
The "adjustable dashpot" governor gets its name from the function of some of the parts in the governor. They work
together like a "dashpot" or shock absorber to make the rpm of the engine steady. The governor has a piston (6)
that moves in a cylinder (5) which is filled with fuel. The movement of piston (6) in cylinder (5) either pulls fuel
into cylinder (5) or pushes it out. In either direction, the flow of fuel is through a hole (9) in the bottom of cylinder
(5) and through passages in the governor housing which are connected by needle valve (3). The passages in
governor housing (1) connect the fuel in governor housing (1) with the fuel in cylinder (5) through hole (8).
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"ADJUSTABLE DASHPOT" GOVERNOR
3. Needle valve. 4. Governor spring. 5. Cylinder. 6. Piston. 7. Riser.
When the engine has a decrease in load, the engine starts to run faster. The governor weights push against riser (7)
and seat (11) for governor spring (4) with more force. The additional force starts to move riser (7) and seat (11)
which puts more compression on governor spring (4) and starts to put dashpot spring (10) in compression.
Dashpot spring (10) is in compression because the fuel in cylinder (5) behind piston (6) can only go out through
hole (9) in the bottom of cylinder (5). The rate of flow through hole (9) controls how fast piston (6) moves. As the
fuel goes out of cylinder (5), piston (6) moves into the space from the fuel. This lets compression off of dashpot
spring (10) gradually.
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DASHPOT GOVERNOR PISTON
6. Piston. 10. Dashpot spring. 11. Seat.
When governor spring (4) and dashpot spring (10) are both in compression, their forces work together against the
force of the governor weights. This gives the effect of having a governor spring with a high spring rate. A governor
spring with a high spring rate keeps the engine speed from having oscillations during load changes. It lets the
engine have just enough fuel for injection to keep the engine speed steady.
When the engine has an increase in load, the engine starts to run slower. The governor weights push against riser
(7) and seat (11) for governor spring (4) with less force. Governor spring (4) starts to push seat (11) and riser (7) to
give the engine more fuel for injection. Seat (11) is connected to piston (6) through dashpot spring (10). When seat
(11) and riser (7) start to move, the action puts dashpot spring (10) in tension. Piston (6) has to pull fuel into
cylinder (5) from governor housing (1) to take its space so that it can move. This makes the movement of seat (11)
for the governor spring (4) and riser (7) more gradual.
During this condition, dashpot spring (10) is pulling against governor spring (4). This gives the effect of a
governor spring with a high spring rate. A governor spring with a high spring rate keeps the engine speed from
having oscillations during load changes. It lets the engine have just enough fuel for injection to keep the engine
speed steady.
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The rate of flow of the fuel into and out of cylinder (5) is controlled by the adjustment of needle valve (3). While
the engine is running, the needle valve is adjusted so that the governor action is fast enough to keep the engine
running at a steady speed under changing loads. The rest of the parts in the dashpot governor and their functions
are the same as in the earlier standard governor.
When the engine is running, air pressure from the inlet manifold is in chamber (1) of the control. The combination
of the force from the air pressure and spring (2) makes a balance with spring (3). The balance controls the position
of bolt (4). When the governor control is moved to make an increase in engine speed, the linkage moves to turn the
fuel control shaft to put more fuel into each injection.
When the adjustment of the fuel ratio control is correct there will be enough increase in the fuel for injection to
make the engine accelerate rapidly. If the adjustment is correct, there will not be too much smoke in the exhaust
when the engine accelerates.
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FUEL RATIO CONTROL
4. Bolt. 5. Lever. 6. Pin.
Fuel, under high pressure from the injection pumps, is sent through the fuel lines to the fuel injection valves. When
the fuel under high pressure goes into the nozzle assembly, the check valve inside the nozzle opens and the fuel
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goes into the precombustion chamber. The injection valve changes the fuel to many very small drops of fuel. This
gives the fuel the correct characteristics for good combustion.
Glow Plugs
Glow plugs are an aid for cold weather starting. During cold weather starting, the pressure in the cylinders made
by the compression stroke is not enough to start combustion of the fuel injection charge. Activating the glow plugs
for the correct length of time heats the precombustion chambers to the temperature which is necessary for
combustion when the engine is turned for starting. After combustion starts and the starting motor is no longer
necessary to keep the engine running, more operation of the glow plugs heats the precombustion chambers until
the engine is running smoothly.
The air inlet and exhaust system components are: air cleaner, inlet manifold, cylinder head, valves and valve
system components, exhaust manifold, and turbocharger.
Clean inlet air from the air cleaner is pulled through the air inlet (6) of the turbocharger by the turning compressor
wheel (4). The compressor wheel causes a compression of the air. The air then goes to the inlet manifold (2) of the
engine. When the intake valves open, the air goes into the engine cylinder (3) and is mixed with the fuel for
combustion. When the exhaust valves open, the exhaust gases go out of the engine cylinder and into the exhaust
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manifold (1). From the exhaust manifold, the exhaust gases go through the blades of the turbine wheel (5). This
causes the turbine wheel and compressor wheel to turn. The exhaust gases then go out the exhaust outlet (7) of the
turbocharger.
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1. Air inlet. 2. Compressor wheel housing. 3. Exhaust outlet. 4. Air outlet. 5. Aftercooler housing. 6. Exhaust manifold. 7.
Cylinder head. 8. Turbine wheel housing. 9. Exhaust inlet. 10. Air filter. 11. Inlet air pipe for aftercooler.
The air inlet and exhaust system components are: air cleaner, aftercooler, inlet manifold, cylinder head, valves and
valve system components, exhaust manifold, and turbocharger.
Clean inlet air from air filter (10) is pulled through air inlet (1) of the turbocharger by the turning compressor
wheel. The compressor wheel causes a compression of the air. The air next goes through inlet air pipe (11) to
aftercooler housing (5). The aftercooler cools the air. The air then goes to the inlet manifold which is part of
cylinder head (7). When the intake valves open, the air goes into the engine cylinder and is mixed with the fuel for
combustion. When the exhaust valves open, the exhaust gases go out of the engine cylinder and into exhaust
manifold (6). From the exhaust manifold, the exhaust gases go through the blades of the turbine wheel. This causes
the turbine wheel and compressor wheel to turn. The exhaust gases then go out exhaust outlet (3) of the
turbocharger.
Aftercooler
The aftercooler cools the air coming out of the turbocharger before it goes into the inlet manifold. The purpose of
this is to make the air going into the combustion chambers more dense. The more dense the air is, the more fuel the
engine can burn efficiently. This gives the engine more power.
Turbocharger
The turbocharger is installed on the exhaust manifold. The turbocharger is located either at the rear or on top of the
engine. All the exhaust gases from the engine go through the turbocharger.
The exhaust gases go through the blades of the turbine wheel. This causes the turbine wheel and compressor wheel
to turn which causes a compression of the inlet air.
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TURBOCHARGER (Typical Illustration)
1. Air inlet. 2. Compressor housing. 3. Nut. 4. Compressor wheel. 5. Thrust plate. 6. Center housing. 7. Lubrication inlet
port. 8. Shroud. 9. Turbine wheel and shaft. 10. Turbine housing. 11. Exhaust outlet. 12. Spacer. 13. Ring. 14. Seal. 15.
Collar. 16. Lubrication outlet port. 17. Ring. 18. Bearing. 19. Ring.
When the load on the engine goes up more fuel is put into the engine. This makes more exhaust gases and will
cause the turbine and compressor wheels of the turbocharger to turn faster. As the turbocharger turns faster, it
gives more inlet air and makes it possible for the engine to burn more fuel and will give the engine more power.
Maximum rpm of the turbocharger is controlled by the fuel setting, the high idle speed setting and the height above
seal level at which the engine is operated.
If the high idle rpm or the fuel system setting is higher than given in the RACK
SETTING INFORMATION (for the height above seal level at which the engine is
operated), there can be damage to engine or turbocharger parts.
--------WARNING!------
The bearings for the turbocharger use engine oil under pressure for lubrication. The oil comes in through the oil
inlet port and goes through passages in the center section for lubrication of the bearings. Oil from the turbocharger
goes out through the oil outlet port in the bottom of the center section and goes back to the engine lubricating
system.
The fuel system adjustment is done at the factory for a specific engine application. The governor housing and
turbocharger are sealed to prevent changes in the adjustment of the fuel setting and the high idle speed setting.
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Engines Without Turbocharger
The air inlet and exhaust system components are: air cleaner, inlet manifold, cylinder head, valves and valve
system components and exhaust manifold.
When the engine is running, each time a piston moves through the intake stroke, it pulls air into the cylinder. The
air flow is through the air filter, inlet manifold, passages in the cylinder head and past the open inlet valve into the
cylinder. Too much restriction in the inlet air system makes the efficiency of the engine less.
When the engine is running, each time a piston moves through the exhaust stroke, it pushes hot exhaust gases from
the cylinder. The exhaust gas flow is out of the cylinder between the open exhaust valve and the exhaust valve
seat. Then it goes through passages in the cylinder head, through the exhaust manifold and out through the exhaust
pipe. Too much restriction in the exhaust system makes the efficiency of the engine less.
The intake and exhaust valves are opened and closed by movement of these components; crankshaft, camshaft,
valve lifters (cam followers), push rods, rocker arms, and valve springs. Rotation of the crankshaft causes rotation
of the camshaft. The camshaft gear is driven by, and timed to, a gear on the front of the crankshaft. When the
camshaft turns, the cams on the camshaft also turn and cause the valve lifters (cam followers) to go up and down.
This movement makes the push rods move the rocker arms. The movement of the rocker arms will make the intake
and exhaust valves in the cylinder head open according to the firing order (injection sequence) of the engine. A
valve spring for each valve pushes the valve back to the closed position.
Valve rotators cause the valves to have rotation while the engine is running. This rotation of the valves keeps the
deposit of carbon on the valves to a minimum and gives the valves longer service life.
Timing Gears
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TIMING GEARS
1. Drive gear for fuel injection pump. 2. Idler gear for fuel injection pump. 3. Camshaft gear. 4. Crankshaft gear. 5. Balancer
shafts (3304 Engines only). 6. Idler gear for oil pump. 7. Drive gear for oil pump.
The timing gears are at the front of the cylinder block. Their cover is the housing for the timing gears. The timing
gears keep the rotation of the crankshaft, camshaft, and fuel injection pump in the correct relation to each other.
The timing gears are driven by the crankshaft gear.
Lubrication System
Lubrication System Schematics
3306 Engines
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3306 LUBRICATION SYSTEM SCHEMATIC
1. Oil supply for variable timing mechanism. 2. Oil supply for turbocharger. 3. Oil pressure connection. 4. Camshaft bores.
5. Oil passage through rocker shaft to rocker arm. 6. Oil manifold. 7. Turbocharger. 8. Piston cooling. 9. Oil cooler bypass.
10. Oil pump. 11. Oil cooler. 12. Filter bypass. 13. Oil sump. 14. Oil filter.
3304 Engines
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3304 LUBRICATION SYSTEM SCHEMATIC
1. Oil pressure connection. 2. Piston cooling. 3. Oil supply for turbocharger. 4. Oil passage through rocker shaft to rocker
arms. 5. Oil pressure connection. 6. Camshaft bores. 7. Oil manifold. 8. Filter bypass. 9. Turbocharger. 10. Oil filter. 11. Oil
cooler. 12. Oil sump. 13. Oil pump. 14. Oil cooler bypass. 15. Counter balance shaft bores.
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LUBRICATION SYSTEM COMPONENTS (Typical Example)
1. Supply line for turbocharger. 2. Return line for turbocharger. 3. Supply line for automatic timing advance unit.
The lubrication system has the following components: oil pan, oil pump, oil cooler, oil filter, oil passages in the
cylinder block, and lines to engine components and attachments such as turbocharger, Woodward governor, air
compressor and others.
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FLOW OF OIL (ENGINE WARM)
1. Oil manifold in cylinder block. 2. Oil supply line to turbocharger. 3. Oil return line from turbocharger. 4. Oil filter. 5.
Bypass valve for the oil filter. 6. Oil pan. 7. Oil pump. 8. Bypass valve for the oil cooler. 9. Suction bell. 10. Oil cooler.
With the engine cold (starting conditions), oil comes from the oil pan (6) through the suction bell (9) to the oil
pump (7). When the oil is cold, an oil pressure difference in the bypass valve (installed in the oil filter housing)
causes the valves to open.
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FLOW OF OIL (ENGINE COLD)
1. Oil manifold in cylinder block. 2. Oil supply line to turbocharger. 3. Oil return line from turbocharger. 4. Oil filter. 5.
Bypass valve for the oil filter. 6. Oil pan. 7. Oil pump. 8. Bypass valve for the oil cooler. 9. Suction bell. 10. Oil cooler.
These bypass valves give immediate lubrication to all components when cold oil with high viscosity causes a
restriction to the oil flow through the oil cooler (10) and oil filter (4). The oil pump then sends the cold oil through
the bypass valve for the oil cooler (8) and through the bypass valve for the oil filter (5) to the oil manifold (1) in
the cylinder block.
When the oil gets warm, the pressure difference in the bypass valves decrease and the bypass valves close. Now
there is a normal oil flow through the oil cooler and oil filter.
The output of the oil pump goes to the oil manifold in the cylinder block. The oil manifold is the source for oil
under pressure for the engine and its attachments. Connecting drilled passages from the oil manifold are the way
for the oil to get to the main bearings, timing gear bearings, and the bearings for the rocker arm shaft.
The flow of oil which goes to the main bearings is divided. Some of the oil is the lubricant between the main
bearings and the bearing surfaces (journals) of the crankshaft. Some of the oil goes through passages drilled in the
crankshaft. This oil is the lubricant between the connecting rod bearings and the bearing surfaces (journals) of the
crankshaft. The rest of the oil goes out through orifices in the block near the main bearings. This oil is both a
coolant and a lubricant for the pistons, piston pins, cylinder walls and the piston rings.
Oil also goes through connecting passages in the cylinder block and cylinder head. This oil is the lubricant for the
rocker arm shaft and bearings and for the rocker arms. Some of the oil is the lubricant for the valve stems. The rest
of the oil drains on the cylinder head where it is the lubricant for the push rods and valve lifters and the cams for
the camshaft.
On the 3306 Engines, this oil is the lubricant for the intermediate and rear camshaft bearings.
On the 3304 Engines, the bearings for the camshaft get lubrication oil under pressure through passages drilled in
the cylinder block to the oil manifold.
The oil supply passage for the rocker arms is in a different location in the engine w/ spacer plate. Engines w/o a
spacer plate have an oil passage from the rear of the cylinder block to a head bolt hole in the block. The oil flows
around the head bolt, up through the cylinder head and rocker arm shaft bracket, to the rocker arm shaft.
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ROCKER ARM OIL SUPPLY (Engines without spacerplate)
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ROCKER ARM OIL SUPPLY (Engine w/ spacer plate)
Engines w/ spacer plate have an oil passage from the rear of the cylinder block that goes below the head bolt hole
and connects with a drilled passage that goes up next to the head bolt hole. A hollow dowel connects the vertical
oil passage in the cylinder block to the oil passage in the head. The spacer plate has a hole with a counterbore on
each side that the hollow dowel goes through. An O-ring is in each counterbore to prevent oil leakage around the
hollow dowel. Oil flows through the hollow dowel into a vertical passage in the cylinder head to the rocker arm
shaft bracket. The rocker arm shaft has an orifice to restrict the oil flow to the rocker arms. The rear rocker arm
bracket also has an O-ring that seals against the head bolt. This seal prevents oil from going down around the head
bolt and leaking past the head gasket or spacer plate gasket. The O-ring must be replaced each time the head bolt is
removed from the rear rocker arm bracket.
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All the timing gear bearings get lubricant under pressure from the oil manifold through connecting drilled
passages.
Oil goes to the components and attachments on the outside of the engine through supply lines which connect to the
oil manifold. These components and attachments are: turbocharger, air compressor, Woodward governor and
others.
After the lubrication oil has done its work, it goes back to the engine oil pan.
Cooling System
Radiator Cooling System
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The water pump (12) is on the left front side of the engine. It is gear driven by the timing gears. Coolant from the
bottom of the radiator (1) goes to the water pump inlet. The rotation of the impeller in the water pump (12) pushes
the coolant through the system.
All of the coolant flow from the water pump (12) in the standard system, goes through the engine oil cooler (14).
The bonnet (16) on the outlet side of the engine oil cooler (14) connects to the side of the cylinder block (17).
On engines with an additional oil cooler (15), a different bonnet (16) is on the engine oil cooler (14). This bonnet
(16) sends the coolant flow through the other cooler which is for attachments such as torque converters or marine
gears. The flow goes through one side on the way into the cooler. At the bottom of the cooler the flow turns and
goes back up through the other side and into the bonnet (16) again. Then the bonnet (16) sends the coolant into the
cylinder block (17).
An engine can have a water cooled manifold or a water cooled shield for the manifold (5). If it has either one of
these it can also have a water cooled shield for the turbocharger (8). The coolant flow from the water pump (12) is
divided. Some of the coolant goes through the standard system and some goes into the water cooled manifold or
water cooled shield for the manifold (5) at the front of the engine. It comes out at the rear of the engine and goes
through return line (9) to the bonnet (16) on the engine oil cooler (14). It mixes with the rest of the coolant from
the standard system in the bonnet (16) and goes into the cylinder block (17).
If the engine has a water cooled shield for the turbocharger (8), the supply of coolant for it comes from the bottom
of the rear end of the water cooled manifold or water cooled shield for the manifold (5). The coolant goes through
the water cooled shield for the turbocharger (8). It goes out through outlet line (6) to block (7) at the top of the
water cooled manifold or water cooled shield for the manifold (5). In the block (7) it mixes with the rest of the
coolant on the way to the bonnet (16).
Inside the cylinder block (17) the coolant goes around the cylinder liners and up through the water directors into
the cylinder head (10). The water directors send the flow of coolant around the valves and the passages for exhaust
gases in the cylinder head (10). The coolant goes to the front of the cylinder head (10). Here the water temperature
regulator controls the direction of the flow. If the coolant temperature is less than normal for engine operation, the
water temperature regulator is closed. The only way for the coolant to get out of the cylinder head (10) is through
the internal bypass (shunt) line (13). The coolant from this line goes into the water pump (12) which pushes it
through the cooling system again. The coolant from the internal bypass (shunt) line (13) also works to prevent
cavitation (air bubbles) in the coolant. When the coolant gets to the correct temperature, the water temperature
regulator opens and coolant flow is divided. Some goes through the radiator (1) for cooling. The rest goes through
the internal bypass (shunt) line (13) to the water pump (12). The proportion of the two flows is controlled by the
water temperature regulator.
NOTE: The water temperature regulator is an important part of the cooling system. It divides the coolant flow
between radiator (1) and internal bypass (13), as necessary, to maintain the correct operating temperature. If the
regulator is not installed, there is no mechanical control, and most of the coolant will take the path of least
resistance thru internal bypass line (13). This will cause the engine to overheat in hot weather. In cold weather,
even the small amount of coolant that goes thru radiator (1) is too much, and the engine will not get up to normal
operating temperature.
The internal bypass (shunt) line (13) has another function when the cooling system is being filled. It lets the
coolant go into the cylinder head (10) and cylinder block (17) without going through the water pump (12).
The radiator (1) has a pressure cap (2). This cap controls pressure in the cooling system.
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Radiator Cooling System
COOLANT FLOW FOR RADIATOR COOLING SYSTEM (Jacket Water Aftercooled - JWAC)
1. Radiator. 2. Pressure cap. 3. Inlet line for radiator. 4. Exhaust manifold. 5. Turbocharger. 6. Aftercooler. 7. Return line
from aftercooler. 8. Aftercooler inlet line. 9. Internal bypass (shunt) line. 10. Water pump. 11. Inlet line for water pump. 12.
Engine oil cooler. 13. Auxiliary oil cooler. 14. Bonnet.
Water pump (10) is on the left front side of the engine. It is gear driven by the timing gears. Coolant from the
bottom of radiator (1) goes to the water pump inlet. The rotation of the impeller in water pump (10) pushes the
coolant through the system.
The coolant flow from water pump (10) is divided. Some goes through engine oil cooler (12). Bonnet (14) on the
outlet side of engine oil cooler (12) connects to the side of the cylinder block.
On engines with an auxiliary oil cooler (13) a different bonnet (14) is on engine oil cooler (12). This bonnet (14)
sends the coolant flow through auxiliary cooler (13) which is for attachments such as torque converters or marine
gears. The flow goes through one side on the way into auxiliary oil cooler (13). At the bottom of auxiliary oil
cooler (13) the flow turns and goes back up through the other side and into bonnet (14) again. Then bonnet (14)
sends the coolant into the cylinder block.
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The remainder of the coolant flow goes through aftercooler inlet line (8) into the core of aftercooler (6). The core
of aftercooler (6) is a group of plates and fins. The coolant goes through the plates. The inlet air for the engine goes
around the fins. This cools the inlet air. The coolant comes out of the aftercooler (6) at the rear of the engine and
goes through return line (7) to bonnet (14) on engine oil cooler (12). It mixes with the rest of the coolant from
engine oil cooler (12) in bonnet (14) and goes into the cylinder block.
Inside the cylinder block, the coolant goes around the cylinder liners and up through the water directors into the
cylinder head. The water directors send the flow of coolant around the valves and the passages for exhaust gases in
the cylinder head. The coolant goes to the front of the cylinder head. Here the water temperature regulator controls
the direction of the flow. If the coolant temperature is less than normal for engine operation, the water temperature
regulator is closed. The only way for the coolant to get out of the cylinder head is through internal bypass (shunt)
line (9). The coolant from this line goes into water pump (10) which pushes it through the cooling system again.
The coolant from internal bypass (shunt) line (9) also works to prevent cavitation (air bubbles) in the coolant.
When the coolant gets to the correct temperature, the water temperature regulator opens and coolant flow is
divided. Some goes through radiator (1) for cooling. The rest goes through internal bypass (shunt) line (9) to water
pump (10). The proportion of the two flows is controlled by the water temperature regulator.
NOTE: The water temperature regulator is an important part of the cooling system. It divides the coolant flow
between radiator (1) and internal bypass (9), as necessary, to maintain the correct operating temperature. If the
regulator is not installed, there is no mechanical control, and most of the coolant will take the path of least
resistance thru internal bypass line (9). This will cause the engine to overheat in hot weather. In cold weather, even
the small amount of coolant that goes thru radiator (1) is too much, and the engine will not get up to normal
operating temperature.
Internal bypass (shunt) line (9) has another function when the cooling system is being filled. It lets the coolant go
into the cylinder head and cylinder block without going through water pump (10).
Radiator (1) has a pressure cap (2). This cap controls pressure in the cooling system.
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COOLANT FLOW FOR KEEL COOLING SYSTEM
1. Expansion tank. 2. Pressure cap. 3. Inlet line. 4. Internal bypass (shunt) line. 5. Water cooled manifold or water cooled
shield for manifold. 6. Outlet line. 7. Block. 8. Water cooled shield for turbocharger. 9. Line to keel cooler. 10. Cylinder
head. 11. Cylinder block. 12. Return line from keel cooler. 13. Supply line for water pump. 14. Keel cooler tubes. 15. Water
pump. 16. Engine oil cooler. 17. Oil cooler for torque converter or marine gear. 18. Bonnet. 19. Return line.
The water pump (15) is on the left front side of the engine. It is gear driven by the timing gears. Coolant from the
bottom of the expansion tank (1) goes to the water pump inlet. The rotation of the impeller in the water pump (15)
pushes the coolant through the system.
All of the coolant flow from the water pump (15) in the standard system, goes through the engine oil cooler (16).
The bonnet (18) on the outlet side of the engine oil cooler (16) connects to the side of the cylinder block (11).
On engines with an additional oil cooler (17), a different bonnet (18) is on the engine oil cooler (16). This bonnet
(18) sends the coolant flow through the other oil cooler which is for attachments such as torque converters or
marine gears. The flow goes through one side on the way into the cooler. At the bottom of the cooler the flow turns
and goes back up through the other side and into the bonnet (18) again. The bonnet (18) sends the coolant into the
cylinder block (11).
An engine can have a water cooled manifold or a water cooled shield for the manifold (5). If it has either one of
these it can also have a water cooled shield for the turbocharger (8). The coolant flow from the water pump (15) is
divided. Some of the coolant goes through the standard system and some goes into the water cooled manifold or
water cooled shield for the manifold (5) at the front of the engine. It comes out at the rear of the engine and goes
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through a return line (19) to the bonnet (18) on the engine oil cooler (16). It mixes with the rest of the coolant from
the standard system in the bonnet (18) and goes into the cylinder block (11).
If the engine has a water cooled shield for the turbocharger (8), the supply of coolant for it comes from the bottom
of the rear end of the water cooled manifold or water cooled shield for the manifold (5). The coolant goes through
the water cooled shield for the turbocharger (8). It goes out through outlet line (6) to block (7) at the top of the
water cooled manifold or water cooled shield for the manifold (5). In the block (7) it mixes with the rest of the
coolant on the way to the bonnet (18).
Inside the cylinder block (11) the coolant goes around the cylinder liners and up through the water directors into
the cylinder head (10). The water directors send the flow of coolant around the valves and the passages for exhaust
gases in the cylinder head (10). The coolant goes to the front of the cylinder head (10). Here the water temperature
regulator controls the direction of the flow. If the coolant temperature is less than normal for engine operation, the
water temperature regulator is closed. The only way for the coolant to get out of the cylinder head (10) is through
the internal bypass (shunt) line (4). The coolant from this line goes into the water pump (15) which pushes it
through the cooling system again. The coolant from the internal bypass (shunt) line (4) also works to prevent
cavitation (air bubbles in the coolant). When the coolant gets to the correct temperature, the water temperature
regulator opens and the coolant flow is divided. Some goes through the keel cooler tubes (14) for cooling. The rest
goes through the internal bypass (shunt) line (4) to the water pump (15). The proportion of the two flows is
controlled by the water temperature regulator.
NOTE: The water temperature regulator is an important part of the cooling system. It divides the coolant flow
between keel cooler tubes (14) and internal bypass (4), as necessary, to maintain the correct operating temperature.
If the regulator is not installed, there is no mechanical control, and most of the coolant will take the path of least
resistance thru internal bypass line (4). This will cause the engine to overheat in hot weather. In cold weather, even
the small amount of coolant that goes thru the keel cooler tubes (14) is too much, and the engine will not get up to
normal operating temperature.
The internal bypass (shunt) line (4) has another function when the cooling system is being filled. It lets the coolant
go into the cylinder head (10) and cylinder block (11) without going through the water pump (15).
The keel cooler tubes (14) are normally installed on the bottom of the hull. They are usually made of a metal which
has resistance to corrosion because they give off heat from the engine coolant to the sea water which the hull is in.
The efficiency of this action is in relation to: the surface area of the keel cooler tubes (14) the rate at which sea
water goes around the outside of the keel cooler tubes (14), the temperature of the sea water, and the rate of flow of
the engine coolant through the keel cooler tubes (14).
After going through the keel cooler tubes (14) the coolant goes to an expansion tank (1). The expansion tank (1) is
a reservoir for the coolant. It is the highest place in the cooling system. It is the place where the volume of the
coolant can change because of heating or cooling without causing too much or too little coolant for the cooling
system. The expansion tank (1) has a pressure cap (2) to control the pressure in the cooling system for better
operation.
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COOLING SYSTEM SCHEMATIC (Jacket Water Aftercooled - JWAC)
1. Outlet line. 2. Bypass valve. 3. Bypass line. 4. Expansion tank. 5. Pressure cap. 6. Outlet line. 7. Water cooled manifold.
8. Regulator housing. 9. Aftercooler housing. 10. Outlet line. 11. Water cooled turbocharger. 12. Bypass filter. 13. Inlet line.
14. Inlet line. 15. Cylinder block. 16. Cylinder head. 17. Internal bypass (shunt) line. 18. Duplex strainer. 19. Keel cooler
tubes. 20. Water pump. 21. Engine oil cooler. 22. Aftercooler inlet line. 23. Bonnet. 24. Auxiliary oil cooler. 25. Aftercooler
outlet line. 26. Turbocharger inlet line.
Water pump (20) is on the left front side of the engine. It is gear driven by the timing gears. Coolant from the
bottom of expansion tank (4) goes to the water pump inlet. The rotation of the impeller in water pump (20) pushes
the coolant through the system.
The coolant flow from water pump (20) is divided. Some of the coolant flow goes through the engine oil cooler
(21). The remainder of the coolant flow goes through aftercooler inlet line (22) into the core of the aftercooler. The
core of the aftercooler is a group of tubes. These tubes are in position inside aftercooler housing (9). The coolant
goes through the tubes. The inlet air for the engine goes around the tubes. This cools the inlet air. The coolant
comes out at the rear of the engine and goes through aftercooler outlet line (25) to bonnet (23). In bonnet (23), the
coolant from the aftercooler mixes with the coolant flow from engine oil cooler (21).
The coolant flow which comes through engine oil cooler (21) goes through bonnet (23). If the engine has a water
cooled turbocharger (11), some of the coolant flow from engine oil cooler (21) goes through turbocharger inlet line
(26). The coolant flow goes in at the bottom of water cooled turbocharger (11) and comes out at the top. It goes
through outlet line (10) to the top of water cooled manifold (7). It goes through water cooled manifold (7) to the
front of the engine. It comes out through outlet line (6) and goes into regulator housing (8). The coolant flow mixes
with the rest of the coolant from the engine.
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The remaining coolant flow through bonnet (23) goes into one side of auxiliary oil cooler (24). At the bottom, the
coolant flow turns and goes up the other side of auxiliary oil cooler (24) and into bonnet (23) again. The bonnet
sends this flow into cylinder block (15).
Inside cylinder block (15) the coolant goes around the cylinder liners and up through the water directors into
cylinder head (16). The water directors send the flow of coolant around the valves and the passages for exhaust
gases in cylinder head (16). The coolant goes to the front of cylinder head (16). Here the water temperature
regulator controls the direction of the flow. If the coolant temperature is less than normal for engine operation, the
water temperature regulator is closed. The only way for the coolant to get out of cylinder head (16) is through
internal bypass (shunt) line (17). The coolant from this line goes into water pump (20) which pushes it through the
cooling system again. The coolant from internal bypass (shunt) line (17) also works to prevent cavitation (air
bubbles in the coolant). When the coolant gets to the correct temperature, the water temperature regulator opens
and the coolant flow is divided. Some goes through keel cooler tubes (19) for cooling. The rest goes through
internal bypass (shunt) line (17) to water pump (20). The proportion of the two flows is controlled by the water
temperature regulator.
NOTE: The water temperature regulator is an important part of the cooling system. It divides the coolant flow
between keel cooler tubes (19) and internal bypass (17), as necessary, to maintain the correct operating
temperature. If the regulator is not installed, there is no mechanical control, and most of the coolant will take the
path of least resistance thru internal bypass line (17). This will cause the engine to overheat in hot weather. In cold
weather, even the small amount of coolant that goes thru the keel cooler tubes (19) is too much, and the engine will
not get up to normal operating temperature.
Internal bypass (shunt) line (17) has another function when the cooling system is being filled. It lets the coolant go
into cylinder head (16) and cylinder block (15) without going through water pump (20).
Keel cooler tubes (19) are normally installed on the bottom of the hull. They are usually made of a metal which has
resistance to corrosion because they give off heat from the engine coolant to the sea water which the hull is in. The
efficiency of this action is in relation to: the surface area of keel cooler tubes (19), the rate at which sea water goes
around the outside of keel cooler tubes (19), the temperature of the sea water, and the rate of flow of the engine
coolant through keel cooler tubes (19).
After going through keel cooler tubes (19), the coolant goes to an expansion tank (4). Expansion tank (4) is a
reservoir for the coolant. It is the highest place in the cooling system. It is the place where the volume of the
coolant can change because of heating or cooling without causing too much or too little coolant for the cooling
system. Expansion tank (4) has a pressure cap (5) to control the pressure in the cooling system for better operation.
Some cooling systems have a duplex strainer (18) installed in the line from keel cooler tubes (19). Duplex strainer
(18) has two sides. Each side has a strainer which is large enough for the full flow of the cooling system. When the
pressure drop across one of the strainers starts to get an increase, the full flow can be changed to the other strainer
without stopping the engine.
Some cooling systems also have a bypass filter (12). This is installed between the inlet and outlet lines for keel
cooler tubes (19). In this position a small part of the coolant flow goes through bypass filter (12). This flow
removes the particles which are too small for removal by duplex strainer (18).
Many cooling systems have a bypass valve (2) and bypass line (3) installed as shown. The bypass valve can be
either manually adjusted or automatically adjusted. Both kinds of valves have the same function. They control the
temperature of the coolant which goes to the inlet of water pump (20). The valves control the temperature of the
coolant by controlling the amount of the coolant which can go through bypass line (3) instead of through keel
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cooler tubes (19). The coolant which goes through bypass line (3) is hot. It mixes with the coolant from the keel
cooler tubes as it goes into the water pump inlet. Correctly adjusting the flow through bypass line (3) keeps the
coolant temperature hot enough for good engine operation and at the same time, cool enough for good aftercooler
operation. This adjustment is important for maximum engine performance.
This cooling system has two completely separate cooling circuits. One of these circuits is the engine coolant
(jacket water) circuit. Normally this circuit cools the engine and all the attachments. The other circuit is the
aftercooler circuit. It normally cools the aftercooler only. This type of cooling system keeps the temperatures of the
coolant in the two circuits in the correct ranges for the maximum horsepower output.
Aftercooler Circuit
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The aftercooler circuit uses auxiliary pump (21). It is on the left front side of the engine below engine oil cooler
(22). Auxiliary pump (21) is gear driven by the timing gears. Coolant from keel cooler tubes (33) goes to the inlet
of auxiliary pump (21). The rotation of the impeller pushes the coolant through the aftercooler circuit.
All of the coolant flow goes through inlet line (19). Inlet line (19) connects to the aftercooler at the rear of the
engine. The coolant goes through the core of the aftercooler to the front of the engine. The core of the aftercooler
is a group of tubes. These tubes are in position inside aftercooler housing (10). The coolant goes through the tubes.
The inlet air for the engine goes around the tubes. This cools the inlet air. The coolant comes out of the cover of
the aftercooler at the front of the engine and into outlet line (29). Outlet line (29) connects to keel cooler tubes
(33).
Keel cooler tubes (33) are normally installed on the bottom of the hull in front of the keel cooler tubes for the
engine coolant (jacket water) circuit. This position gives the maximum cooling. Keel cooler tubes (33) are usually
made of a metal which has resistance to corrosion because they give off heat from the coolant to the sea water
which the hull is in. The efficiency of this action is in relation to: the surface area of keel cooler tubes (33), the rate
at which sea water goes around the outside of the keel cooler tubes (33), the temperature of the sea water, and the
rate of flow of the coolant through keel cooler tubes (33).
After going through keel cooler tubes (33), the coolant goes to the inlet for auxiliary pump (21). An expansion tank
(12) is connected to inlet line (25). Expansion tank (12) has the necessary room for the coolant when it expands
(uses more space) from being heated.
This system can have duplex strainer (24) installed in the line from keel cooler tubes (33). Duplex strainer (24) has
two sides. Each side has a strainer which is large enough for the full flow of the cooling system. When the pressure
drop across one of the strainers starts to get an increase, the full flow can be changed to the other strainer without
stopping the engine.
Some cooling systems have a bypass filter (30). This is installed between the inlet and outlet lines for keel cooler
tubes (33). In this position, a small part of the coolant flow goes through bypass filter (30). This flow removes the
particles which are too small for removal by duplex strainer (24).
Many cooling systems have a bypass valve (31) and bypass line (32) installed as shown. The bypass valve can be
either manually adjusted or automatically adjusted. Both kinds of valves have the same function. They control the
minimum temperature of the coolant which goes to the aftercooler. Bypass valve (31) controls the temperature of
the coolant by controlling the amount of coolant which can go through the bypass line (32) instead of through keel
cooler tubes (33). The coolant which goes through bypass line (32) is hot. It mixes with the coolant from keel
cooler tubes (33) as it goes to the inlet for auxiliary pump (21). When bypass valve (32) is correctly adjusted, the
coolant temperature is as cool as possible without having condensation inside the aftercooler. (Condensation is
water which comes out of the air when the air comes in contact with a cool surface.) This adjustment gives the
engine the coolest inlet air for use at maximum horsepower ratings.
Water pump (28) for this circuit is on the left front side of the engine. It is gear driven by the timing gears. Coolant
from the bottom of expansion tank (2) goes to the water pump inlet. The rotation of the impeller in water pump
(28) pushes the coolant through the circuit.
All of the coolant flow from water pump (28) in this circuit, goes through engine oil cooler (22). Bonnet (18) on
the outlet side of engine oil cooler (22) connects to the side of cylinder block (4).
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On engines with an auxiliary oil cooler (23), a different bonnet (18) is on the engine oil cooler (22). This bonnet
(18) sends the coolant flow through auxiliary oil cooler (23) which is for attachments such as torque converters or
marine gears. The flow goes through one side on the way in.
At the bottom of auxiliary oil cooler (23) the flow turns and goes back up through the other side and into bonnet
(18) again. Bonnet (18) sends the coolant into cylinder block (4).
Some of the coolant which goes through bonnet (18) is sent through inlet line (20) to the bottom of the water
cooled turbocharger (11) at the rear of the engine. This coolant goes up through the water cooled turbocharger and
out at the top through outlet line (9). Outlet line (9) connects to the top of water cooled manifold (6) near the rear
of the engine. The coolant goes through water cooled manifold (6) to the front of the engine. At the front of the
engine, the coolant goes through outlet line (7) and into regulator housing (8) where the coolant mixes with the
coolant from cylinder head (5).
Inside cylinder block (4) the coolant goes around the cylinder liners and up through the water directors into
cylinder head (5). The water directors send the flow of coolant around the valves and the passages for exhaust
gases in cylinder head (5). The coolant goes to the front of cylinder head (5). Here the water temperature regulator
controls the direction of the flow. If the coolant temperature is less than normal for engine operation, the water
temperature regulator is closed. The only way for the coolant to get out of cylinder head (5) is through internal
bypass (shunt) line (27). The coolant from this line goes into water pump (28) which pushes it through the cooling
system again. The coolant from internal bypass (shunt) line (27) also works to prevent cavitation (air bubbles in
the coolant). When the coolant gets to the correct temperature, the water temperature regulator opens and the
coolant flow is divided. Some goes through keel cooler tubes (26) for cooling. The rest goes through internal
bypass (shunt) line (27) to water pump (28). The proportion of the two flows is controlled by the water temperature
regulator.
NOTE: The water temperature regulator is an important part of the cooling system. It divides the coolant flow
between keel cooler tubes (26) and internal bypass (27), as necessary, to maintain the correct operating
temperature. If the regulator is not installed, there is no mechanical control, and most of the coolant will take the
path of least resistance thru internal bypass line (27). This will cause the engine to overheat in hot weather. In cold
weather, even the small amount of coolant that goes thru the keel cooler tubes (26) is too much, and the engine will
not get up to normal operating temperature.
Internal bypass (shunt) line (27) has another function when the cooling system is being filled. It lets the coolant go
into cylinder head (5) and cylinder block (4) without going through water pump (28).
Keel cooler tubes (26) are normally installed on the bottom of the hull. They are usually made of a metal which has
resistance to corrosion because they give off heat from the engine coolant to the sea water which the hull is in. The
efficiency of this action is in relation to: the surface area of keel cooler tubes (26), the rate at which sea water goes
around the outside of keel cooler tubes (26), the temperature of the sea water, and the rate of flow of the engine
coolant through keel cooler tubes (26).
After going through keel cooler tubes (26), the coolant goes to an expansion tank (2). Expansion tank (2) is a
reservoir for the coolant. It is the highest place in the cooling circuit. It is the place where the volume of the
coolant can change because of heating or cooling without causing too much or too little coolant for the cooling
system. Expansion tank (2) has a pressure cap (3) to control the pressure in the cooling system for better operation.
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COOLANT FLOW FOR HEAT EXCHANGER COOLING SYSTEM
1. Heat exchanger. 2. Expansion tank. 3. Pressure cap. 4. Vent line. 5. Inlet line. 6. Water cooled manifold or water cooled
shield for manifold. 7. Outlet line. 8. Outlet line. 9. Block. 10. Return line. 11. Water cooled shield for turbocharger. 12.
Cylinder head. 13. Cylinder block. 14. Bonnet. 15. Oil cooler for torque converter or marine gear. 16. Sea water outlet. 17.
Supply line to water pump. 18. Supply line. 19. Water pump. 20. Internal bypass (shunt) line. 21. Sea water inlet. 22. Sea
water pump. 23. Engine oil cooler.
Water pump (19) is on the left front side of the engine. It is gear driven by the timing gears. Coolant from the
bottom of expansion tank (2) goes to the water pump inlet. The rotation of the impeller in water pump (19) pushes
the coolant through the system.
All of the coolant flow from water pump (19) in the standard system, goes through engine oil cooler (23). Bonnet
(14) on the outlet side of engine oil cooler (23) connects to the side of cylinder block (13).
On engines with an additional oil cooler (15), a different bonnet (14) is on engine oil cooler (23). This bonnet (14)
sends the coolant flow through the other oil cooler which is for attachments such as torque converters or marine
gears. The flow goes through one side on the way into the cooler. At the bottom of the cooler the flow turns and
goes back up through the other side and into bonnet (14) again. Bonnet (14) sends the coolant into cylinder block
(13).
An engine can have a water cooled manifold or a water cooled shield for manifold (6). If it has either one of these
it can also have a water cooled shield for turbocharger (11). The coolant flow from the water pump is divided.
Some of the coolant goes through the standard system and some goes into the water cooled manifold or water
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cooled shield for manifold (6) at the front of the engine. It comes out at the rear of the engine and goes through
return line (10) to bonnet (14) on engine oil cooler (23). It mixes with the rest of the coolant from the standard
system in bonnet (14) and goes into cylinder block (13).
If the engine has a water cooled shield for turbocharger (11), the supply of coolant for it comes from the bottom of
the rear end of the water cooled manifold or water cooled shield for manifold (6). The coolant goes through the
water cooled shield for turbocharger (11). It goes out through outlet line (8) to block (9) at the top of the water
cooled manifold or water cooled shield for manifold (6). In block (9) it mixes with the rest of the coolant on the
way to bonnet (14).
Inside cylinder block (13) the coolant goes around the cylinder liners and up through the water directors into
cylinder head (12). The water directors send the flow of coolant around the valves and the passages for exhaust
gases in cylinder head (12). The coolant goes to the front of cylinder head (12). Here the water temperature
regulator controls the direction of the flow. If the coolant temperature is less than normal for engine operation, the
water temperature regulator is closed. The only way for the coolant to get out of cylinder head (12) is through
internal bypass (shunt) line (20). The coolant from this line goes into water pump (19) which pushes it through the
cooling system again. The coolant from internal bypass (shunt) line (20) also works to prevent cavitation (air
bubbles in the coolant). When the coolant gets to the correct temperature, the water temperature regulator opens
and coolant flow is divided. Some goes through expansion tank (2) and around heat exchanger (1), for cooling.
The rest goes through internal bypass (shunt) line (20) to water pump (19). The proportion of the two flows is
controlled by the water temperature regulator.
NOTE: The water temperature regulator is an important part of the cooling system. It divides the coolant flow
between heat exchanger (1) and internal bypass (20), as necessary, to maintain the correct operating temperature. If
the regulator is not installed, there is no mechanical control, and most of the coolant will take the path of least
resistance thru internal bypass line (20). This will cause the engine to overheat in hot weather. In cold weather,
even the small amount of coolant that goes thru heat exchanger (1) is too much, and the engine will not get up to
normal operating temperature.
Internal bypass (shunt) line (20) has another function when the cooling system is being filled. It lets the coolant go
into cylinder head (12) and cylinder block (13) without going through water pump (19).
The coolant flow from the engine goes through outlet line (7) to expansion tank (2) and heat exchanger (1). Heat
exchanger (1) is cooled by sea water sent by sea water pump (22) through supply line (18). The sea water cools the
engine coolant in expansion tank (2) and goes out through sea water outlet (16).
Expansion tank (2) is the reservoir for the cooling system. It is the highest place in the cooling system. It is the
place where the volume of the coolant can change because of heating or cooling without causing too much or too
little coolant for the cooling system. Expansion tank (2) has a pressure cap (3) to control the pressure in the cooling
system for better operation.
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COOLING SYSTEM SCHEMATIC
1. Heat exchanger. 2. Expansion tank. 3. Pressure cap. 4. Vent line. 5. Outlet line. 6. Outlet line. 7. Regulator housing. 8.
Aftercooler inlet line. 9. Water cooled manifold. 10. Outlet line. 11. Water cooled turbocharger. 12. Aftercooler housing. 13.
Cylinder head. 14. Aftercooler outlet line. 15. Internal bypass (shunt) line. 16. Turbocharger inlet line. 17. Cylinder block.
18. Outlet line. 19. Bonnet. 20. Inlet line. 21. Inlet line. 22. Water pump. 23. Sea water pump. 24. Engine oil cooler. 25.
Auxiliary oil cooler. 26. Outlet for sea water circuit. 27. Bypass valve. 28. Bypass line. 29. Duplex strainer. 30. Inlet for sea
water circuit.
This cooling system has two circuits which work together. The engine coolant (jacket water) circuit cools the
aftercooler, the engine and the auxiliary oil cooler. The coolant from this circuit can go through expansion tank (2).
In expansion tank (2) this coolant goes around the tubes of heat exchanger (1) while the coolant from the sea water
circuit goes through the tubes. In this way the sea water cools the engine coolant (jacket water). The sea water goes
through heat exchanger (1) when the engine is running. The engine coolant (jacket water) only goes through
expansion tank (2) and around the tubes of heat exchanger (1) when the water temperature regulator in the engine
is open.
The sea water comes in through inlet (30). Sea water pump (21) is driven by the timing gears. The location of sea
water pump (23) is on the left front side of the engine below engine oil cooler (24). Rotation of the impeller pushes
the sea water through inlet line (21) to heat exchanger (1). In heat exchanger (1) the sea water goes through the
tubes and out through outlet line (18) and outlet (26). The engine coolant (jacket water) goes through expansion
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tank (2) and around the tubes of heat exchanger (1). This cools the engine coolant (jacket water).
Water pump (22) for this circuit is on the left front side of the engine. It is gear driven by the timing gears. Coolant
from expansion tank (2) goes through inlet line (20) to the water pump inlet. The rotation of the impeller in water
pump (22) pushes the coolant (jacket water) through the circuit.
The coolant flow from water pump (22) is divided. Some of the coolant flow goes through engine oil cooler (24).
The remainder of the coolant flow goes through aftercooler inlet line (8) into the core of the aftercooler. The core
of the aftercooler is a group of tubes. These tubes are in a position inside aftercooler housing (12). The coolant
goes through the tubes. This inlet air for the engine goes around the tubes. This cools the inlet air. The coolant
comes out at the rear of the engine and goes through aftercooler outlet line (14) to bonnet (19). In bonnet (19) the
coolant flow mixes with the coolant flow from engine oil cooler (24).
The coolant flow which comes through engine oil cooler (24) goes through bonnet (19). If the engine has a water
cooled turbocharger (11), some of the coolant flow from engine oil cooler (24) goes through turbocharger inlet line
(16). The coolant flow goes in at the bottom of water cooled turbocharger (11) and comes out at the top. It goes
through outlet line (10) to the top of water cooled manifold (9). It goes through water cooled manifold (9) to the
front of the engine. It comes out through outlet line (6) and goes into regulator housing (7). The coolant flow mixes
with the rest of the coolant from the engine.
The remainder of coolant flow through bonnet (19) goes into one side of auxiliary oil cooler (25). At the bottom
the coolant flow turns and goes up the other side of auxiliary oil cooler (25) and into bonnet (19) again. Bonnet
(19) sends this flow into cylinder block (17).
Inside cylinder block (17) the coolant goes around the cylinder liners and up through the water directors into
cylinder head (13). The water directors send the flow of coolant around the valves and the passages for exhaust
gases in cylinder head (13). The coolant goes to the front of cylinder head (13). Here the water temperature
regulator controls the direction of the flow. If the coolant temperature is less than normal for engine operation, the
water temperature regulator is closed. The only way for the coolant to get out of cylinder head (13) is through
internal bypass (shunt) line (15). The coolant from this line goes into water pump (22) which pushes it through the
cooling system again. The coolant from internal bypass (shunt) line (15) also works to prevent cavitation (air
bubbles in the coolant). When the coolant gets to the correct temperature, the water temperature regulator opens
and coolant flow is divided. Some goes through expansion tank (2) and around heat exchanger (1) for cooling. The
rest goes through internal bypass (shunt) line (15) to water pump (22). The proportion of the two flows is
controlled by the water temperature regulator.
NOTE: The water temperature regulator is an important part of the cooling system. It divides the coolant flow
between heat exchanger (1) and internal bypass (15), as necessary, to maintain the correct operating temperature. If
the regulator is not installed, there is no mechanical control, and most of the coolant will take the path of least
resistance thru internal bypass line (15). This will cause the engine to overheat in hot weather. In cold weather,
even the small amount of coolant that goes thru heat exchanger (1) is too much, and the engine will not get up to
normal operating temperature.
Internal bypass (shunt) line (15) has another function when the cooling system is being filled. It lets the coolant go
into cylinder head (13) and cylinder block (17) without going through water pump (22).
The coolant flow from the engine goes through outlet line (5) to expansion tank (2) and heat exchanger (1). Heat
exchanger (1) is cooled by sea water sent by sea water pump (23) through inlet line (21). The sea water cools the
engine coolant in expansion tank (2) and goes out through the outlet for sea water circuit (26).
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Expansion tank (2) is the reservoir for the cooling system. It is the highest place in the cooling system. It is the
place where the volume of the coolant can change because of heating or cooling without causing too much or too
little coolant for the cooling system. Expansion tank (2) has a pressure cap (3) to control the pressure in the cooling
system for better operation.
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This cooling system has two cooling circuits. One of these circuits is the engine coolant (jacket water) circuit.
Normally this circuit cools the engine and attachments. The other circuit is the sea water circuit. In this system the
sea water cools the aftercooler before it goes to heat exchanger (1) in expansion tank (2). In expansion tank (2),
heat exchanger (1) cools the coolant from the engine coolant (jacket water) circuit.
The sea water comes in through inlet (30). Sea water pump (21) is driven by the timing gears. The location of sea
water pump (21) is on the left front side of the engine below engine oil cooler (22). Rotation of the impeller pushes
the sea water through aftercooler inlet line (13) to the rear of the engine. Aftercooler inlet line (13) connects to the
aftercooler core. The core of the aftercooler is a group of tubes. These tubes are in a position inside aftercooler
housing (12). The sea water goes through the tubes. The inlet air for the engine goes around the tubes. This cools
the inlet air for the engine. The sea water comes out at the front of the engine. The sea water goes through
aftercooler outlet line (8) to heat exchanger (1). Inside heat exchanger (1), the sea water goes through the tubes.
The engine coolant (jacket water) goes through expansion tank (2) around the tubes of heat exchanger (1). This
cools the engine coolant (jacket water). The sea water comes out of heat exchanger (1) through outlet line (17).
Outlet line (17) sends the sea water through the outlet for sea water circuit (25).
This system can have duplex strainer (29) installed as shown. Duplex strainer (29) has two sides. Each side has a
strainer which is large enough for the full flow of the sea water circuit. When the pressure drop across one of the
strainers starts to get an increase, the full flow can be changed to the other strainer without stopping the engine.
Many cooling systems have a bypass valve (27) and a bypass line (26) installed as shown. Bypass valve (27) can
be manually adjusted or automatically adjusted. Both kinds of valves have the same function. They work to control
the minimum temperature of the sea water which goes through the aftercooler. The sea water going through outlet
line (17) is hot. Bypass valve (27) controls the amount of the hot sea water which goes through bypass line (26).
The hot sea water from bypass line (26) mixes with the sea water from the inlet for sea water circuit (30) as it goes
to the inlet line (28) of sea water pump (21). When bypass valve (27) is correctly adjusted, the temperature of the
sea water going into the aftercooler is as cool as possible without having condensation inside the aftercooler.
(Condensation is water which comes out of the air when the air comes in contact with a cool surface.) This
adjustment gives the engine the coolest inlet air for use at maximum horsepower ratings.
Water pump (20) for this circuit is on the left front side of the engine. It is gear driven by the timing gears. Coolant
from expansion tank (2) goes through inlet line (19) to the water pump inlet. The rotation of the impeller in water
pump (20) pushes the coolant (jacket water) through the circuit.
The coolant flow from water pump (20) goes through engine oil cooler (22) and bonnet (24). Bonnet (24) is on the
outlet side of engine oil cooler (22) and connects to the side of cylinder block (16). On engines with auxiliary oil
cooler (23), a different bonnet (24) is on the outlet of engine oil cooler (22). This bonnet (24) sends the coolant
into one side of auxiliary oil cooler (23). At the bottom the coolant flow turns and goes up the other side of
auxiliary oil cooler (23) and into bonnet (24) again. Then bonnet (24) sends this flow into cylinder block (16).
On engines with a water cooled turbocharger (11) some of the coolant in bonnet (24) goes through turbocharger
inlet line (14). This coolant goes in at the bottom of water cooled turbocharger (11). The coolant goes up through
water cooled turbocharger (11) and out through outlet line (10). Outlet line (10) sends the coolant into water
cooled manifold (9) at the rear of the engine. The coolant goes through water cooled manifold (9) to the front of
the engine. At the front of the engine the coolant comes out through outlet line (6) and goes into regulator housing
(7). Inside regulator housing (7) the coolant mixes with the remainder of the coolant in cylinder head (15).
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Inside cylinder block (16) the coolant goes around the cylinder lines and up through the water directors into
cylinder head (15). The water directors send the flow of coolant around the valves and the passages for exhaust
gases in cylinder head (15). The coolant goes to the front of cylinder head (15). Here the water temperature
regulator controls the direction of the flow. If the coolant temperature is less than normal for engine operation, the
water temperature regulator is closed. The only way for the coolant to get out of cylinder head (15) is through
internal bypass (shunt) line (18). The coolant from this line goes into water pump (20) which pushes it through the
cooling system again. The coolant from internal bypass (shunt) line (18) also works to prevent cavitation (air
bubbles in the coolant). When the coolant gets to the correct temperature, the water temperature regulator opens
and coolant flow is divided. Some goes through expansion tank (2) and around heat exchanger (1) for cooling. The
rest goes through internal bypass (shunt) line (18) to water pump (20). The proportion of the two flows is
controlled by the water temperature regulator.
NOTE: The water temperature regulator is an important part of the cooling system. It divides the coolant flow
between heat exchanger (1) and internal bypass (18), as necessary, to maintain the correct operating temperature. If
the regulator is not installed, there is no mechanical control, and most of the coolant will take the path of least
resistance thru internal bypass line (18). This will cause the engine to overheat in hot weather. In cold weather,
even the small amount of coolant that goes thru heat exchanger (1) is too much, and the engine will not get up to
normal operating temperature.
Internal bypass (shunt) line (18) has another function when the cooling system is being filled. It lets the coolant go
into cylinder head (15) and cylinder block (16) without going through water pump (20).
The coolant flow from the engine goes through outlet line (5) to expansion tank (2) and heat exchanger (1). Heat
exchanger (1) is cooled by sea water from sea water pump (21) through aftercooler (12) and inlet line (28). The sea
water cools the engine coolant (jacket water) in expansion tank (2) and goes out through sea water outlet (25).
Expansion tank (2) is the reservoir for the cooling system. It is the highest place in the cooling system. It is the
place where the volume of the coolant can change because of heating or cooling without causing too much or too
little coolant for the cooling system. Expansion tank (2) has a pressure cap (3) to control the pressure in the cooling
system for better operation.
Water Pump
The centrifugal-type water pump has two seals, one prevents leakage of water and the other prevents leakage of
lubricant.
An opening in the bottom of the pump housing allows any leakage at the water seal or the rear bearing oil seal to
escape.
Fan
The fan is driven by two V-belts, from a pulley on the crankshaft. Belt tension is adjusted by moving the clamp
assembly which includes the fan mounting and pulley.
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COOLANT FLOW IN AIR COMPRESSOR
1. Outlet hose. 2. Air compressor. 3. Inlet hose.
The coolant for the air compressor (2) comes from the cylinder block through hose (3) and into the air compressor.
The coolant goes from the air compressor through hose (1) back into the front of the cylinder head.
Basic Block
Cylinder Block And Liners
A steel spacer plate is used between the cylinder head and the block to eliminate liner counterbore and to provide
maximum liner flange support area (the liner flange sits directly on the cylinder block).
Engine coolant flows around the liners to cool them. Three O-ring seals at the bottom and a filler band at the top of
each cylinder liner form a seal between the liner and the cylinder block.
The oil ring is a standard (conventional) type and is spring loaded. Holes in the oil ring groove provide for the
return of oil to the crankcase.
The full-floating piston pin is held in place by two snap rings which fit in grooves in the pin bore.
Piston cooling jets, located on the cylinder block main bearing supports, throw oil to cool and give lubrication to
the piston components and cylinder walls.
Crankshaft
The crankshaft changes the combustion forces in the cylinders into usable rotating torque which powers the
machine. There is a timing gear at each end of the crankshaft which drives the respective timing gears.
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The bearing surfaces on the crankshaft get oil for lubrication through passages drilled in the crankshaft.
Vibration Damper
The twisting of the crankshaft, due to the regular power impacts along its length, is called twisting (torsional)
vibration. The vibration damper is installed on the front end of the crankshaft. It is used for reduction of torsional
vibrations and stops the vibration from building up to amounts that cause damage.
The rubber damper is made of a flywheel ring (1) connected to an inner hub (3) by a rubber ring (2). The rubber
makes a flexible coupling between the flywheel ring and the inner hub.
The viscous damper is made of a weight (1) in a metal case (3). The small space (2) between the case and weight is
filled with a thick fluid. The fluid permits the weight to move in the case to cause a reduction of vibrations of the
crankshaft.
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CROSS SECTION OF A TYPICAL VISCOUS VIBRATION DAMPER
1. Solid cast iron weight. 2. Space between weight and case. 3. Case.
Electrical System
The electrical system has three separate circuits: the charging circuit, the starting circuit and the low amperage
circuit. Some of the electrical system components are used in more than one circuit. The battery (batteries),
disconnect switch, circuit breaker, ammeter, cables and wires from the battery are all common in each of the
circuits.
The charging circuit is in operation when the engine is running. An alternator makes electricity for the charging
circuit. A voltage regulator in the circuit controls the electrical output to keep the battery at full charge.
NOTICE
The disconnect switch, if so equipped, must be in the ON position to let the
electrical system function. There will be damage to some of the charging circuit
components if the engine is running with the disconnect switch in the OFF
position.
If the engine has a disconnect switch, the starting circuit can operate only after the disconnect switch is put in the
ON position.
The starting circuit is in operation only when the start switch is activated.
The starting circuit can have a glow plug for each cylinder. Glow plugs are small heating units in the
precombustion chambers. Glow plugs make ignition of the fuel easier when the engine is started in cold
temperatures.
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The low amperage circuit and the charging circuit are both connected through the ammeter. The starting circuit is
not connected through the ammeter.
Alternator (Delco-Remy)
The alternator is driven by V-type belts from the crankshaft pulley. This alternator is a three phase, self-rectifying
charging unit, and the regulator is part of the alternator.
This alternator design has no need for slip rings or brushes, and the only part that has movement is the rotor
assembly. All conductors that carry current are stationary. The conductors are: the field winding, stator windings,
six rectifying diodes, and the regulator circuit components.
The rotor assembly has many magnetic poles like fingers with air space between each opposite pole. The poles
have residual magnetism (like permanent magnets) that produce a small amount of magnet-like lines of force
(magnetic field) between the poles. As the rotor assembly begins to turn between the field winding and the stator
windings, a small amount of alternating current (AC) is produced in the stator windings from the small magnetic
lines of force made by the residual magnetism of the poles. This AC current is changed to direct current (DC)
when it passes through the diodes of the rectifier bridge. Most of this current goes to charge the battery and to
supply the low amperage circuit, and the remainder is sent on to the field windings. The DC current flow through
the field windings (wires around an iron core) now increases the strength of the magnetic lines of force. These
stronger lines of force now increase the amount of AC current produced in the stator windings. The increased
speed of the rotor assembly also increases the current and voltage output of the alternator.
The voltage regulator is a solid state (transistor, stationary parts) electronic switch. It feels the voltage in the
system and switches on and off many times a second to control the field current (DC current to the field windings)
for the alternator to make the needed voltage output.
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DELCO-REMY ALTERNATOR (Typical Example)
1. Regulator. 2. Roller bearing. 3. Stator winding. 4. Ball bearing. 5. Rectifier bridge. 6. Field winding. 7. Rotor assembly. 8.
Fan.
Alternator (Motorola)
The alternator is a three phase, self-rectifying charging unit that is driven by V-type belts. The only part of the
alternator that has movement is the rotor assembly. Rotor assembly (4) is held in position by a ball bearing at each
end of the rotor shaft.
The alternator is made up of a front frame at the drive end, rotor assembly (4), stator assembly (3), rectifier
assembly, brushes and holder assembly (5), slip rings (1) and rear end frame. Fan (2) provides heat removal by the
movement of air thru the alternator.
Rotor assembly (4) has field windings (wires around an iron core) that make magnetic lines of force when direct
current (DC) flows thru them. As the rotor assembly turns, the magnetic lines of force are broken by stator
assembly (3). This makes alternator current (AC) in the stator. The rectifier assembly has diodes that change the
alternating current (AC) from the stator to direct current (DC). Most of the DC current goes to charge the battery
and make a supply for the low amperage circuit. The remainder of the DC current is sent to the field windings thru
the brushes.
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ALTERNATOR
1. Slip rings. 2. Fan. 3. Stator assembly. 4. Rotor assembly. 5. Brush and holder assembly.
The voltage regulator is not fastened to the alternator, but is mounted separately and is connected to the alternator
with wires. The regulator is a solid state (transistor, stationary parts) electronic switch. It feels the voltage in the
system and switches on and off many times a second to control the field current (DC current to the field windings)
for the alternator to make the needed voltage output. There is a voltage adjustment for this regulator to change the
alternator output.
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ALTERNATOR REGULATOR (MOTOROLA)
1. Cap for adjustment screw.
Starter Motor
The starter motor is used to turn the engine flywheel fast enough to get the engine running.
STARTER MOTOR
1. Field. 2. Solenoid. 3. Clutch. 4. Pinion. 5. Comutator. 6. Brush assembly. 7. Armature.
The starter motor has a solenoid. When the start switch is activated, electricity from the electrical system will
cause the solenoid to move the starter pinion to engage with the ring gear on the flywheel of the engine. The starter
pinion will engage with the ring gear before the electric contacts in the solenoid close the circuit between the
battery and the starter motor. When the start switch is released, the starter pinion will move away from the ring
gear of the flywheel.
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Solenoid
SCHEMATIC OF A SOLENOID
1. Coil. 2. Switch terminal. 3. Battery terminal. 4. Contacts. 5. Spring. 6. Core. 7. Component terminal.
A solenoid is a magnetic switch that uses low current to close a high current circuit. The solenoid has an
electromagnet with a core (6) which moves.
There are contacts (4) on the end of core (6). The contacts are held in the open position by spring (5) that pushes
core (6) from the magnetic center of coil (1). Low current will energize coil (1) and make a magnetic field. The
magnetic field pulls core (6) to the center of coil (1) and the contacts close.
Magnetic Switch
A magnetic switch (relay) is used sometimes for the starter solenoid or glow plug circuit. Its operation electrically,
is the same as the solenoid. Its function is to reduce the low current load on the start switch and control low current
to the starter solenoid or high current to the glow plugs.
Other Components
Circuit Breaker
The circuit breaker is a safety switch that opens the battery circuit if the current in the electrical system goes higher
than the rating of the circuit breaker.
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CIRCUIT BREAKER SCHEMATIC
1. Reset button. 2. Disc in open position. 3. Contacts. 4. Disc. 5. Battery circuit terminals.
A heat activated metal disc with a contact point completes the electric circuit through the circuit breaker. If the
current in the electrical system gets too high, it causes the metal disc to get hot. This heat causes a distortion of the
metal disc which opens the contacts and breaks the circuit. A circuit breaker that is open can be reset after it cools.
Push the reset button to close the contacts and reset the circuit breaker.
Shutoff Solenoid
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ACTIVATE TO SHUTOFF SOLENOID
When activated, the activate to shutoff solenoid moves the fuel control shaft to the fuel off position. The solenoid
can be activated by any one of several sources. The most common is the manually operated momentary switch
activated by the operator.
When shut off, the activate to run shutoff solenoid moves the fuel control shaft to the fuel off position. The
solenoid can be shut off by any one of several sources. The most common is the manually operated key switch
activated by the operator.
Wiring Diagrams
There are many wiring diagrams for these engines. The diagrams are together by the type of electrical system. The
diagrams for the charging systems are together by the alternator type.
ALL of the diagrams are usable for 12, 24, 30 and 32 volt systems.
These engines can have electric, air, or hydraulic starting and charging systems. These engines can also have
combinations of these systems. Be sure that the diagram is correct for the engine.
NOTE: Automatic Start-Stop systems use different wiring diagrams. Make reference to the Service Manual for the
generator or to the books for the attachments for this information.
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The chart gives the correct wire sizes and color codes. All wires marked #Y will be #10 wire.
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CHARGING SYSTEM
1. Ammeter. 2. Alternator. 3. Battery.
CHARGING SYSTEM WITH GLOW PLUGS (Optional Circuit For Completely Insulated System)
1. Heat-Start switch. 2. Magnetic switch (two). 3. Glow plugs. 4. Ammeter. 5. Battery. 6. Alternator.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR
1. Start switch. 2. Ammeter. 3. Alternator. 4. Battery. 5. Starting motor.
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CHARGING SYSTEM WITH GLOW PLUGS (Standard Circuit)
1. Heat-Start switch. 2. Magnetic switch. 3. Glow plugs. 4. Ammeter. 5. Battery. 6. Alternator.
NOTE: If the standard circuit has a problem with electrolysis, or radio or other electrical interference, install
another magnetic switch (2) as shown in the Optional Circuit For Completely Insulated System.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR AND GLOW PLUGS (Optional Circuit For Completely
Insulated System)
1. Heat-Start switch. 2. Magnetic switch (two). 3. Glow plugs. 4. Ammeter. 5. Battery. 6. Starting motor. 7. Alternator.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR AND GLOW PLUGS (Standard Circuit)
1. Heat-Start switch. 2. Magnetic switch. 3. Glow plugs. 4. Ammeter. 5. Battery. 6. Starting motor. 7. Alternator.
NOTE: If the Standard Circuit has a problem with electrolysis or radio or other electrical interference, install
another magnetic switch (2) as shown in the Optional Circuit For Completely Insulated System.
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CHARGING SYSTEM
1. Ammeter. 2. Regulator. 3. Battery. 4. Pressure switch. 5. Alternator.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR
1. Start switch. 2. Ammeter. 3. Regulator. 4. Starting motor. 5. Battery. 6. Pressure switch. 7. Alternator.
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CHARGING SYSTEM WITH GLOW PLUGS
1. Heat-Start switch. 2. Magnetic switch. 3. Glow plugs. 4. Ammeter. 5. Regulator. 6. Battery. 7. Pressure switch. 8.
Alternator.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR AND GLOW PLUGS
1. Heat-Start switch. 2. Magnetic switch. 3. Glow plugs. 4. Ammeter. 5. Regulator. 6. Battery. 7. Starting motor. 8. Pressure
switch. 9. Alternator.
(Motorola)
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CHARGING SYSTEM
1. Ammeter. 2. Regulator. 3. Pressure switch (N.O.). 4. Resistor (installed only on 30 and 32 volt systems. On 12 and 24 volt
systems, the alternator and regulator are connected without the resistor). 5. Battery. 6. Alternator.
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CHARGING SYSTEM WITH ELECTRICAL STARTING MOTOR
1. Start switch. 2. Ammeter. 3. Regulator. 4. Starting motor. 5. Pressure switch (N.O.). 6. Resistor (installed only on 30 and
32 volt systems. On 12 and 24 volt systems, the alternator and regulator are connected without the resistor). 7. Battery. 8.
Alternator.
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CHARGING SYSTEM WITH GLOW PLUGS
1. Heat-Start switch. 2. Magnetic switch (two). 3. Glow plugs. 4. Ammeter. 5. Regulator. 6. Pressure switch (N.O.). 7.
Resistor (installed only on 30 and 32 volt systems. On 12 and 24 volt systems, the alternator and regulator are connected
without the resistor). 8. Battery. 9. Alternator.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR AND GLOW PLUGS
1. Heat-Start switch. 2. Magnetic switch (two). 3. Glow plugs. 4. Regulator. 5. Starting motor. 6. Ammeter. 7. Pressure
switch (N.O.). 8. Resistor (installed only on 30 and 32 volt systems. On 12 and 24 volt systems, the alternator and regulator
are connected without the resistor). 9. Battery. 10. Alternator.
(Starting Systems)
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STARTING SYSTEM
1. Start switch. 2. Starting motor. 3. Battery.
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STARTING SYSTEM WITH GLOW PLUGS
1. Heat-Start switch. 2. Magnetic switch (two). 3. Glow plugs. 4. Starting motor. 5. Battery.
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CHARGING SYSTEM
1. Ammeter. 2. Alternator. 3. Battery.
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CHARGING SYSTEM WITH GLOW PLUGS
1. Heat-Start switch. 2. Ammeter. 3. Glow plugs. 4. Battery. 5. Alternator.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR
1. Start switch. 2. Ammeter. 3. Alternator. 4. Battery. 5. Starting motor.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR AND GLOW PLUGS
1. Heat-Start switch. 2. Ammeter. 3. Glow plugs. 4. Battery. 5. Starting motor. 6. Alternator.
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CHARGING SYSTEM
1. Ammeter. 2. Regulator. 3. Battery. 4. Pressure switch. 5. Alternator.
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CHARGING SYSTEM WITH GLOW PLUGS
1. Heat-Start switch. 2. Ammeter. 3. Glow plugs. 4. Regulator. 5. Battery. 6. Pressure switch. 7. Alternator.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR
1. Start switch. 2. Ammeter. 3. Regulator. 4. Starting motor. 5. Battery. 6. Pressure switch. 7. Alternator.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR AND GLOW PLUGS
1. Heat-Start switch. 2. Ammeter. 3. Glow plugs. 4. Regulator. 5. Battery. 6. Starting motor. 7. Pressure switch. 8.
Alternator.
(Motorola)
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CHARGING SYSTEM
1. Ammeter. 2. Regulator. 3. Pressure switch (N.O.). 4. Resistor (installed only on 30 and 32 volt systems. On 12 and 24 volt
systems, the alternator and regulator are connected without the resistor). 5. Battery. 6. Alternator.
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CHARGING SYSTEM WITH GLOW PLUGS
1. Heat-Start switch. 2. Glow plugs. 3. Ammeter. 4. Regulator. 5. Pressure switch (N.O.). 6. Resistor (installed only on 30
and 32 volt systems. On 12 and 24 volt systems, the alternator and regulator are connected without the resistor). 7. Battery.
8. Alternator.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR
1. Start switch. 2. Ammeter. 3. Regulator. 4. Starting motor. 5. Pressure switch (N.O.). 6. Resistor (installed only on 30 and
32 volt systems. On 12 and 24 volt systems, the alternator and regulator are connected without the resistor). 7. Battery. 8.
Alternator.
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CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR AND GLOW PLUGS
1. Heat-Start switch. 2. Glow plugs. 3. Ammeter. 4. Regulator. 5. Starting motor. 6. Pressure switch (N.O.). 7. Resistor
(installed only on 30 and 32 volt systems. On 12 and 24 volt systems, the alternator and regulator are connected without the
resistor). 8. Battery. 9. Alternator.
(Starting Systems)
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STARTING SYSTEM
1. Start switch. 2. Starting motor. 3. Battery.
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STARTING SYSTEM WITH GLOW PLUGS
1. Heat-Start switch. 2. Glow plugs. 3. Starting motor. 4. Battery.
The air starting motor is on the right side of the engine. Normally the air for the starting motor is from a storage
tank which is filled by an air compressor installed on the left front of the engine. The air storage tank holds 10.5
cu. ft. (297 liter) of air at 250 psi (1720 kPa) when filled.
For engines which do not have heavy loads when starting, the regulator setting is approximately 100 psi (690 kPa).
This setting gives a good relationship between cranking speeds fast enough for easy starting and the length of time
the air starting motor can turn the engine before the air supply is gone.
If the engine has a heavy load which can not be disconnected during starting, the setting of the air pressure
regulating valve needs to be higher in order to get high enough speed for easy starting.
The air consumption is directly related to speed, the air pressure is related to the effort necessary to turn the engine
flywheel. The setting of the air pressure regulator can be up to 150 psi (1030 kPa) if necessary to get the correct
cranking speed for a heavily loaded engine. With the correct setting, the air starting motor can turn the heavily
loaded engine as fast and as long as it can turn a lightly loaded engine.
Other air supplies can be used if they have the correct pressure and volume. For good life of the air starting motor,
the supply should be free of dirt and water. The maximum pressure for use in the air starting motor is 150 psi
(1030 kPa). Higher pressures can cause safety problems. The 1L5011 Regulating and Pressure Reducing Valve
Group has the correct characteristics for use with the air starting motor. Most other types of regulators do not have
the correct characteristics. Do not use a different style of valve in its place.
The air from the supply goes to relay valve (3). The starter control valve (1) is connected to the line before the
relay valve (3). The flow of air is stopped by the relay valve (3) until the starter control valve (1) is activated. Then
air from the starter control valve (1) goes to the piston (10) behind the pinion (8) for the starter. The air pressure on
the piston (10) puts the spring (11) in compression and puts the pinion (8) in engagement with the flywheel gear.
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When the pinion is in engagement, air can go out through another line to the relay valve (3). The air activates the
relay valve (3) which opens the supply line to the air starting motor.
The flow of air goes through the oiler (2) where it picks up lubrication oil for the air starting motor.
The air with lubrication oil goes into the air motor. The pressure of the air pushes against the vanes (7) in the rotor
(6). This turns the rotor which is connected by gears (9) to the starter pinion (8) which turns the engine flywheel.
When the engine starts running the flywheel will start to turn faster than the starter pinion (8). The pinion (8)
retracts under this condition. This prevents damage to the motor, pinion (8) or flywheel gear.
When the starter control valve (1) is released, the air pressure and flow to the piston (10) behind the starter pinion
(8) is stopped, the pinion spring (11) retracts the pinion (8). The relay valve (3) stops the flow of air to the air
starting motor.
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The hydraulic starting motor (4) is used to turn the engine flywheel fast enough to get the engine started. When the
engine is running, the hydraulic pump (6) pushes oil through the filter (8) into the accumulator (9). The
accumulator (9) is a thick wall cylinder. It has a piston which is free to move axially in the cylinder. A charge of
nitrogen gas (N2) is sealed in one end of the cylinder by the piston. The other end of the cylinder is connected to
the hydraulic pump (6) and the hydraulic starting motor (4). The oil from the hydraulic pump (6) pushes on the
piston which puts more compression on the nitrogen gas (N2) in the cylinder. When the oil pressure gets to 3000
psi (20 700 kPa), the accumulator (9) has a full charge. At this point the piston is approximately in the middle of
the cylinder.
The unloading valve (7) feels the pressure in the accumulator (9). When the pressure is 3000 psi (20 700 kPa) the
unloading valve (7) sends the hydraulic pump (6) output back to the reservoir (1). At the same time it stops the
flow of oil from the accumulator (9) back to hydraulic pump (6). At this time there is 3000 psi (20 700 kPa)
pressure on the oil in the accumulator (9), in the line to the unloading valve (7), in the lines to the hand pump (2)
and to the hydraulic starting motor (4).
Before starting the engine, the pressure on the pressure gauge (3) should be 3000 psi (20 700 kPa). When the
starter control valve (5) is activated, the oil is pushed from the accumulator (9) by the nitrogen gas (N2). The oil
flow is through the hydraulic starting motor (4), where the energy from the compression of the fluid is changed to
mechanical energy for turning the engine flywheel.
The hydraulic starting motor is an axial piston hydraulic motor. The lever for the starter control valve pushes the
starter pinion (4) into engagement with the engine flywheel at the same time it opens the way for high pressure oil
to get into the hydraulic starting motor.
When the high pressure oil goes into the hydraulic starting motor, it goes behind a series of pistons (2) in a rotor
(1). The rotor (1) is a cylinder which is connected by splines to the drive shaft for the starter pinion (4). When the
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pistons (2) feel the force of the oil they move until they are against the thrust bearing (3). The thrust bearing (3) is
at an angle to the axis of the rotor (1). This makes the pistons (2) slide around the thrust bearing (3). As they slide,
they turn the rotor (1) which connects through the drive shaft and starter pinion (4) to the engine flywheel. The
pressure of the oil makes the rotor (1) turn very fast. This turns the engine flywheel fast enough for quick starting.
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SEBR0539-00
http://engine.od.ua
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Testing and Adjusting
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Troubleshooting
Troubleshooting can be difficult. The TROUBLESHOOTING INDEX gives a list of possible problems. To make a
repair to a problem, make reference to the cause and correction on the pages that follow.
This list of problems, causes, and corrections will only give an indication of where a possible problem can be, and
what repairs are needed. Normally, more or other repair work is needed beyond the recommendations in the list.
Remember that a problem is not normally caused only by one part, but by the relation of one part with other parts.
This list is only a guide and can not give all possible problems and corrections. The serviceman must find the
problem and its source, then make the necessary repairs.
Troubleshooting Index
1. Engine Crankshaft Will Not Turn When Start Switch Is On.
2. Engine Will Not Start.
3. Engine Misfires or Runs Rough.
4. Stall at Low rpm.
5. Sudden Changes In Engine rpm.
6. Not Enough Power.
7. Too Much Vibration.
8. Loud Combustion Noise.
9. Valve Train Noise (Clicking).
10. Oil In Cooling System.
11. Mechanical Noise (Knock) In Engine.
12. Fuel Consumption Too High.
13. Loud Valve Train Noise.
14. Too Much Valve Lash.
15. Valve Rotocoil or Spring Lock is Free.
16. Oil at the Exhaust.
17. Little or No Valve Clearance.
18. Engine Has Early Wear.
19. Coolant in Lubrication Oil.
20. Too Much Black or Gray Smoke.
21. Too Much White or Blue Smoke.
22. Engine Has Low Oil Pressure.
23. Engine Uses Too Much Lubrication Oil.
24. Engine Coolant Is Too Hot.
25. Exhaust Temperature Is Too High.
26. Starter Motor Does Not Turn.
27. Alternator Gives No Charge.
28. Alternator Charge Rate Is Low or Not Regular.
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29. Alternator Charge Is Too High.
30. Alternator Has Noise.
31. Rack Solenoid Does Not Stop Engine.
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Engine Misfires Or Runs Rough
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Stall At Low RPM
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Sudden Changes In Engine Speed (rpm)
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Too Much Vibration
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Valve Train Noise (Clicking)
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Loud Valve Train Noise
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Valve Rotocoil Or Spring Lock Is Free
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Engine Has Early Wear
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Too Much White Or Blue Smoke
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Engine Uses Too Much Lubrication Oil
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Exhaust Temperature Is Too High
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Alternator Gives No Charge
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Alternator Has Noise
Fuel System
Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.
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Many times work is done on the fuel system when the problem is really with some other part of the engine.
Finding the source of the problem is difficult, especially when smoke is coming from the exhaust. Smoke coming
from the exhaust can be caused by a bad fuel injection valve, but it can also be caused by the following:
2. 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.
3. Check the fuel lines for fuel leakage. Be sure the fuel supply line does not have a restriction or a bad bend.
4. Install a new fuel filter. Clean the primary fuel filter if so equipped.
6. Check fuel flow from orifice check valve. Flow should be about 8 oz. in 25 seconds (250 ml in 22 seconds) with
the pressure in the housing for the fuel injection pumps at 30 ± 5 psi (205 ± 35 kPa).
Run the engine at the speed that gives misfiring. Loosen the fuel line nut at a fuel injection pump. This will stop
the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is found that makes no
difference in engine misfiring. Be sure to tighten each fuel line nut after the test before the next fuel line nut is
loosened. Check each cylinder by this method. When a cylinder is found where the loosened fuel line nut does not
make a difference in engine running, test the injection pump and injection valve for that cylinder.
Each fuel injection line of an engine has a special design and must be installed in a certain location. When fuel
injection lines are removed from an engine, put identification marks or tags on the fuel lines as they are removed,
so they can be put in the correct location when they are installed.
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TIGHTENING THE NUT OF A FUEL INJECTION LINE
1. 5P144 Fuel Line Socket.
The nuts that hold a fuel injection line to an injection valve and injection pump must be kept tight. Use a torque
wrench and the 5P144 Fuel Line Socket (1) to tighten the fuel line nuts to 30 ± 5 lb. ft. (40 ± 7 N·m).
Injection Pumps
When injection pumps, sleeves and lifters are removed from the injection pump housing, keep the parts of each
pump together so they can be installed back in their original location.
Be careful when disassembling injection pumps. Do not damage the surface on the plunger. The plunger, sleeve
and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel or sleeve of another
pump. If one part is worn, install a complete new pump assembly. Be careful when putting the plunger in the bore
of the barrel or sleeve.
Be sure that all the sleeves are installed correctly on the plungers. When an injection pump is installed correctly,
the plunger is through the sleeve and the adjustment lever is engaged with the groove on the sleeve. The bushing
that holds the injection pump in the pump housing must be kept tight. Tighten the bushing to 70 ± 5 lb. ft. (95 ± 7
N·m). Damage to the housing will result if the bushing is too tight. If the bushing is not tight enough, the pump
will leak.
If the sleeves on one or more of the fuel injection pumps have been installed
wrong, it is possible for the engine to run out of control when started. When any
of the fuel injection pumps have been removed and installed with the fuel
injection pump housing on the engine, take the precautions (steps) that follow to
stop the engine if it starts to overspeed (run out of control).
--------WARNING!------
a. Remove the air cleaner leaving the air inlet pipe open as shown.
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AIR INLET PIPE
b. If the sleeve on pump has been installed wrong and the engine operates in a not regular way, put a steel plate
over the air inlet opening as shown to stop the engine.
1. Too much carbon on the tip of the nozzle or in the nozzle orifice.
Use the Caterpillar Diesel Fuel Injection Test Bench to test the nozzle.
Check the seat of the nozzle and the seat in the precombustion chamber before installing the fuel injection valve. It
is important to keep the correct torque on the nut that holds the fuel nozzle in the precombustion chamber. Tighten
the nut to 105 ± 5 lb. ft. (140 ± 7 N·m). There will be damage to the nozzle if the nut is too tight. If the nut is not
tight enough the nozzle can leak.
NOTE: The engine is seen from the flywheel end when direction of crankshaft rotation is given.
3. To find top center compression stroke for No. 1 piston, first turn the flywheel clockwise (opposite the direction
of engine rotation) approximately 30 degrees. The reason for making this step is to be sure the play is removed
from the timing gears when the engine is put on top center.
4. Turn the flywheel counterclockwise until the mark TC 1 on the flywheel is in alignment with the timing pointer
(3). The No. 1 piston is on top center.
NOTE: If the TC 1 mark on the flywheel is turned beyond the timing pointer in the flywheel housing, turn the
flywheel back (clockwise) a minimum of 30° before turning counterclockwise toward alignment again.
5. To see if No. 1 piston is on the compression stroke, look at the valves of No. 1 cylinder. The valves will be
closed if No. 1 cylinder is on the compression stroke. You should be able to move the rocker arms (4) up and down
with your hand.
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VALVE COVER REMOVED
4. Rocker arms.
6. If No. 1 piston is not on the compression stroke, turn the flywheel 360° counterclockwise and bring the TC 1 &
6 cyl. mark in alignment with the timing pointer again.
No. 1 piston at top center (TC) on the compression stroke is the starting point for all timing procedures.
NOTE: The engine is seen from the flywheel end when direction of crankshaft rotation is given.
3. To find top center (TC) compression stroke for No.1 piston, first turn the flywheel clockwise (opposite the
direction of engine rotation) approximately 30 degrees. The reason for making this step is to be sure the play is
removed from the timing gears when the engine is put on top center.
4. Remove the plug (3). Turn the flywheel counterclockwise until a 3/8" - 16NC bolt can be installed in the
flywheel through the hole in the flywheel housing. The No. 1 piston is on top center.
NOTE: If the flywheel is turned beyond the point where the 3/8"-16 NC bolt (3) can be installed in the flywheel
turn the flywheel back (clockwise) a minimum of 30° before turning counterclockwise toward alignment again.
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LOCATION OF TIMING HOLE
3. Plug.
5. To see if No.1 piston is on the compression stroke, look at the valves of No. 1 cylinder. The valves will be
closed if No. 1 cylinder is on the compression stroke. You should be able to move the rocker arms (4) up and down
with your hand.
6. If No.1 piston is not on the compression stroke, remove the 3/8"-16 NC bolt and turn the flywheel 360°
counterclockwise. Install the 3/8"-16 NC bolt as before. The No.1 piston is now at top center on the compression
stroke (TC1).
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1. Put No.1 piston at TC 1 compression position. Make reference to FINDING TOP CENTER COMPRESSION
POSITION FOR NO.1 PISTON.
3. Remove timing pin (1) from the cover of the governor housing.
TIMING PIN
1. Timing pin. 2. Bolt.
4. Put timing pin (1) in hole (3). If timing pin goes into the notch in the camshaft, the timing of the fuel injection
pump is correct.
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INSTALLING TIMING PIN
1. Timing pin. 3. Hole for timing pin.
5. If the timing pin does not go into the notch in the camshaft with the No.1 piston at top center, turn the engine
until the pin goes into the notch.
NOTE: If the engine uses a timing bolt in the flywheel, be sure to remove the timing bolt before turning the
flywheel.
COVER
4. Cover.
8. Look at the engine and the pictures which show bolt (5). The pictures show the difference between the
automatic timing advance unit and the drive gear for the fuel injection pump.
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DRIVE GEAR FOR THE FUEL INJECTION PUMP
5. Bolt.
9. Make reference to the chart for Tools Needed. Install the tooling for the engine as shown.
10. Make the automatic timing advance unit or the drive gear loose from the drive sleeve for the fuel injection
pump.
12. Turn the flywheel counterclockwise until the No.1 piston is at TC (top center) compression position.
For engines which use a timing bolt in the flywheel, this is the point where a 3/8-16 bolt (13) can be installed in the
flywheel as shown.
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For engines which use a timing pointer, this is the point where the pointer is in alignment with the TC1 mark on
the flywheel as shown.
TIMING MARKS
13. Tighten the bolt (5) to 110 ± 5 lb. ft. (150 ± 7 N·m). Remove the timing pin (1). Remove the 3/8"-16 bolt from
the flywheel (if installed).
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TIGHTENING DRIVE GEAR FOR FUEL INJECTION PUMP
14. Turn the engine flywheel two complete revolutions in the counterclockwise direction. The timing is correct if
the timing pin (1) goes into the notch in the camshaft for the fuel injection pump at the same time that either the
TC1 mark on the flywheel is in alignment with the timing pointer or that timing bolt (13) can be installed in the
flywheel. If timing pin (1) cannot be installed, do steps (5) thru 13, again.
1P540 Flow Checking Tool Group.3S2954 Engine Timing Indicator Group.5P2371 Puller.
See Special Instruction Form No. SMHS7083 for complete instructions for the fuel flow method of engine timing
(injection sequence).
Travel of piston (6), from point of closing inlet port (5) to top center, can be found by using the tools listed under
Tools Needed. Make a conversion of travel of piston (6) to degrees and determine if timing is correct.
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. Remove the fuel nozzle from the precombustion chamber for No. 1 cylinder.
3. Put the 3S3264 Rod in the 3S3263 Adapter Assembly. Put the 3S3263 Adapter Assembly in the precombustion
chamber and tighten the adapter finger tight.
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NOTICE
Do not use a wrench to tighten the adapter. There will be damage to the nozzle
seat if the adapter is too tight.
4. Put the 9M9268 Dial Indicator in the adapter assembly. Make an adjustment to the dial indicator so both
pointers are on "0" (zero).
NOTE: The direction of rotation is given as seen from the flywheel end of the engine.
6. Turn the crankshaft in the counterclockwise direction until the No. 1 piston is at the top of its stroke. Adjust the
dial indicator if necessary to put both of the dials at "0" (zero).
7. Disconnect the fuel line for No. 1 injection pump at the injection pump housing. Put the 7M1999 Tube
Assembly (8) on No. 1 injection pump and tighten the nut. The position of the end of tube assembly (8) must be a
little above horizontal as shown.
8. Disconnect fuel supply line at the fuel filter. Use an adapter to connect the 5J4634 Hose Assembly to the fuel
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filter.
9. Disconnect the fuel return line from the orifice check valve. Put a cap on the orifice check valve.
10. Turn the crankshaft approximately 45° in a clockwise direction with the engine turning tools.
11. With 1 gal. (3.8 liter) of clean fuel in the pressure tank (15), move the governor control to full FUEL-ON
position. Put 15 psi (105 kPa) of air pressure in the tank by using the hand pump or shop air.
NOTICE
If shop air is used, be sure to make an adjustment to the regulator so there is no
more than 15 psi (105 kPa) air pressure in the tank.
12. Put a pan (9) under the end of tube assembly (8) for the fuel that comes out of the end of the line.
13. Turn the crankshaft slowly in counterclockwise direction. Do this until the flow of fuel coming from the end of
the tube assembly (8) is 12 to 18 drops per minute. This is the point of closing inlet port.
14. Stop rotation of the crankshaft when the flow of fuel is 12 to 18 drops per minute. Take a reading of the
measurement on the dial indicator.
15. Disconnect the 5J4634 Hose Assembly from the fuel filter.
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16. Make a comparison of the reading on the dial indicator with the chart.
17. If the reading on the dial indicator (2) is the same as the chart, the timing of the fuel system is correct. If the
reading on the dial indicator (2) is different from the chart by more than 1° make adjustment to the timing. Make
reference to Checking Timing By Timing Pin Method for the correct method for adjusting the timing of the fuel
system.
18. After adjusting the timing by the timing pin method, a check by the fuel flow method should show that the
timing is correct. If the two methods do not give the same result, look for the reason and correct it.
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IDENTIFICATION MARKS
A. Part number of fuel injection pump and governor group. B. Identification number on housing. C. Location of part number
marks on camshaft.
NOTE: Early camshafts had no part number marks on the camshafts. All 4 cylinder camshafts without part
number marks at location (C) are 4N4312.
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NOTE: If the part number of the fuel injection pump and governor group is not in the chart or if it has a different
camshaft, make reference to the parts book, or to TECHNICAL PARTSGRAM; COMMON USAGE IN SLEEVE
METERING FUEL SYSTEMS, 4 and 6 PUMP GROUPS, Form No. FEG00707.
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1P3500 INJECTION TIMING GROUP
This group can be used to check the automatic timing advance. Special Instruction Form No. SMHS6964 is part of
the group and has detailed instructions for its use.
1. Put the engine at top center (TC) compression position for No.1 piston. Make reference to FINDING TOP
CENTER COMPRESSION POSITION FOR NO.1 PISTON.
2. Make a mark (4) on the damper in alignment with "pointer (3)". (A stationary object for reference.)
3. Disconnect the fuel injection line (1) for the No. 1 cylinder at the easiest place for access.
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CONNECTIONS FOR TIMING LIGHT
7. Start the engine. With the engine at operating temperature, run the engine at low idle speed.
8. Put the light in the direction of the mark on the damper. Put switch (7) in "ADV" position.
9. Turn knob (6) to put the mark on the damper in alignment with the reference point on the engine.
TIMING LIGHT
5. Dial. 6. Knob. 7. Switch.
11. Run the engine at high idle. Turn the knob (6) again to put the mark on the damper in alignment with the
reference point.
13. Put the knob (6) in the time position. See the way the mark on the damper moves when the engine speed goes
from low idle to high idle. If the mark (4) moves smoothly the function of the automatic timing advance unit is
correct.
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14. Make a comparison of the readings from the timing light with the chart.
If the difference between the reading at high idle and at low idle (timing advance) is correct and the function of the
automatic timing advance is smooth, the unit is good.
NOTE: Make sure that the high and low idle speeds are correct when checking the operation of the automatic
timing advance unit.
Make a replacement of the automatic timing advance unit if either the function is not smooth or the timing advance
is not correct.
Make reference to Checking Timing by Timing Pin Method for the correct procedure for checking and changing
the timing.
Governor Adjustments
NOTICE
A mechanic that has the proper training is the only one to make the adjustment
of low idle and high idle rpm. The correct low idle and high idle rpm, and the
measurement for adjustment of fuel system setting are in the RACK SETTING
INFORMATION.
Check engine rpm with a tachometer that has good accuracy. If the low idle or high idle rpm needs an adjustment,
use the procedure that follows:
2. to make an adjustment to the high idle rpm, loosen locknut (2) and turn adjustment screw (1). Turning the screw
in makes the engine run slower. Turning the screw out makes the engine run faster. Hold screw (1) and tighten
locknut (2) after adjustment procedure is done.
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LOCATION OF IDLE ADJUSTMENT SCREWS
1. High idle adjustment screw. 2. Locknut. 3. Cover. 4. Low idle adjustment bolt.
3. To make an adjustment to the low idle rpm, turn bolt (4). Turning the bolt in makes the engine run faster.
Turning the bolt out makes the engine run slower. Grooves in cover (3) hold bolt (4) and keep it from turning after
adjustment is done and the cover is installed.
4. After each idle adjustment is made, move the governor lever to change the rpm of the engine. Now move the
governor lever back to the point of first adjustment to check the idle adjustment. Keep doing the adjustment
procedure until the low idle and high idle rpm are the same as given in the RACK SETTING INFORMATION.
Remove the service meter from the rear of the fuel injection pump housing. Install the necessary parts of a 5P1759
Tachometer Drive Group in its place. Then connect the tachometer part of one of the following:
5P2150 Engine Horsepower Meter4S6553 Instrument Group1P5500 Portable Phototach Group1P3500 Injection
Timing Group
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5P2150 ENGINE HORSEPOWER METER
The 5P2150 Engine Horsepower Meter can measure engine speed from the tachometer drive on the engine. Special
Instruction Form No. SMHS7050 has instructions for its use.
Special Instruction Form No. SEHS7341 is with the 4S6553 Engine Test Group and gives instructions for the test
procedure.
The 1P5500 Portable Phototach Group can measure engine speed from the tachometer drive on the engine. It also
has the ability to measure engine speed from visible rotating parts of the engine. Special Instruction Form No.
SMHS7015 has instructions for its use.
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1P3500 INJECTION TIMING GROUP
Special Instruction Form No. SMHS6964 is with this group and has instructions for its use.
Checking the Balance Point of the engine is a fast way to make a diagnosis of engine performance.
If the balance point and the high idle speed are correct, the fuel system of the engine is operating correctly. The
balance point for the engine is:
1. Connect a tachometer which has good accuracy to adapter (1) on the end of the fuel injection pump.
2. Connect a continuity light (2) to the brass terminal screw (3) on the cover for the load stop. Connect the other
end of the light to a place on the fuel system which is a good electrical connection.
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CHECKING BALANCE POINT
2. Continuity light. 3. Brass terminal screw. 4. Tachometer drive shaft.
4. With the engine at operating conditions, run the engine at high idle.
6. Add load on the engine slowly until the continuity light just comes on. This is the balance point.
8. Repeat Step 6 several times to make sure that the reading is correct.
9. Stop engine. Make a comparison of the records from Steps 5 and 7 with the information from the ENGINE
INFORMATION plates on the side of the engine or with RACK SETTING INFORMATION.
10. If the full load speed is not correct, adjust the HIGH IDLE speed to make a change in the full load speed.
11. If the high idle speed is out of tolerance and the full load speed is correct, look for a weak governor spring or
the wrong governor spring. Both the full load speed and the high idle speed must be in the tolerance given in the
RACK SETTING INFORMATION.
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Start with the engine running at normal operating conditions. Turn the adjustment screw (1) in until it is against the
seat. Turn it out 1/4 turn (90°).
Listen to the sound of the engine. If the engine is operating correctly, sudden changes in load will not change the
sound of the engine. If sudden changes in load do change the sound of the engine, make a reference to
TROUBLESHOOTING for a list of possible causes and their corrections.
"DASHPOT" GOVERNOR
1. Adjustment screw.
Special Instruction Form No. SMHS7013 is with this group and has instructions for its use.
The following procedure for fuel system setting can be done with the housing for the fuel injection pumps either
on or off the engine.
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INSTALLATION OF PIN AND SPRING
4. Hole. 5. Spring. 6. 5P299 Pin, with 19.2831 on it.
6. Put cover (14) and spring (5) over pin (6). Use a 1D4533 Bolt and 1D4538 Bolt to hold cover (14) to the
injection pump housing.
7. Put 8S7271 Screw in the hole over pin (6) and spring (5). Tighten the screw until, the pin is held against the
injection pump housing.
NOTE: The 5P6602 Adapter (A) is a replacement for the 5P4226 Adapter and 2P8331 Cover (14). Either adapter
or the cover can be used for this procedure.
8. Put clamp (8) in 2P8331 Cover (14) or 5P6602 Adapter (A). Put 3P1569 Magnetic Point or 5P4809 Point on
indicator (7) and install indicator (7) in clamp (8).
NOTE: If the indicator automatically goes to the extended position, use the 5P4809 Point. If the indicator does not
automatically go to the extended position, use the 3P1569 Magnetic Point.
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FUEL SYSTEM SETTING (With 5P6602 Adapter)
11. Contact. 12. 8S4627 Circuit Continuity Tester Light. 13. Clip. 15. Governor control shaft. A. 5P6602 Adapter.
9. Turn the governor control shaft (15) in the direction shown and hold it at the full load position.
10. Make an adjustment to put both dials of the dial indicator (7) at zero.
11. Connect the clip end (13) of continuity light (12) to a good electrical ground. Put the other end of continuity
light (12) in contact with the contact (11) as shown.
12. Turn the 8S7271 Screw counterclockwise. Turn it slowly until the continuity light just goes on.
14. Do this procedure several times to make sure that the reading is correct.
15. Make a comparison of this reading and the FUEL SYSTEM SETTING on the Engine Information Plate or
from RACK SETTING INFORMATION. If the reading is not the same, make sure the governor control shaft is in
the full load position. Then do Steps 7 through 14 again.
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16. If the reading on the dial indicator is not correct, do the following:
a. Put the 3P2210 Socket on locknut (18). Loosen the locknut and turn the torque control screw (17) with a
screwdriver until the reading on the dial indicator (7) is correct. Tighten the locknut (18).
c. When the adjustment is correct, install the fuel ratio control (2).
NOTE: The arrangement of the tooling for checking the fuel ratio control is the same as for checking the fuel
setting. Make reference to Fuel Ratio Control Setting at this point if a check of the fuel ratio control setting is
desired.
d. Remove the tooling and install the cover (3) and shutoff solenoid (1).
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FUEL RATIO CONTROL IN POSITION WITH LEVER
NOTE: When installing the fuel ratio control, move the governor control to the shutoff position. Then put the
bottom end of the fuel ratio control in position under the pin in the lever as shown.
b. Write down the dimension given in the RACK SETTING INFORMATION or on the Engine Information Plate.
c. Remove the test tools [cover (14), spring (5) and dial indicator (7)] from the injection pump housing.
d. Install or remove shims at location (20) to get the correct dimension. The difference between the dimensions in
(a) and (b) is the thickness and amount of shims to remove or install to get the correct setting.
e. Install correct amount of shims (23) torque spring (22) and stop bar (21) on the injection pump housing. Install
the test tools on the injection pump housing and do the test procedure again. Remember the tester light must come
on when the correct dimension is on the dial indicator.
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f. Do the test procedure until the dimension on the dial indicator is the same as the dimension given in the RACK
SETTING INFORMATION or on the Engine Information Plate. After fuel system setting is correct, remove the
fuel system setting tools and install cover (3).
The adjustment of the Fuel Setting must be correct before making checks or adjustments to the Fuel Ratio Control.
Make a reference to Fuel System Setting for the correct procedure for checking and making adjustments to the
Fuel System Setting.
1. With the tooling still installed from the procedure Fuel System Setting, turn the 8S7271 Screw in until the
5P299 Pin is against the fuel injection housing.
2. Make an adjustment if necessary to make the reading of both dials on the dial indicator be zero.
3. Turn 8S7271 Screw out 6 or more turns. Move the governor control shaft to the full load position. The reading
on the dial indicator must be the same as the Fuel Ratio Control Setting in Rack Setting Information or on the
Engine Information Plate.
NOTE: The reading on the dial indicator has a tolerance of ± 0.10 mm. This tolerance is for the turning of bolt (1)
for the alignment of the bolt holes in the cover (2).
4. If the reading is not correct, remove the cover (2). Turn the bolt (1) with the cover (2) until the reading on the
dial indicator is correct. Be sure that the governor control shaft (4) is turned to the full fuel position.
NOTE: If the bolt holes in the cover (2) are not in alignment with bolt holes in the body (3), turn the bolt (1) with
the cover (2) to put the bolt holes in the cover in alignment with the nearest holes on the body (3).
6. Remove the tooling and install cover (5), shutoff solenoid (6) and governor control linkage.
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FUEL SYSTEM
5. Cover. 6. Shutoff solenoid.
*
Part of 5P4203 Tool Group
**
Not part of a Tool Group
NOTE: 3P1540 Calibration pump must have the 5P6557 Spring installed instead of the 1P7377 Spring.
The following procedure for fuel pump calibration can be done with the housing for the fuel injection pumps either
on or off the engine.
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NOTICE
Before doing any service work on this fuel system, the outside of the injection
pump housing and all parts connected to it must be clean.
1. Remove plug (11) from the cover (10) of the housing for the fuel injection pumps.
2. Hold a container under the pump housing for the fuel that comes out of the hole for plug (11).
REMOVAL OF COVERS
9. Cover. 10. Cover for injection pump housing. 11. Plug. 12. Spring for bypass valve. 13. Bypass valve.
3. Remove the fuel ratio control, cover (9), and cover (10).
NOTE: Cover (10) has a bypass valve and spring behind it in the injection pump housing.
4. Put the 3P1545 Calibration Pin, (6) with 17.3734 on it, in calibration hole as shown.
NOTE: The 5P6602 Adapter is a replacement for the 5P4226 Adapter and 2P8331 Cover. Either adapter or the
cover can be used for this procedure.
5. Install the 5P6602 Adapter (14) as shown. Fasten it in position with a 1D4533 Bolt and a 1D4538 Bolt.
6. Put the 8S7271 Screw (setscrew) in the hole (15) over the calibration pin (6). Tighten the setscrew to 20 to 25
lb. in. (2.3 to 2.8 N·m) with the 2P8264 Socket.
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7. Install a lever if necessary, and turn the governor control shaft (16) to the full load position (fully
counterclockwise) and fasten it in this position.
8. Use the 8S2243 Wrench and remove the fuel injection pump to be checked.
9. Clean the barrel and plunger of calibration pump (1). Put clean diesel fuel on the calibration pump (1) for
lubrication.
10. Put the calibration pump (1) in the place of the pump to be checked with the flat place (17) on the plunger
toward the tang (19) on lever (18). When the calibration pump (1) is all the way in the bore, turn it 180° in either
clockwise or counterclockwise direction. The tang (19) on lever (18) is now in the groove of the calibration pump
(1). Then install the 4N218 Bushing (2) using the 8S2243 Wrench and a torque wrench to tighten it to 70 ± 5 lb. ft.
(95 ± 7 N·m).
NOTE: Turning calibration pump (1) 180° gives the same reference point for all measurements.
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NOTE: Use the 4N218 Bushing (2) and the calibration pump (1) together. The contact surfaces of the standard
bushing, fuel injection pump and the housing for the fuel injection pumps are sealing surfaces. Keep them clean
and free of scratches, to prevent leaks.
NOTE: Be sure that spring (20) on calibration pump (1) is the 5P6557 Spring instead of the 1P7377 Spring which
was installed on earlier calibration pumps.
11. Put dial indicator (4) on microgage (3) and hold them together tightly. Loosen lockscrew (21) and turn the face
of dial indicator (4) to put the pointer at "O". Tighten lockscrew (21).
Remove dial indicator (4) from microgage (3). Look at the face of dial indicator (4) and put dial indicator (4) on
microcage (3) again. The pointer must move through one to one and one half revolutions before stopping at exactly
"O". If the number of revolutions is not correct, loosen the locknut on the 3P2226 Collet, and adjust the position of
the 3P2226 Collet until the pointer has the correct number of revolutions. Then do the check again. When the
adjustment is correct do step 12.
NOTICE
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If the locknut on the 3P2226 Collet is too tight, it can cause interference in the
operation of the dial indicator.
12. Put 6V190 Clamp (22) in the position shown, next to the transfer pump end. 6V190 Clamp (22) pushes shaft
(23) down against the bottom of its bearing. The other end of the shaft (23) is held down against its bearing by
3P1545 Calibration Pin (6) which is held by 8S7271 Screw. The combination of forces from 6V190 Clamp (22)
and 3P1545 Calibration Pin (6) is necessary to hold shaft (23) in its normal operating position against the lifting
force from spring (20) in calibration pump (1).
13. Put dial indicator (4) on the calibration pump (1) as shown. Hold it tightly in place. Move shaft (23) toward the
governor end to remove end play. Push on lever (18) as shown (toward shutoff) several times. This removes any
clearance in the linkage. Then look at the reading on the dial indicator (4).
14. If the dial indicator (4) reading is more than ± 0.050 mm from "0.000" (outside the TOTAL TOLERANCE),
do steps 16 to 20, ADJUSTING FUEL PUMP CALIBRATION.
If the dial indicator (4) reading is near either end of the TOTAL TOLERANCE, check another pump. If the next
reading is outside the TOTAL TOLERANCE or if the two readings have a difference of 0.050 mm or more, do the
Steps 16 to 20, ADJUSTING FUEL PUMP CALIBRATION.
NOTE: The mechanic doing the checking must make the decisions of which and how many pumps to check
according to the symptoms of the fuel injection pump being tested.
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DIAL INDICATOR READING
Desired reading for all pumps is "0.000". Maximum permissible tolerance for all readings is ± 0.050 mm. Maximum
permissible difference between any two pumps is 0.050 mm.
TOTAL TOLERANCE shows the maximum permissible range of pointer positions which are acceptable. If the reading is
outside the range of TOTAL TOLERANCE, do ADJUSTING FUEL PUMP CALIBRATION for all pumps.
BAND is an example only. It shows a 0.050 mm range. This range shows the maximum permissible difference between any
two readings for all the pumps. If any two readings are farther apart than the 0.050 mm range, do ADJUSTING FUEL
PUMP CALIBRATION for all pumps.
NOTE: For troubleshooting purposes, if the dial indicator (4) reading is "O" or near "O", the calibration of the
other pumps is probably in the tolerance.
15. If dial indicator (4) readings for all the pumps are within the limits in step 14, the calibration is acceptable.
Remove the tooling, and install the parts which were removed.
17. Install calibration pump (1) in the place of one of the pumps according to the procedure in Steps 9 and 10.
18. Loosen bolt (24) with 1S9836 Wrench (8) or 5P4206 Wrench. Turn the lever (18) on shaft (23) enough to
move the top of plunger (25) of calibration pump (1) below top surface (26) of calibration pump (1). Tighten bolt
(24) just enough for lever (18) to hold plunger (25) stationary.
NOTE: When bolt (24) has the correct torque, pushing with a small amount of force on lever (18) through the
wrench moves plunger (25) up in calibration pump (1).
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19. Move shaft (23) toward the governor to remove end play. Then push down on lever (18) through the wrench
until top of plunger (25) is almost even with top surface (26) of calibration pump (1) as shown.
20. Check dial indicator (4) according to step (11). Then put dial indicator (4) in place over the center of
calibration pump (1) and hold it there tightly. Now move plunger (25) of calibration pump (1) by pushing on lever
(18) through the wrench. Stop moving the plunger when the dial indicator is at approximately 0.000 mm. Tighten
bolt (24) to 24 ± 2 lb. in. (2.8 ± 0.2 N·m) with the 5P7253 Socket Assembly.
PLUNGER POSITION
1. Calibration pump. 25. Plunger. 26. Top surface of calibration pump.
NOTE: When moving plunger (25), make sure that the last direction of plunger (25) movement is in the up
direction. If plunger (25) goes up too far, move plunger (25) down to a position below that desired. Then move
plunger (25) up to the desired position.
NOTE: The action of tightening bolt (24) usually changes the reading on dial indicator (4) by approximately 0.010
mm. Stop moving plunger (25) up at the necessary point to get the reading on dial indicator (4) at 0.000 ± 0.010
mm after tightening bolt (24).
Move shaft (23) toward shutoff several times to remove clearance in the linkage. Dial indicator (4) reading must be
0.000 ± 0.010 mm as shown.
When the pump calibration is correct make a record and then do the same procedure for all of the other pumps.
Air flow through the air cleaner must not have a restriction of more than 30 in. (762 mm) of water difference in
pressure.
Back pressure from the exhaust (pressure difference measurement between exhaust outlet elbow and atmosphere)
must not be more than shown in the chart.
The correct pressure for the inlet manifold is given in the RACK SETTING INFORMATION. Development of
this information is done with these conditions: 29.4 in. (746.7 mm) of mercury barometric pressure, 85° F (29° C)
outside air temperature and 35 API rated fuel. Any change from these conditions can change the pressure in the
inlet manifold. Outside air that has higher temperature and lower barometric pressure than given above will cause a
lower horsepower and inlet manifold pressure measurement, than given in the RACK SETTING INFORMATION.
Outside air that has a lower temperature and higher barometric pressure will cause a higher horsepower and inlet
manifold pressure measurement.
A difference 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 RACK SETTING INFORMATION. If
the fuel is rated below 35 API, the pressure in the inlet manifold can be more than given in the RACK SETTING
INFORMATION. BE SURE THAT THE AIR INLET AND EXHAUST DO NOT HAVE A RESTRICTION
WHEN MAKING A CHECK OF PRESSURE IN THE INLET MANIFOLD.
Use the 4S6553 Instrument Group to check engine rpm, the pressure in the inlet manifold and pressure in the
exhaust system. Special Instruction Form No. SEHS7341 is with the tool group and gives instructions for the test
procedure.
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4S6553 INSTRUMENT GROUP
1. 4S6992 Differential Pressure gauges. 2. Zero adjustment screw. 3. Lid. 4. 8M2743 Gauge. 5. Pressure tap fitting. 6.
4S6991 Tachometer. 7. 4S6997 Manifold Pressure Gauge.
Special Instruction Form No. SMHS7140 gives the procedures for using the 9S9102 Thermistor Thermometer
Group.
Special Instruction Form No. GEG01024 gives the operating conditions for engines with watercooled aftercoolers.
NOTE: These conditions are for engines on dynamometer tests but the operating ranges are approximately the
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same.
Turbocharger
Every 7200 hours or if any unusual sound or vibration in the turbocharger is noticed, a quick check of bearing
condition can be made without 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 end play and radial clearance. The rotating
assembly should rotate freely with no rubbing or binding. If there is any indication of the impeller rubbing the
compressor cover or the turbine wheel rubbing the turbine housing, recondition the turbocharger or replace with a
new or rebuilt one.
End clearance 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 making note of the total indicator reading.
End play for TV61 and TW61 Turbochargers should be .003 to .010 in. (0.08 to 0.25 mm). End play for T12
Turbochargers should be .006 to .011 in. (0.15 to 0.27 mm). If end play is more than the maximum end play
rebuild or replace the turbocharger. End play less than the minimum end play could indicate carbon build up on the
turbine wheel and should be disassembled for cleaning and inspection.
A more reliable check of bearing condition can be made only when the turbocharger is disassembled and the
bearings, shaft journal and housing bore diameters can actually be measured.
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CHECKING TURBOCHARGER RADIAL CLEARANCE (Typical Example)
Radial clearance can also be checked with a dial indicator. Remove the oil return line from the turbocharger.
Attach a dial indicator with an extension indicator point long enough to contact the shaft through the oil return
hole. Make sure the contact point is centered on the shaft (highest indicator reading). Raise both ends of the shaft
all the way then push down in the opposite direction. Total movement of the indicator should be between .004 in.
(0.10 mm) and .009 in. (0.23 mm). If radial clearance exceeds .009 in. (0.23 mm) or minimum clearance is
under .004 in. (0.10 mm), the turbocharger should be disassembled and the bearings checked.
NOTE: Care must be taken not to cock the shaft or a false reading will be obtained.
Normal crankcase pressure with a clean crankcase breather is 2 in. (50.8 mm) of H2O or less.
Compression
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An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Use the test that
follows for a fast and easy method to find a cylinder that has low compression, or does not have good fuel
combustion. Find the speed that the engine runs the roughest, and keep the engine at this rpm until the test is
finished. Loosen a fuel line nut at fuel injection pump to stop the flow of fuel to that cylinder. Do this for each
cylinder until a loosened fuel line is found that makes no difference in engine performance. Be sure to tighten each
fuel line nut after the test before the next fuel line nut is loosened. This test can also be an indication that the fuel
injection is wrong, so the cylinder will have to be checked thoroughly.
NOTE: The test that follows cannot be used with engines that have pistons with keystone rings.
A cylinder leakage test that uses air pressure in the cylinder can be used to indicate the condition of the piston
rings, valves, and valve seats. Make reference to Special Instruction Form No. GMG00694 for a list of tools
needed and the test procedure. 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 valves, 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 5P1330 Valve Spring Compressor Assembly and 5S1322
Valve Keeper Inserter.
Tools needed to remove and install seat inserts are in the 9S3080 Valve Insert Puller Group. Special Instruction
Form No. GMG02114 gives an explanation for this procedure. For easier installation, lower the temperature of the
insert before it is installed in the head.
Valve Guides
Tools needed to install valve guides are the 7S8858 Driver Bushing and 7S8859 Driver. 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 Form No. GMG00966 gives
an explanation for this procedure. Grind the valves after the new valve guides are installed.
Use the 5P3536 Valve Guide Gauge Group to check the bore of the valve guides. Special Instruction Form No.
GMG02562 gives complete and detailed instructions for use of the 5P3536 Valve Guide Gauge Group.
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5P3536 VALVE GUIDE GAUGE GROUP
Valve Clearance
NOTE: Valve clearance is measured between the rocker arm and the valves.
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 CLEARANCE CHECK: ENGINE STOPPED. If the measurement is
outside this range, adjustment is necessary. See the chart for VALVE CLEARANCE SETTING: ENGINE
STOPPED, and make the setting to the nominal (desired) specifications in this chart.
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3306 Engine
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 valve clearance on the intake valves for cylinders 1, 2, and 4. Make an adjustment to the
valve clearance on the exhaust valves for cylinders 1, 3, and 5.
3. Turn the flywheel 360° in the direction of engine rotation. This will put No. 6 piston at top center (TC) on the
compression stroke.
4. Make an adjustment to the valve clearance on the intake valve for cylinder 3, 5, and 6. Make an adjustment to
the valve clearance on the exhaust valves for cylinders 2, 4, and 6.
5. After valve adjustment is correct, tighten the nuts for the valve adjustment screws to 22 ± 3 lb. ft. (28 ± 4 N·m).
3304 Engines
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CYLINDER AND VALVE IDENTIFICATION
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 clearance on the intake valves for cylinders 1 and 2. Make an adjustment to the
valve clearance on the exhaust valves for cylinders 1 and 3.
3. Turn the flywheel 360° in the direction of engine rotation. This will put No. 6 piston at top center (TC) on the
compression stroke.
4. Make an adjustment to the valve clearance on the intake valves for cylinders 3 and 4. Make an adjustment to the
valve clearance on the exhaust valves for cylinders 2 and 4.
5. After valve adjustment is correct, tighten the nuts for the valve adjustment screws to 22 ± 3 lb. ft. (28 ± 4 N·m).
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VALVE ADJUSTMENT
Put 5M2667 Gasket, with "2C" on it, on the precombustion chamber. Put 5P3931 Anti-Seize Compound on the
threads of the precombustion chamber. Install the precombustion chamber in the cylinder head and tighten to 150 ±
10 lb. ft. (205 ± 14 N·m). If the opening for the glow plug is not in the "A range", remove the precombustion
chamber and 5M2667 Gasket. If the opening for the glow plug was in the "B range" use 2S8959 Gasket with "2S"
on it. If the opening for the glow plug was in the "C range" use 2S8960 Gasket with "2X" on it. Put 5P3931 Anti-
Seize Compound on the threads of the precombustion chamber. Install the precombustion chamber with che
correct gasket and tighten the precombustion chamber to 150 ± 10 lb. ft. (205 ± 14 N·m).
A. Measure camshaft lobe height (B) of one exhaust and one intake lobe.
B. Measure base circle (C) of one exhaust and one intake lobe.
C. Subtract base circle (STEP B) from lobe height (STEP A). The difference is actual lobe lift (A).
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Maximum permissible difference between actual lobe lift (STEP C) and specified lobe lift (STEP D) is .010 in.
(0.25 mm).
CAMSHAFT LOBE
A. Lobe lift. B. Lobe height. C. Base circle.
Lubrication System
One of the problems in the following list will generally be an indication of a problem in the lubrication system for
the 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 is coming out of the crankcase breather. This can be caused by
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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 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:
4. Oil leakage past the seal rings in the impeller end of the turbocharger shaft.
Too much oil consumption can also be the result of using oil with the wrong viscosity. Oil with a thin viscosity can
be caused by fuel getting in the crankcase, or by the engine getting too hot.
Use the following procedure to check engine oil pressure. Do the procedure exactly or the pressure measurements
are not good for comparison with the chart.
1. Be sure that the engine is filled to the correct level with either SAE 10 or SAE 30 oil. If any other viscosity of
oil is used, the information in the engine oil pressure chart does not apply.
2. Find a location on the engine oil manifold to install a tee. The easiest method is to remove the sending unit for
the present gauge and install a tee at this location. Install a probe from the 9S9102 Thermistor Thermometer Group
in one side of the tee. Connect an 8M2744 Gauge from the 5P6225 Hydraulic Test Box to the other side of the tee.
OIL MANIFOLD
1. Pressure Test Location.
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5P6225 HYDRAULIC TEST BOX
3. Run the engine to get the engine oil temperature at 210° F (99° C).
NOTE: A 5° F (3° C) increase in temperature gives approximately 1 psi (7 kPa) decrease in engine oil pressure.
4. Keep the engine oil temperature constant. With the engine at the rpm from the chart, read the pressure gauge.
Make a comparison between the pressure reading on the test gauge and the minimum permissible pressure from
the ENGINE OIL PRESSURE CHART. If the pressure reading on the test gauge is below the minimum
permissible pressure, find the cause and correct it. Operation of the engine with low oil pressure can be the cause
of engine failure or of a reduction in engine life.
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.
The inlet screen of the supply tube for the oil pump can have a restriction. This will cause cavitation (the sudden
making of low pressure bubbles in liquids by mechanical forces) and a loss of oil pressure. Air leakage in the
supply side of the oil pump will also cause cavitation and loss of oil pressure. If the bypass valve for the oil pump
is held in the open (unseated) position, the lubrication system can not get to maximum pressure. Oil pump gears
that have too much wear will cause a reduction in oil pressure.
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Oil Filter and Oil Cooler Bypass Valves
If the bypass valve for the oil filter or oil cooler is held in the open position (unseated) and the oil filter or oil
cooler has a restriction, a reduction in oil pressure can be result. To correct this problem, install a new Caterpillar
oil filter.
Too Much Clearance at Engine Bearings Or Open (Broken or Disconnected Oil Line
or Passage) Lubrication System
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.
Oil Cooler
Look for a restriction in the oil passages of the oil cooler. If the oil cooler has a restriction, the oil temperature will
be higher than normal when the engine is running. The oil pressure of the engine will not get low just because the
oil cooler has a restriction.
If the gauge for oil pressure shows enough good oil pressure, but a component is worn because it is not getting
enough lubrication, look at the passage for oil supply to that component. A restriction in a supply passage will not
let enough lubrication get to a component and this will cause early wear.
2. Drive dowel (7) back so it is flush with mounting face of oil pump mounting bracket.
3. Rotate both balancer shafts so the flat portion is away from the oil pan plate. Install bolts (6) so they enter in
countersunk holes in balancer shafts and limit shaft movement. The bolts should not be tight against the shaft
countersunk hole bottom.
4. Position oil pump on bottom of engine block and install the mounting bolts loosely.
5. Install shims if necessary, between pump mounting pads and cylinder block to adjust backlash to .002 to .006 in.
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(0.05 to 0.15 mm) between gear (4) and (5) and between gears (2) and (3).
6. Drive dowel (7) back in place, through mounting bracket and into cylinder block. Tighten the mounting bolts.
7. Remove bolts (6) and check to see that the countersunk holes are aligned with holes in oil pan plate when No. 1
cylinder is in TC position.
Timing mark alignment information shown in the SPECIFICATIONS is to be used when the timing gear cover is
removed.
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 (the sudden making of
low pressure bubbles 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 an engine getting too hot is generally because regular inspections of the cooling system were not
made. Make a visual inspection of the cooling system before testing with testing equipment.
3. Look for bent radiator fins. Be sure that air flow through the radiator does not have a restriction.
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7. Inspect the pressure cap and the sealing surface for the cap. The sealing surface must be clean.
9S9102 Thermistor Thermometer Group.9S7373 Air Meter Group.1P5500 Portable Phototach Group.9S8140
Cooling System Pressurizing Pump Group.
The 9S9102 Thermistor Thermometer Group is used in the diagnosis of overheating (engine running too hot) or
overcooling (engine runs too cool) problems. This group can be used to check temperatures in several different
parts of the cooling system. The testing procedure is in Special Instruction Form No. SMHS7140.
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9S7373 AIR METER GROUP
The 9S7373 Air Meter Group is used to check the air flow through the radiator core. The testing procedure is in
Special Instruction Form No. SMHS7063.
To help prevent an accident, make all checks at engine LOW IDLE and on the
side of the radiator opposite the fan. Wear eye protection.
--------WARNING!------
The 1P5500 Portable Phototach Group is used to check the fan speed. The testing procedure is in Special
Instruction Form No. SMHS7015.
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and pressure relief valves, and
to pressure check the cooling system for leaks.
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9S8140 COOLING SYSTEM PRESSURING PUMP GROUP
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 gauge 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 gauge for water temperature. Use
the 9S9102 Thermistor Thermometer Group or the 2F7112 Thermometer and 6B5072 Bushing.
Start the engine. The reading on the gauge for water temperature should be the same as the reading on the
thermistor thermometer.
Pressure Cap
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One cause for a pressure loss in the cooling system can be a bad seal on the pressure cap of the system. Inspect the
pressure cap carefully. Look for damage to the seal or the sealing surface. Any foreign material or deposits on the
cap, seal or sealing surface must be removed.
To check the pressure cap for the pressure that makes the pressure cap open, use the following procedure:
Always stop the engine to inspect the cooling system. Loosen the pressure cap to
the first stop and let the pressure out of the cooling system, then remove the
pressure cap. Hot coolant and steam can cause personal injury. Let coolant
become cool before is is drained.
--------WARNING!------
2. Put the pressure cap on the 9S8140 Cooling System Pressurizing Pump Group.
3. Look at the gauge for the exact pressure that makes the pressure cap open.
4. Make a comparison of the reading on the gauge 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.
To test the radiator and cooling system for leaks, use the procedure that follows:
Always stop the engine to inspect the cooling system. Loosen the pressure cap to
the first stop and let the pressure out of the cooling system, then remove the
pressure cap. Hot coolant and steam can cause personal injury. Let coolant
become cool before it is drained.
--------WARNING!------
2. Make sure the coolant is over the top of the radiator core.
3. Put the 9S8140 Cooling System Pressurizing Pump Group on the radiator.
4. Get the pressure reading on the gauge to 3 psi (20 kPa) more than the pressure on the pressure cap.
6. Check all connections and hoses of the cooling system for outside leakage.
7. If you do not see any outside leakage and the pressure reading on the gauge is still the same after 5 minutes, the
radiator and cooling system does not have leakage. If the reading on the gauge goes down and you do not see any
outside leakage, there is leakage on the inside of the cooling system. Make repairs as necessary.
2. Heat water in a pan until the temperature is correct for opening the regulator according to the chart. Move the
water around in the pan to make it all be 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.
5. Remove the regulator from the water. Immediately make a measurement of the distance the regulator is open.
6. If the regulator is open to a distance less than given in the chart, install a new regulator.
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Basic Block
Piston Ring Groove Gauge
Make reference to GUIDELINE FOR REUSABLE PARTS; PISTONS AND CYLINDER LINERS, Form No.
SEBF8001.
The 5P4812 KEYSTONE PISTON RING GAUGE GROUP is necessary for measuring these grooves. Put the pin
end of gage "2" in the groove at four places around the circumference. Do this to both grooves. The flat edge of the
gauge must be between the grooves. If there is clearance between the flat edge of the gauge and the piston at all
test locations, for both grooves, the piston is reusable. If the flat edge is in contact with the piston, at any of the test
locations, the piston is not reusable. Install a new piston.
A 5P3519 Piston Ring Groove Gauge is available for checking ring grooves with straight sides. For instructions on
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the use of the gauge, see the GUIDELINE FOR REUSABLE PARTS; PISTONS AND CYLINDER LINERS,
Form No. SEBF8001.
Use the 5P3525 Piston Ring Compressor to install pistons into cylinder block.
The connecting rod bearings should fit tightly in the bore in the rod. If bearing joints or backs are worn (fretted),
check for bore size as this is an indication of wear because of looseness.
(Counterbored Block)
1P2394 Adapter Plate.Two 3H465 Plates.Crossbar (from 8B7548 Push-Puller).Two 5/8"-11 NC bolts, 5.5 in. (140
mm) long.Two 4B4281 Washers.1P5510 Liner Projection Tool Group.
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CHECKING LINER PROJECTION
1. Bolts (two). 2. Crossbar. 3. 4B4281 Washers (two). 4. 1P2394 Adapter Plate. 5. 3H465 Plates (two).
1. Make sure that the bore in block and the cylinder liner flange are clean.
2. Put adapter plate (4) on top the cylinder liner. Put crossbar (2) on the adapter plate. Using bolts (1), washers (3)
and plates (5), install the crossbar to the cylinder block as shown. Tighten bolts (1) in four steps to: 5 lb. ft. (7
N·m), 15 lb. ft. (20 N·m), 25 lb. ft. (35 N·m) and then to 50 lb. ft. (70 N·m). Distance from bottom edge of
crossbar, to top of cylinder block, must be the same on both sides of the cylinder liner.
ZEROING INDICATOR
6. 1P2402 Block. 7. 1P2403 Dial Indicator. 8. 1P5507 Gauge.
3. Put the dial indicator (7) on zero using the back of gauge (8) with dial indicator (7) installed in block (6).
4. Use a 1P5510 Liner Projection Tool Group to get a measurement of liner projection. Special Instruction Form
No. GMG00623 is with the tool.
5. Make a measurement of the cylinder liner projection in at least four locations around the cylinder liner.
Projection must be within .0020 to .0056 in. (0.051 to 0.142 mm) and the four measurements should not vary more
than .002 in. (0.05 mm). The average projection between adjacent cylinders must not vary more than .002 in. (0.05
mm). The average projection of all cylinder liners under one head must not vary more than .004 in. (0.10 mm) for
the 3306 Engine and .003 in. (0.08 mm) for the 3304 Engine.
NOTE: If liner projection changes from point to point around the liner, turn the liner to a new position within the
bore. If still not within specifications move liner to a different bore.
NOTE: When liner projection is correct, put a temporary mark on the liner and top plate so when seals and band
are installed, the liner can be installed in the correct position.
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6. Use the 8S3140 Counterboring Tool Arrangement to machine the contact face on block if needed. Special
Instruction Form No. FM055228 gives an explanation of the use of the 8S3140 Counterboring Tool Arrangement.
1P5510 Liner Projection Tool Group1P2403 Dial Indicator1P5512 Contact Point .88 in. (22.4 mm) long1P2402
Gauge Body1P5507 Gauge1P2394 Adapter Plate8B7548 Push-Puller (crossbar only)3H465 Plates (2)S1589 Bolt
5/8-11 NC-1.75 in. (44.5 mm) long1S379 Washer (copper)1D4595 Bolt 5/8-11 NC-6.00 in. (152.4 mm)
long2S736 Washer
The correct cylinder liner projection is important to prevent a leak between the liner, cylinder head, and block.
Check cylinder liner projection above the spacer plate as follows:
1. Be sure that the surfaces of the cylinder block, cylinder liner, and the spacer plate are clean.
2. Install the spacer plate gasket and spacer plate (4) on the cylinder block. Use S1589 Bolts (1) with two 1S379
Washers on each bolt to hold the spacer plate to the cylinder block. Put two bolts with washers on each side of the
opening for the cylinder liner. Tighten the bolts evenly, in four steps; 10 lb. ft. (14 N·m, 25 lb. ft. (35 N·m), 50 lb.
ft. (70 N·m), and 70 lb. ft. (95 N·m).
NOTE: To keep from moving bolts and washers as each liner is checked install two bolts with washers on each
side of each cylinder liner, along the complete length of the spacer plate.
3. Install the cylinder liner without seals in the cylinder block. Put adapter plate (7) on the cylinder liner as shown.
Install crossbar (2) with 1D4595 Bolts (3), and 2S736 Washers, and 3H465 Plates (5) as shown. Tighten the bolts
evenly, in four steps; 5 lb. ft. (7 N·m), 15 lb. ft. (20 N·m), 25 lb. ft. (35 N·m), and 50 lb. ft. (70 N·m). The
measurement from the bottom of crossbar (2) to the spacer plate, must be the same on both sides of the cylinder
liner.
4. Install the 1P5512 Contact Point on dial indicator (6). Put the dial indicator in the 1P2402 Gauge Body. To
adjust the dial indicator to zero, put dial indicator and gauge body on the 1P5507 Gauge. Move the dial indicator
until the hand moves 1/4 turn. Tighten bolt on body to hold the dial indicator in this position. Turn the dial face
until the zero is in alignment with the hand.
5. Measure the cylinder liner projection as close as possible to the four corners of the adapter plate on the liner.
The liner projection must be .0013 to .0069 in. (0.033 to 0.175 mm). The difference between the four
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measurements must not be more than .002 in. (0.05 mm). The difference in the average cylinder liner projection of
liners next to each other must not be more than .002 in. (0.05 mm). The difference between the average projection
of all cylinder liners under one head must not be more than .004 in. (0.10 mm) for the 3306 Engine and .003 in.
(0.08 mm) for the 3304 Engine.
NOTE: If the liner projection changes from point to point around the liner, turn the liner to a new position in the
bore. If the liner projection is still not to specifications, move the liner to a different bore.
6. When the cylinder liner projection is correct, put a temporary mark on the liner and the spacer plate so at final
installation the liner can be installed in the correct position.
Cylinder liner projection can be adjusted by the removal of material from (machining) the contact face of the
cylinder block with the use of 8S3140 Cylinder Block Counterboring Tool Arrangement. The instructions for the
use of the tool group are in Special Instruction Form No. FM955228.
Cylinder Block
The bore in the block for main bearings can be checked with the main bearing caps installed without bearings.
Tighten the nuts holding the caps to the torque shown in the SPECIFICATIONS. Alignment error in the bores
must not be more than .003 in. (0.08 mm). Special Instruction Form No. SMHS7606 gives instructions for the use
of 1P4000 Line Boring Tool Group for making alignment in the main bearing bores. 1P3537 Dial Bore Gauge
Group can be used to check the size of the bores. Special Instruction Form No. GMG00981 is with the group.
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Flywheel And Flywheel Housing
Heat the ring gear to install it. Do not heat to more than 600°F (315°C). Install the ring gear so the chamfer on the
gear teeth are next to the starter pinion when the flywheel is installed.
If any method other than given here is used, always remember bearing clearances must be removed to get correct
measurements.
1. Fasten a dial indicator to the crankshaft flange 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 reading the indicator at each point.
3. With dial indicator set at .000 in. (0.0 mm) at location (A), turn the crankshaft and read the indicator at locations
(B), (C) and (D).
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CHECKING FACE RUNOUT OF THE FLYWHEEL HOUSING
A. Bottom. B. Right side. C. Top. D. Left side.
4. The difference between lower and higher measurements taken all four points must not be more than .012 in.
(0.30 mm), which is the maximum permissible face run out (axial eccentricity) of the flywheel housing.
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8S2328 DIAL INDICATOR GROUP INSTALLED
1. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft up against
the top bearing. Write the measurement for bearing clearance on line 1 in column (C).
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.
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CHECKING BORE RUNOUT OF THE FLYWHEEL HOUSING
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2. Divide the measurement from Step 1 by 2. Write this number on line 1 in columns (B) & (D).
3. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).
4. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write the measurement in the chart.
5. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in the chart.
6. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write the measurement in the chart.
8. 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.
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GRAPH FOR TOTAL ECCENTRICITY
9. On the graph for total eccentricity find the point of intersection of the lines for vertical eccentricity and
horizontal eccentricity.
10. 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.
1. Install the dial indicator as shown. Put a force on the crankshaft the same way before the indicator is read to be
sure the crankshaft end clearance (movement) is always removed.
4. The difference between the lower and higher measurements taken at all four points must not be more than .006
in. (0.15 mm), which is the maximum permissible face runout (axial eccentricity) of the flywheel.
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CHECKING FACE RUNOUT OF THE FLYWHEEL
1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makes contact as
shown.
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CHECKING BORE RUNOUT OF THE FLYWHEEL
1. 7H1945 Holding Rod. 2. 7H1645 Holding Rod. 3. 7H1942 Indicator. 4. 7H1940 Universal Attachment.
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CHECKING FLYWHEEL CLUTCH PILOT BEARING BORE
4. The difference between the lower and higher measurements taken at all four points must not be more than .006
in. (0.15 mm), 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 .005 in. (0.13
mm).
Vibration Damper
Damage to or failure of the damper will increase vibrations and result in damage to the crankshaft. It will cause
more gear train noise at variable points in the speed range.
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
the engine test shows a defect in a component, remove the components for more testing.
The service manual TESTING AND ADJUSTING ELECTRICAL COMPONENTS, Form No. REG00636 has
complete specifications and procedures for the components of the starting circuit and the charging circuit.
There are several wiring diagrams which can be used with these engines. The standard wiring diagrams are in
Systems Operation.
Battery
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5P300 Electrical Tester.9S1990 or 1P7400 Battery Charger-Tester.5P957 or 5P3414 Coolant and Battery Tester.
NOTE: Make reference to Special Instruction Form No. SEHS7006, and to the instructions inside the cover of the
tester, when the 5P300 Electrical Tester is used.
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 will result, if the connections, (either positive or negative)
between the battery and charging unit are broken while the charging unit is charging. This is because the battery
load is lost and there is an increase in charging voltage. High voltage will damage, not only the charging unit but
also the regulator and other electrical components.
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.
--------WARNING!------
Load test a battery that does not hold a charge when in use. To do this, put a resistance, across the main
connections (terminals) of the battery. For a 6V battery, put a resistance of two times the ampere/hour rating. For a
12V battery, put a resistance of three times the ampere/hour rating. Let the resistance remove the charge
(discharge) of the battery for 15 seconds and immediately test the battery voltage. A 6V battery in good condition
will show 4.5V; a 12V battery in good condition will show 9V.
Make reference to Special Instruction Form No. SEHS6891 when checking the battery with the 9S1990 or 1P7400
Battery Charger-Testers.
Charging System
5P300 Electrical Tester.
NOTE: Make reference to Special Instruction form No. SEHS7006, and to the instructions inside of the cover of
the tester, when testing with the 5P300 Electrical Tester.
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 50 service hours).
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Make a test of the charging unit and voltage regulator on the engine, when possible, using 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% (1.240 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.
When an alternator is charging the battery too much or not enough, an adjustment can be made to the charging rate
of the alternator.
Remove the plug from the cover of the alternator regulator and turn the inside adjustment with a screwdriver. Turn
the adjustment one or two notches to change the alternator charging rate.
Later Delco-Remy 24V 50A (5S9088 Alternator) and Delco-Remy 32V 50A (1N9406 Alternator)
The later 5S9088 Alternator has a different location for the voltage adjustment screw than the early 5S9088
Alternator. The voltage adjustment screw for the later 5S9088 Alternator is located under the end plate. The
adjustment screw for the 1N9406 Alternator is also under the end plate.
To adjust the voltage setting on these alternators, use the procedure that follows:
1. Remove end plate (2) and cover (3) from the alternator.
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5S9088 ALTERNATOR
1. Adjustment screw under plug (earlier regulator). 2. End plate.
4. Turn adjustment screw (4) counterclockwise to lower the voltage setting. Turn adjustment screw (4) clockwise
to raise the voltage setting.
LOCATION OF COVER
3. Cover
5. Put 3S6252 Rubber Sealant on adjustment screw (4) and install cover (3) and end plate (2).
NOTICE
Make certain that field wire (5) is not located over transistor pins (6). The pins
can make a hole in the insulation of the wire.
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ALTERNATOR REGULATOR
4. Voltage adjustment screw. 5. Field wire. 6. Transistor pins.
Delco-Remy 12V 65A (9L5938 Alternator), Delco-Remy 24V 60A (4N3986 Alternator),
Delco-Remy 32V 60A (4N3987 Alternator)
To make an adjustment to the voltage output on these alternators, remove the voltage adjustment cap (1) from the
alternator, turn the cap 90°, and install it again into the alternator. The voltage adjustment cap has four positions:
HI, LO, and two positions between the high and the low setting.
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1. Voltage adjustment cap.
When the alternator is either charging the battery too much or not enough, an adjustment can be made to the
alternator charging rate. To make an adjustment to the voltage output, remove the cap (1) from the alternator
regulator and change the regulator adjustment with a screwdriver.
To increase the voltage turn the adjustment screw clockwise. The adjustment screw under cap (1) has five
positions (number 1 is the last position clockwise).
When the alternator is either charging the battery too much or not enough, an adjustment can be made to the
alternator charging rate. To make an adjustment to the voltage output, remove the cover from the voltage regulator
and change the location of the metal strap (1).
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VOLTAGE ADJUSTMENT
1. Metal strap.
To make an increase in the voltage (approximately .4 volt in a 12 volt system and .6 volt in a 24 volt system),
remove the nuts from the two studs nearest to the word "HI". Install the metal strap on these studs and install the
nuts.
To make a decrease in the voltage (approximately .4 volt in a 12 volt system and .6 volt in a 24 volt system),
remove the nuts from the two studs nearest to the word "LO". Install the metal strap on these studs and install the
nuts.
A fine adjustment can be made by removing cover screw (2) from the insulator and turning the adjustment screw
with a screwdriver. Turn clockwise to make an increase in voltage.
NOTICE
Do not let screwdriver make contact with cover.
Tighten nut that holds the pulley to a torque of 75 ± 5 lb. ft. (100 ± 7 N·m) with the tools shown.
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ALTERNATOR PULLEY INSTALLATION
1. 8S1588 Adapter (1/2" female to 3/8" male). 2. 8S1590 Socket (5/16" with 3/8" drive). 3. 1P2977 Tool Group. 8H8555
Socket (15/16" with 1/2" drive) not shown.
Starting System
5P300 Electrical Tester.
NOTE: Make reference to Special Instruction Form No. SEHS7006, and to the instructions inside of the cover of
the tester, when the 5P300 Electrical Tester is used.
Use a D.C. Voltmeter to find starting system components which do not function.
Move the start control switch to activate the starter solenoid. Starter solenoid operation can be heard as the pinion
of the starter motor is engaged with the ring gear on the engine flywheel.
If the solenoid for the starter motor will not operate, it is possible that the current from the battery did not get to the
solenoid. Fasten one lead of the voltmeter to the connection (terminal) for the battery cable on the solenoid. Put the
other lead to a good ground. No voltmeter reading shows there is a broken circuit from the battery. More testing is
necessary when there is a reading on the voltmeter.
The solenoid operation also closes the electric circuit to the motor. Connect one lead of the voltmeter to the
solenoid connection (terminal) that is fastened to the motor. Put the other lead to a good ground. Activate the
starter solenoid and look at the voltmeter. A reading of battery voltage shows the problem is in the motor. The
motor must be removed for further testing. No reading on the voltmeter 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 starter pinion
clearance. Pinion clearance is .36 in. (9.14 mm).
Make a test with one voltmeter lead fastened to the connection (terminal) for the small wire at the solenoid, and the
other lead to the ground. Look at the voltmeter and activate the starter solenoid. A voltmeter reading shows that the
problem is in the solenoid. No voltmeter reading shows that the problem is in the start switch or the wires for the
start switch.
Fasten one voltmeter lead to the start switch at the connection (terminal) for the wire from the battery. Fasten the
other lead to a good ground. No voltmeter reading indicates a broken circuit from the battery. Make a check of the
circuit breaker and wiring. If there is a voltmeter reading, the problem is in the start switch or in the wires for the
start switch.
Fasten one lead of the voltmeter to the battery wire connection of the starter switch and put the other lead to a good
ground. A voltmeter reading indicates a failure in the switch.
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A starter motor that operates too slow can have an overload because of too much friction in the engine being
started. Slow operation of the starter motor can also be caused by a short circuit, loose connections and/or dirt in
the motor.
Whenever the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be made with
the starting motor removed.
1. Install the solenoid without connector (1) from the MOTOR connection (terminal) on solenoid to the motor.
2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), marked SW.
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.
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PINION CLEARANCE ADJUSTMENT
4. Shaft nut. 5. Pinion. 6. Pinion clearance.
7. Pinion clearance adjustment is made by removing plug and turning nut (4).
Shutoff Solenoid
Two checks must be made on the engine to give proof that the solenoid adjustment is correct.
1. The adjustment must give the piston enough travel to move the sleeve control shaft to the shutoff
position.
2. The adjustment must give the piston enough travel to cause only the "hold in" windings of the solenoid to
be activated when the sleeve control shaft held in the fuel closed position. Use a thirty ampere ammeter to
make sure the plunger is in the "hold in" position. Current needed must be less than one ampere.
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ACTIVATE TO RUN
1. Shutoff solenoid. 2. 9L6588 Spring. 3. 3N2835 and 7N9635 Shaft.
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ACTIVATE TO SHUTOFF
1. Shutoff solenoid. 4. Distance from face of piston to inside face of shaft (5). 5. 3N2836 and 6N591 Shaft.
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PRESSURE REGULATING VALVE (TYPICAL ILLUSTRATION)
1. Adjustment screw. 2. Regulator inlet. 3. Regulator outlet.
Use the procedure that follows to check and adjust the pressure regulating valve.
1. Drain the line to the pressure regulating valve or drain the air storage tank.
6. Adjust the pressure regulating valve according to Chart For Air Pressure Setting.
8. Remove the 8M2885 Pressure Gauge and connect the air pressure regulator to the line to the air starting motor.
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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 pressures is longer time of engine rotation for a given
reservoir capacity of supply air.
Lubrication
Always use an air line lubricator with these Starters.
For temperatures above 32° F (0° C), use a good quality SAE 10 motor oil.
To maintain the efficiency of the starting motor, flush it at regular intervals. Pour approximately 1 pt. (0.5 liter) of
diesel fuel into the air inlet of the starting motor and operate the motor. This will remove the dirt, water and oil
mixture (gummy coating) from the vanes of the motor.
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REAR VIEW OF THE CYLINDER AND ROTOR FOR CLOCKWISE ROTATION
12. Cylinder. 12A. Air inlet passages. 12B. Dowel hole. 15. Rotor.
Tighten the bolts (6) of the rear cover in small increases of torque for all bolts until all bolts are tightened to 20 to
25 lb. ft. (25 to 35 N·m).
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COMPONENTS OF THE AIR STARTER (INGERSOLL-RAND, SIZE 150 BMP, MODEL C OR E)
1. Motor housing cover. 2. Plug. 3. Plug. 3A. Plug. 6. Bolt (cap screw). 7. Lockwasher. 8. Gasket. 9. Rotor rear bearing. 10.
Bearing retainer. 11. Rear end plate. 12. Cylinder. 13. Dowel. 14. Rotor vane. 15. Rotor. 16. Front end plate. 17. Rotor front
bearing. 18. Motor housing. 19. Gear case gasket. 20. Rotor pinion. 21. Rotor pinion retainer. 22. Gear case. 23. Bearing
ejecting washer. 24. Rear bearing for the drive shaft. 25. Drive gear. 25A. Thrust washer. 26. Key for the drive gear. 27.
Front bearing for the drive shaft. 28. Gear case cover. 29. Grease seal for the drive shaft. 30. Cover seal. 31. Piston seal. 32.
Bolt. 33. Lockwasher. 34. Drive shaft. 35. Drive shaft collar. 36. Piston. 36A. Piston ring. 37. Shift ring. 38. Shift ring
retainer. 39. Shift ring spacer. 40. Piston return spring. 41. Return spring seat. 42. Starter drive (pinion). 43. Lockwasher. 44.
Bushing for the bolts. 45. Drive housing. 46. Drive housing bushing. 47. Oiler felt for the bushing. 48. Oiler plug.
Put a thin layer of lubricant on the lip of the seal (29) and on the outside of the collar (35), for installation of drive
shaft (34). After installation of the shaft through the 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 tightened to
100 lb. in. (11.3 N·m).
Check the motor for correct operation. Connect an air hose to the motor inlet (49) and make the motor turn slowly.
Look at the drive pinion (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 drive pinion (42) must move forward to the engaged position. Also, the
air must get out through the other hole with threads nearer the mounting flange (51).
Do not disconnect lines or remove plugs from the system until the oil pressure has
been released. The system can have 3000 psi (20 700 kPa) pressure. After all the
system pressure is released, the accumulator still can have 1625 psi (11 200 kPa)
pressure.
--------WARNING!------
Do not work on the accumulator, unless you have the correct service tools and service information. Service or
service information is available from the manufacturer.
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SEBR0539-00
Engine Attachment
Specification
3304 & 3306 INDUSTRIAL & MARINE ENGINE
http://engine.od.ua
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Introduction
The specifications given in this book are on the basis of information available at the time the book
was written. These specifications give the torques, operating pressure, measurements of new parts,
adjustments and other items that will affect the service of the product.
When the words "use again" are in the description, the specification given can be used to determine if
a part can be used again. If the part is equal to or within the specification given, use the part again.
When the word "permissible" is in the description, the specification given is the "maximum or
minimum" tolerance permitted before adjustment, repair and/or new parts are needed.
A comparison can be made between the measurements of a worn part, and the specifications of a new
part to find the amount of wear. A part that is worn can be safe to use if an estimate of the remainder
of its service life is good. If a short service life is expected, replace the part.
NOTE: The specifications given for "use again" and "permissible" are intended for guidance only
and Caterpillar Tractor Co. hereby expressly denies and excludes any representation, warranty or
implied warranty of the reuse of any component.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
NOTE: Put terminal shaft in shutoff position. Install lever (6) on shaft at 45° 00' ± 00° 15' from
horizontal as shown. Lever (6) is installed with a pin to prevent movement on the shaft.
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(7) Rod for governor control.
B. Turn both lever (6) and lever (8) to full counterclockwise movement.
C. Adjust the length of rod (7) to put the bolt holes in the ends of rod (7) and lever (8) in alignment.
D. Tighten locknuts and connect rod (7) to lever (8) with bolt (9).
(9) Bolt.
(10) Bolt.
(11) Lever.
Hold lever (8) and turn lever (11) as far as possible before tightening bolt (10).
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(12) Torque for nut holding large drive gear for governor ... 75 ± 10 lb. ft.(100 ± 14 N·m)
(13) Torque for bolts holding adapter to camshaft of fuel injection pump ... 108 ± 36 lb. in.(12.2 ± 4.1
N·m)
(16) Bearing clearance for drive shaft (13) (all bearings) ... .0045 ± .0035 in.(0.114 ± 0.089 mm)
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(17) End play for drive shaft (13) ... .038 ± .031 in.(0.97 ± 0.79 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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(1) Torque for sleeves ... 30 lb. ft.(40 N·m)
(2) Governor oil pump relief valve must open at ... 175 psi(1200 kPa)
(4) Adjust clutch assembly to slip at ... 6.0 ± .5 lb. in.(0.7 ± 0.06 N·m)
(6) Torque for nut on pilot valve ... 70 lb. in.(7.9 N·m)
Outside diameter (large end) ... .952 ± .010 in.(24.18 ± 0.25 mm)
(9) Diameter of the power piston (new) ... .8584 to .8589 in.(21.803 to 21.816 mm)
Bore in the bushing (new) ... .8594 to .8599 in.(21.829 to 21.841 mm)
(10) Diameter of five pilot valve lands (new) ... .2490 to .2495 in.(6.325 to 6.337 mm)
Bore for pilot valve lands (new) ... .2500 to .2505 in.(6.350 to 6.363 mm)
(11) Diameter of pilot valve bushing (new) ... .6239 to .6242 in.(15.847 to 15.855 mm)
Bore for pilot valve housing (new) ... .6250 to .6254 in.(15.875 to 15.885 mm)
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Free length ... 1.31 to 1.37 in.(33.3 to 34.8 mm)
Outside diameter (large end) ... .420 ± .010 in.(10.67 ± 0.25 mm)
(13) Depth of the counterbore ... .2630 to .2635 in.(6.680 to 6.693 mm)
(14) Bore in oil pump idler gear ... .3045 to .3050 in.(7.734 to 7.747 mm)
The distance between the top of the shaft and the bottom of the counterbore must be ... .252 to .254 in.
(6.40 to 6.45 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Governor Control
Adjustment:
With governor control shaft in full load position, install the governor control so that the angle (1),
measured from vertical line (2), is approximately ... 12° 30'
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2N7744 Switch
Test switch at a temperature of ... 77°F(25°C)
With an increase in pressure, switch closes at ... 6.4 ± 2.7 psi(44 ± 19 kPa)
With a decrease in pressure, switch opens at ... 3.9 ± 3.3 psi(27 ± 23 kPa)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Service Meter
(1) Torque for bolts which hold service meter ... 96 ± 24 lb. in.(10.9 ± 2.8 N·m)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Tachometer
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Maximum of two tachometers to be operated from one sending unit.
(2) Cap.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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5L7444 Gauge 24V**; Use with 5L7442 Sending Unit
Range ... 100 to 240° F(38 to 116° C)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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5L7456 Gauge 24**; Use with 5L7450 Sending Unit
Range ... 0 to 80 psi(0 to 550 kPa)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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5L7451 Gauge 24**; Use with 5L7449 Sending Unit
Range ... 0 to 300 psi(0 to 2050 kPa)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
5L7441 Resistor
(For Use With 32V Systems)
Approximate resistance ... 65 ohms
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
5L5500 Switch
With an increase in pressure, switch closes at ... 12 psi(85 kPa)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2L3402 Switch
With an increase in pressure, switch closes at ... 3 to 4 psi(20 to 25 kPa)
3L6306 Switch
With a decrease in pressure, switch closes at ... 8 ± 2 psi(55 ± 14 kPa)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2N7744 ILLUSTRATED
2N7744 Switch
Test switch at a temperature of ... 77° F(25° C)
With an increase in pressure, switch closes at ... 6.4 ± 2.7 psi(44 ± 19 kPa)
With a decrease in pressure, switch opens at ... 3.9 ± 3.3 psi(27 ± 23 kPa)
4N4696 Switch
Test switch at a temperature of ... 77° F(25° C)
With an increase in pressure, switch closes at ... 6.1 ± 4.3 psi(41 ± 29 kPa)
With a decrease in pressure, switch opens at ... 3.2 ± 1.5 psi(22 ± 10 kPa)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2N6955 Switch
With an increase of pressure, switch operates at ... 10 to 14 psi(70 to 95 kPa)
2N7124 Switch
With an increase of pressure, switch operates at ... 22 to 24 psi(150 to 165 kPa)
3N7443 Switch
With an increase of pressure, switch operates at ... 19 to 21 psi(130 to 145 kPa)
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With a decrease of pressure, switch operates at ... 15 to 16 psi(105 to 110 kPa)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Install the switch with the damper up. Use SAE 10 oil at 70° F (21° C) to check switch.
Procedure:
1. Increase oil pressure to 15 ± 1 psi (105 ± 7 kPa), switch must close within one second.
2. Decrease oil pressure to 8 + 0 - 1 psi (55 + 0 - 7 kPa), hold at this level for five minutes.
3. Decrease oil pressure rapidly to 0 psi (0 kPa), switch must keep closed for a minimum of 30
seconds and a maximum of 15 minutes.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
With a decrease of temperature, switch must open at the temperature at which it closed minus ... 5°F
(3°C)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Switch must close between ... 64° and 75°F(18° and 24°C)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Circuit Breaker
1N9770
Current ... 12.5 A
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
3N4026
(1) Lockscrew. To adjust, loosen the lockscrews and turn the cap clockwise (as seen from the
terminal end) to lower the overspeed setting.
If the full load rpm of the engine is 1500 the contacts must close at:
If the full load rpm of the engine is 1800 the contacts must close at:
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Magnetic Pickup
(1) Clearance between flywheel gear tooth and end of magnetic pickup when installed ... .022 to .033
in.(0.56 to 0.84 mm)
Turn the magnetic pickup in until it has contact with the flywheel, then turn it out 1/2 turn. This gives
approximately the correct clearance.
(2) With the wires from the magnetic pickup disconnected from the electronic speed switch and the
engine running at 1500 rpm, the minimum voltage between the wires from the magnetic pickup is ...
10 V AC
(2) With the wires from the magnetic pickup disconnected from the electronic speed switch and the
engine stopped, the correct resistance between the wires is ... 180 to 220 ohms
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
For setting and checking, install a temporary jumper wire between terminal 1 (VERIFY) and terminal 2 (SHLD).
This makes the electronic overspeed switch activate. Later switches have a push button to check the setting.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Thickness of new clutch plate (each) ... .620 to .630 in.(15.75 to 16.00 mm)
2N7078, 2N6961
Force at 21.3 in. (541 mm) distance from center of shaft ... 123 to 163 lbs.(545 to 725 N)
*
Torque on shaft for engagement ... 262.5 lb. ft.(355 N·m)
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Then tighten additional ... 150° to 180°
*
For determining remote control equipment.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Torque for bolt holding hub ... 210 to 250 lb. ft.(280 to 340 N·m)
Hit with hammer and again tighten to ... 210 to 250 lb. ft.(280 to 340 N·m)
Force at 13.6 in. (345.4 mm) distance from center of shaft ... 63 to 83 lbs.(280 to 370 N)
*
Torque on shaft for engagement ... 86 lb. ft.(115 N·m)
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(3) End clearance ... .004 to .007 in.(0.10 to 0.18 mm)
*
For determining remote control equipment.
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2. Measure dimension from face of flywheel housing to face of flywheel where the 2N7026 Plate
Assembly fits.
5. Subtract the dimension found in Step 4 from the dimension from Step 2. This is the correct
thickness of shims to install.
NOTE: The tolerance for the thickness of shims to install is ... ± .015 in.(0.38 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2. Measure dimension from face of flywheel housing to face of flywheel where the 2N7025 Plate
Assembly fits.
5. Subtract the dimension found in Step 4 from the dimension from Step 2. This is the correct
thickness of shims to install.
NOTE: The tolerance for the thickness of shims to install is ... ± .015 in.(0.38 mm)
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Specifications
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Maximum temperature to heat gear (1) for installation on the shaft ... 400°F (204°C)
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SEBR0539-00
Attachments
Systems Operation
3304 & 3306 INDUSTRIAL & MARINE ENGINES
http://engine.od.ua
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Systems Operation
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Glossary
arcing
a discharge of electricity across a gap
acceleration
rate at which speed increases
bus
an electrical conductor
compare
look at for differences
cranking
rotation of the engine by the starter motor
circuit
connected electric components
deactivate
stop a function
deceleration
rate at which speed decreases
de-energized
power off
energized
power on
failsafe
circuit that gives protection
hertz
cycles per second
hunt
speed changes
hydra-mechanical
hydraulically controlled mechanical action
inversely
the opposite of directly
isochronous
desired engine speed does not change because of a change in load
jumper
electrical connection
kilowatt
measure of electric power
overspeed
engine speed higher than rated speed
override
cause normal electrical signals to be canceled
nonparallel
single
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paralleled
electrically connected together to drive a common load
paralleling
all positive poles are connected to one conducter and all negative poles are connected to another conductor
proportion
a ratio
proportional
two factors that have a constant ratio
potentiometer
electric component that has variable resistance
ramp
circuit that controls movement from one level to another
response
time and stability characteristic of a change in output
sensing phasing
measurement and comparison of output with other units in the system
short
any connection between two or more electrical components that is not desired
shielding
steel braid for protection of a wire
sharing
two or more engines used to drive a common load
speed droop
no load engine rpm minus full load rpm
standby
ready for use during an emergency
transfer
change from one to another
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SCHEMATIC OF LATEST PSG GOVERNOR
1. Return spring. 2. Output shaft. 3. Output shaft lever. 4. Strut assembly. 5. Speeder spring. 6. Power piston. 7. Flyweights.
8. Needle valve. 9. Thrust bearing. 10. Pilot valve compensating land. 11. Buffer piston. 12. Pilot valve. 13. Pilot valve
bushing. 14. Control ports. A. Chamber. B. Chamber.
Introduction
The Woodward PSG (Pressure compensated Simple Governor) can operate as an isochronous or a speed droop
type governor. It uses engine lubrication oil, increased to a pressure of 175 psi (1200 kPa) by a gear type pump
inside the governor, to give hydra/mechanical speed control.
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Pilot Valve Operation
The fuel injection pump camshaft drives a governor drive unit. This unit turns pilot valve bushing (13) clockwise
as seen from the drive unit end of the governor. The pilot valve bushing is connected to a spring driven ballhead.
Flyweights (7) are fastened to the ballhead by pivot pins. The centrifugal force caused by the rotation of the pilot
valve bushing causes the flyweights to pivot out. This action of the flyweights changes the centrifugal force to
axial force against speeder spring (5). There is a thrust bearing (9) between the toes of the flyweights and the seat
for the speeder spring. Pilot valve (12) is fastened to the seat for the speeder spring. Movement of the pilot valve is
controlled by the action of the flyweights against the force of the speeder spring.
The engine is at the governed (desired) rpm when the axial force of the flyweights is the same as the force of
compression in the speeder spring. The flyweights will be in the position shown. Control ports (14) will be closed
by the pilot valve.
Fuel Increase
When the force of compression in the speeder spring increases (operator increases desired rpm) or the axial force
of the flyweights decreases (load on the engine increases) the pilot valve will move in the direction of the drive
unit. This opens control ports (14). Pressure oil flows through a passage in the base to chamber (B). The increased
pressure in chamber (B) causes power piston (6) to move. The power piston pushes strut assembly (4), that is
connected to output shaft lever (3). The action of the output shaft lever causes clockwise rotation of output shaft
(2). This moves fuel control linkage (15) in the FUEL ON direction.
As the power piston moves in the direction of return spring (1) the volume of chamber (A) increases. The pressure
in chamber (A) decreases. This pulls the oil from the chamber inside the power piston, above buffer piston (11)
into chamber (A). As the oil moves out from above buffer piston (11) to fill chamber (A) the buffer piston moves
up in the bore of the power piston. Chambers (A and B) are connected respectively to the chambers above and
below the pilot valve compensating land (10). The pressure difference felt by the pilot valve compensating land
adds to the axial force of the flyweights to move the pilot valve up and close the control ports. When the flow of
pressure oil to chamber (B) stops so does the movement of the fuel control linkage.
Fuel Decrease
When the force of compression in the speeder spring decreases (operator decreases desired rpm) or the axial force
of the flyweights increases (load on the engine decreases) the pilot valve will move in the direction of speeder
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spring (5). This opens control ports (14). Oil from chamber (B) and pressure oil from the pump will dump through
the end of the pilot valve bushing. The decreased pressure in chamber (B) will let the power piston move in the
direction of the drive unit. Return spring (1) pushes against strut assembly (4). This moves output shaft lever (3).
The action of the output shaft lever causes counterclockwise rotation of output shaft (2). This moves fuel control
linkage (15) in the FUEL OFF direction.
As power piston (6) moves in the direction of the drive unit the volume of chamber (A) decreases. This pushes the
oil in chamber (A) into the chamber above buffer piston (11). As the oil from chamber (A) flows into the power
piston it moves the buffer piston down in the bore of the power piston. The pressure at chamber (A) is more than
the pressure at chamber (B). Chambers (A and B) are connected respectively to chambers above and below the
pilot valve compensating land (10). The pressure difference felt by the pilot valve compensating land adds to the
force of the speeder spring to move the pilot valve down and close the control ports. When the flow of oil from
chamber (B) stops so does the movement of the fuel control linkage.
Hunting
There is a moment between the time the fuel control linkage stops its movement and the time the engine actually
stops its increases or decrease of rpm. During this moment there is a change in two forces on the pilot valve, the
pressure difference at the pilot valve compensating land and the axial force of the flyweights.
The axial force of the flyweights changes until the engine stops its increase or decrease of rpm. The pressure
difference at the pilot valve compensating land changes until the buffer piston returns to its original position. A
needle valve (8) in a passage between space (A) and (B) controls the rate at which the pressure difference changes.
The pressure difference makes compensation for the axial force of the flyweights until the engine stops it increase
or decrease of rpm. If the force on the pilot valve compensating land plus the axial force of the flyweights is not
equal to the force of the speeder spring the pilot valve will move. This movement is known as hunting (movement
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of the pilot valve that is not the result of a change in load or desired rpm of the engine).
The governor will hunt each time the engine actually stops its increase or decrease of rpm at any other rpm than
that desired. The governor will hunt more after a rapid or large change of load or desired rpm than after a gradual
or small change.
PSG GOVERNOR
8. Needle valve.
NOTE: The Woodward PSG Governor is removed from the engine to show the needle valve (8). When the
governor is installed on the engine, the needle valve (8) is between the governor and the cylinder block.
Speed Adjustment
The earliest PSG governors use a screw (1). When the screw is turned clockwise it pushes the link assembly (2)
down. This causes an increase in the force of speeder spring (3) and pilot valve (4) will move down. See PILOT
VALVE OPERATION. The engine will increase speed until it gets to the desired rpm. When the screw is turned
counterclockwise the link assembly moves up. This causes a decrease in the force of the speeder spring and the
pilot valve will move up. The engine will decrease speed until it gets to the desired rpm.
Later PSG governors use a clutch assembly (6) driven by a 110V AC/DC or 24V DC reversible synchronizing
motor (5) to move link assembly (7) up or down. The clutch assembly protects the motor if the adjustment is run
against the stops. The motor is controlled by a switch that is remotely mounted. The clutch assembly can be turned
manually if necessary.
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EARLIEST PSG GOVERNOR
1. Screw. 2. Link assembly. 3. Speeder spring. 4. Pilot valve.
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LATER PSG GOVERNOR
5. Synchronizing motor. 6. Clutch assembly. 7. Link assembly.
Speed Droop
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EARLIER PSG GOVERNOR
1. Bracket. 2. Pivot pin. 3. Output shafts.
Speed droop is the difference between no load rpm and full load rpm. This difference in rpm divided by the full
load rpm and multiplied by 100 is the percent of speed droop.
The speed droop of the PSG governor can be adjusted. The governor is isochronous when it is adjusted so that the
no load and full load rpm is the same. Speed droop permits load division between two or more engines that drive
generators connected in parallel or generators connected to a single shaft.
Speed droop adjustment on PSG governors is made by movement of pivot pin (2). When the pivot pin is put in
alignment with the output shafts, movement of the output shaft lever will not change the force of the speeder
spring. When the force of the speeder spring is kept constant the desired rpm will be kept constant. See PILOT
VALVE OPERATION. When the pivot pin is moved out of alignment with the output shafts, movement of the
output shaft lever will change the force of the speeder spring proportional to the load on the engine. When the
force of the speeder spring is changed the desired rpm of the engine will change.
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On earlier PSG governors the cover must be removed to adjust the speed droop. Later models have an adjustment
lever outside the governor connected to pivot pin (2) by link (4).
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WIRING SCHEMATIC (Typical Example)
1. Oil pressure switch (switch with manual override shown). 2. Water temperature contactor. 3. Source voltage. 4. Toggle
switch (optional). 5. Alarm. 6. Signal lights.
If the oil pressure is too low or the water temperature is too high this system will activate alarm (5) and signal
lights (6).
NOTICE
When the alarm and signal lights activate stop the engine immediately. This will
help prevent damage to the engine from heat or not enough lubrication. Find
and correct the problem that caused the alarm and signal lights to activate.
Before the engine is started it will be necessary to override the oil pressure switch (1) or the alarm will activate.
This is done by either a manual override button on the oil pressure switch or toggle switch (4). Oil pressure will
return the manual override button to the run position. The toggle switch must be manually closed when the engine
has oil pressure.
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WIRING SCHEMATIC (Typical Example)
1. Oil pressure switch (switch with manual override shown). 2. Water temperature contactor. 3. Oil pressure (time delay) or
fuel pressure switch. 4. Shutoff solenoid. 5. Terminal block. 6. Diode assembly. 7. Starter. 8. Battery.
If the oil pressure is too low or the water temperature is too high this system will activate shutoff solenoid (4). The
solenoid is connected to the fuel control shaft by linkage. When it is activated it will move to stop the flow of fuel
to the engine. The engine will stop.
NOTICE
Find the correct the problem that caused the engine to stop. This will help
prevent damage to the engine from heat or not enough lubrication.
Before the engine can be started it will be necessary to push the manual override button on oil pressure switch (1).
Oil pressure will return the manual override button to the run position.
Diode assembly (6) is used to stop arcing, for protection of the system.
Oil pressure delay or fuel pressure switch (3) is used to prevent discharge of battery (8) through the solenoid when
the engine is stopped. The optional grounds to engine shown are used with grounded systems only.
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Electronic Overspeed Shutoff System
Magnetic pickup (5) sends a voltage to overspeed switch (4). The frequency of this voltage tells the overspeed
switch the speed of the engine. If the speed of the engine gets too high the overspeed switch sends a signal to
activate shutoff solenoid (1).
The shutoff solenoid is connected to the fuel control shaft by linkage. When it is activated it will move to stop the
flow of fuel to the engine.
NOTICE
Find and correct the problem that caused the engine to overspeed. This will help
prevent damage to the engine.
After an overspeed shutdown the overspeed switch must be reset before the engine can start.
Diode assembly (2) is used to stop arcing, for protection of the system.
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The optional grounds to the engine shown are used with grounded systems only.
An oil pressure (time delay) or fuel pressure switch (3) is used to prevent discharge of battery (8) through the
solenoid when the engine is stopped. The electronic overspeed switch can be connected to the battery constantly
because it uses less than 20 MA of current when the engine is stopped.
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WIRING SCHEMATIC (Typical Example)
1. Oil pressure switch (switch with manual override shown). 2. Water temperature contactor. 3. Oil pressure (time delay) or
fuel pressure switch. 4. Overspeed switch. 5. Shutoff solenoid. 6. Diode assembly. 7. Magnetic pickup. 8. Terminal block. 9.
Starter. 10. Battery.
The shutoff solenoid can be activated by oil pressure switch (1), water temperature contactor (2) or overspeed
switch (4). See WATER TEMPERATURE AND OIL PRESSURE SHUTOFF SYSTEM and ELECTRONIC
OVERSPEED SHUTOFF SYSTEM.
The mechanical overspeed switch (4) is fastened to the tachometer drive on the engine. Wires connect the switch
to the fuel shutoff solenoid. If the speed of the engine gets too high the overspeed switch sends a signal to activate
shutoff solenoid (1).
The shutoff solenoid is connected to the fuel control shaft by linkage. When it is activated it will move to stop the
flow of fuel to the engine.
NOTICE
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Find and correct the problem that caused the engine to overspeed. This will help
prevent damage to the engine.
After an overspeed shutdown the overspeed switch must be reset before the engine can start.
Diode assembly (2) is used to stop arcing, for protection of the system.
The optional grounds to the engine shown are used with grounded systems only.
An oil pressure (time delay) or fuel pressure switch (3) is used to prevent discharge of battery (7) through the
solenoid when the engine is stopped.
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WIRING SCHEMATIC (Typical Example)
1. Oil pressure switch (switch with manual override shown). 2. Water temperature contactor. 3. Oil pressure (time delay) or
fuel pressure switch. 4. Overspeed switch. 5. Shutoff solenoid. 6. Diode assembly. 7. Terminal block. 8. Starter. 9. Battery.
The shutoff solenoid can be activated by oil pressure switch (1), water temperature contactor (2) or overspeed
switch (4). See WATER TEMPERATURE AND OIL PRESSURE SHUTOFF SYSTEM and MECHANICAL
OVERSPEED SHUTOFF SYSTEM.
The oil pressure shutoff housing (3) is fastened to the governor. Lever (12) is connected by a shaft to shutoff levers
(13) and (14).
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NORMAL OPERATING CONDITIONS
9. Plunger. 13. Lever. 14. Lever.
Before the engine can be started, lever (12) is used to turn spring loaded lever (13) away from the shutoff position.
With lever (13) in this position the engine can be started.
When the engine starts, pressure oil flows through cover (7) moving plunger (9) into position to hold lever (13). As
long as the engine has enough oil pressure the fuel control shaft can be controlled by the governor.
If the oil pressure gets too low, spring (10) moves plunger (9) away from lever (13). Lever (13) returns to the
shutoff position and causes the engine to stop.
NOTE: With lever (13) held in the normal operating position as shown, lever (14) is used to shutdown the engine
if necessary. This can be done manually or with a shutoff solenoid if so equipped.
NOTICE
Find and correct the problem that caused the engine to stop. This will help
prevent damage to the engine from not enough lubrication.
Water temperature shutoff (5) is a control valve for the oil pressure shutoff.
When the water temperature becomes too high thermostat assembly (17) causes stem (16) to move ball (18) off of
its seat. Pressure oil at inlet port (15) will go through the valve and drain into the engine crankcase. This will cause
the oil pressure to decrease. The oil pressure shutoff will activate and stop the engine.
NOTICE
Find and correct the problem that caused the engine to stop. This will help
prevent damage to the engine from too much heat.
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TEMPERATURE SHUTOFF
15. Inlet port. 16. Stem. 17. Thermostat assembly. 18. Ball.
The oil pressure switch is used to give protection to the engine from damage because of low oil pressure. When oil
pressure lowers to the pressure specifications of the switch, the switch closes and activates the fuel shutoff
solenoid.
On automatic start/stop installations, this switch closes to remove the starting system from the circuit when the
engine is running with normal oil pressure.
The switch for oil pressure can be connected in a warning system for indication of low oil pressure with a light or
horn.
As pressure of the oil in bellows (6) becomes higher, arm (4) is moved against the force of spring (3). When
projection (10) of arm (4) makes contact with arm (9), pressure in the bellows moves both arms. This also moves
button (8) of the micro switch to activate the micro switch.
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OIL PRESSURE SWITCH (Micro Switch Type)
1. Locknut. 2. Adjustment screw. 3. Spring. 4. Arm. 5. Spring. 6. Bellows. 7. Latch plate. 8. Button for micro switch. 9.
Arm. 10. Projection of arm.
Some of these switches have a "Set For Start" button. When the button is pushed in, the micro switch is in the
START position. This is done because latch plate (7) holds arm (9) against button (8) of the micro switch and the
switch operates as if the oil pressure was normal. When the engine is started, pressure oil flows into bellows (6).
The bellows move arm (4) into contact with latch plate (7). The latch plate releases the "Set For Start" button and
spring (5) moves it to the RUN position. This puts the switch in a ready to operate condition.
Early type switches for oil pressure have a control knob (1). The knob must be turned (reset) every time the engine
is stopped. Turn the knob counterclockwise to the OFF position before the engine is started. The knob will move to
the RUN position when the oil pressure is normal.
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PRESSURE SWITCH WITH TIME DELAY
1. Damper. 2. Pressure switch. 3. Valve.
The pressure switch with time delay has three main parts. The damper (1) is a reservoir for air and oil. The
pressure switch (2) is a switch which activates from engine oil pressure. The valve (3) is a check valve with an
orifice.
When the engine starts running the oil pressure in the engine increases. The oil goes through the valve (3) easily
because the ball is off its seat from flow in that direction. There is air in the damper (1). The oil through the valve
(3) goes into the damper (1). The oil puts compression on the air in the damper (1) until the pressure in the damper
(1) is equal to engine oil pressure. This action takes a very short time. As the pressure in the damper (1) increases,
the pressure switch (2) has the same pressure. At the correct pressure, the pressure (2) switch closes.
When the oil pressure in the engine decreases, there is a different set of conditions. The oil pressure in the engine
is lower than the pressure in the damper (1). The high pressure in the damper (1) pushes oil out of the damper (1).
The ball is on its seat. The pressure holds it there. Now the oil can only get out through the orifice. The orifice is a
very small hole which is drilled through the body of the valve (3). It connects the oil in the damper (1) with the oil
in the engine. The orifice is a restriction to the flow of oil out of the damper (1). The pressure in damper (1) takes a
longer time to decrease than the oil pressure in the engine. This difference is the delay. When the engine is stopped
under normal conditions, the delay is a minimum of approximately 4 seconds after the engine stops turning.
Pressure Switch
These type pressure switches are used for several purposes and are available with different specifications. They are
used in the oil system and in the fuel system. One use of the switch is to open the circuit between the battery and
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the fuel shutoff solenoid after the oil pressure is below the pressure specifications of the switch. It also closes when
the engine starts.
PRESSURE SWITCH
Another use of the switch is to close and activate the battery charging circuit when the pressure is above the
pressure specification of the switch. It also disconnects the circuit when the engine is stopped.
Some switches of this type have three terminal connections. They are used to do two operations with one switch.
They open one circuit and close another with the single switch.
The contactor switch is connected to the fuel shutoff solenoid to stop the engine. The switch can also be connected
to an alarm system. When the temperature of the coolant lowers to the operating range, the contactor switch opens
automatically.
Circuit Breaker
The circuit breaker gives protection to an electrical circuit. Circuit breakers are rated as to how much current they
will permit to flow. If the current in a circuit gets too high it will cause heat in disc (3). Heat will cause distortion
of the disc and contacts (2) will open. No current will flow in the circuit.
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NOTICE
Find and correct the problem that caused the circuit breaker to open. This will
help prevent damage to the circuit components from too much current.
An open circuit breaker will close (reset) automatically when it becomes cooler.
Shutoff Solenoid
A shutoff solenoid changes electrical input into mechanical output. It is used to move the fuel control shaft to a no
fuel position. This stops the engine.
The shutoff solenoid can be activated by any one of many sources. The most usual are: water temperature
contactor, oil pressure switch, overspeed switch (electronic or mechanical) and remote manual control switch.
When activated, the activate to shutoff solenoid moves the fuel control shaft to the fuel off position.
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ACTIVATE TO SHUTOFF SOLENOID INSTALLED
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ACTIVATE TO RUN SOLENOID INSTALLED
When shut off, the activate to run shutoff solenoid moves the fuel control shaft to the fuel off position.
Some overspeed switches also have underspeed contacts. These contacts close at approximately 600 rpm as the
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engine speed increases. The underspeed setting is not adjustable.
NOTE: Some earlier electronic speed switches do not have the crank disconnect.
The electronic speed switch makes a comparison between the output frequency of magnetic pickup (2) and the
setting of the electronic speed switch. When they are equal, the normally open contacts in the electronic speed
switch close. On earlier models handle (1) moves to the overspeed position. On later models lamp (4) will go on.
The switch also has a fail safe circuit that will cause the engine to shutdown if there is an open in the magnetic
pickup circuit.
When the engine is stopped by the earlier electronic speed switch it will be necessary to move handle (1) to the run
position before the engine can be started. On later model switches push reset button (3).
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ELECTRONIC SPEED SWITCH (LATER)
3. Reset button. 4. Lamp.
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Plates. 11. Output shaft.
Power take-off clutches (PTO's) are used to send power from the engine to accessory components. For example, a
PTO can be used to drive an air compressor or a water pump.
The PTO is driven by a ring (1) that has spline teeth around the inside diameter. The ring can be connected to the
front or rear of the engine crankshaft by an adapter.
NOTE: On some PTO's located at the rear of the engine, ring (1) is a part of the flywheel.
The spline teeth on the ring engage with the spline teeth on the outside diameter of driven discs (2). When lever (4)
is moved to the ENGAGED position, yoke assembly (8) moves collar assembly (6) in the direction of the engine.
The collar assembly is connected to four link assemblies (3). The action of the link assemblies will hold the faces
of driven discs (2), drive plates (10) and hub (9) tight together. Friction between these faces permits the flow of
torque from ring (1), through driven discs (2), to plates (10) and hub (9). Spline teeth on the inside diameter of the
plates drive the hub. The hub is held in position on the output shaft (11) by a taper, nut (7) and key (5).
NOTE: A PTO can have from one to three driven discs (2) with a respective number of plates.
When lever (4) is moved to the NOT ENGAGED position, yoke assembly (8) moves collar assembly (6) to the
left. The movement of the collar assembly will release link assemblies (3). With the link assemblies released there
will not be enough friction between the faces of the clutch assembly to permit a flow of torque.
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15. AUTOMATIC/MANUAL switch (SW1). 16. Terminal board (TS1).
An automatic start/stop system is used when a standby electric set has to give power to a system if the normal
(commercial) power supply has a failure. There are three main sections in the system. They are: the automatic
transfer switch, the cranking panel and the electric set.
Cranking Panel
The main function of the cranking panel is to control the start and shutoff of the electric set.
LOCKOUT indicator light (1) will activate if, the engine does not start, or if a protection device gives the signal to
shutoff during operation.
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Switch (2) gives either AUTOMATIC or MANUAL starting. In the diagrams shown later this switch is called
SW1. Switch (3) has three positions "ON", "OFF" and "STOP". This switch is called SW2 in the diagrams. Move
SW2 (3) to ON and SW1 (2) to MAN to start the engine immediately. Move SW2 (3) to OFF on an electric set in
operation to start the shutoff sequence. If the system is equipped with a time delay the engine will not stop
immediately. When SW2 (3) is moved to the STOP position the engine stops immediately. The switch must be
held in the STOP position until the engine stops. When the switch is released a spring returns it to the OFF
position. With SW2 (3) in the ON position and SW1 (2) in the AUTO position the control is ready for standby
operation.
There are several attachments that can be ordered for this panel. A description of how each one works and the
effect it has on the operation of the standard system is given after the explanations of the standard system.
Electric Set
The components of the electric set are: the engine, the generator, the starting motor, the battery, the shutoff
solenoid and signal switches on the engine. The electric set gives emergency power to drive the load.
AR
Auxiliary relay
CB
Circuit breaker
CR
Cranking relay
CT
Cranking terminate relay (part of OS)
D
Diode
IR
Initiating relay
MS
Magnetic switch
OCT
Overcrank timer
OPS
Oil pressure shutdown switch
OPTD
Oil pressure time delay switch
OS
Overspeed shutdown switch
PS
Pinion solenoid
RR
Run relay
RS
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Fuel Shutoff Solenoid
SM
Starting motor
SR
Shutdown relay
SW1
Automatic/Manual switch
SW2
On/Off/Stop switch
WT
Water temperature shutdown switch
When emergency power is needed, the initiating contactor closes. This energizes the initiating relay and the run
relay. The current flow through the initiating relay contacts then energizes the magnetic switch, which energizes
the pinion solenoid. The starting motor is now connected to the battery. The starting operation starts. At the same
time the overcrank timer is energized and starts to run.
At 600 rpm the cranking terminate relay closes. Oil pressure causes oil pressure shutdown switch (OPS) to
activate. The normally closed contacts open and the normally open contacts close. When oil pressure shutdown
switch (OPS) activates, the auxiliary relay is energized and current flow to the magnetic switch and pinion
solenoid is stopped. The starting operation then stops.
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CONTROL PANEL CONTROLS IN AUTOMATIC POSITION; ENGINE STARTS
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If the engine does not start in 30 seconds, the overcrank timer contact closes. This energizes the shutdown relay
and the alarm light. The shutdown relay stops current flow to the initiating relay and the run relay. De-energizing
the run relay also stops current flow to the auxiliary relay. When the shutdown relay is energized, the magnetic
switch and the pinion solenoid are de-energized. The starting operation then stops. The shutdown relay also
energizes the shutoff solenoid to move the fuel control shaft to the fuel OFF position. The shutdown relay is
energized until switch (SW2) is manually turned to the OFF position.
When the contacts for any of the shutdown switches close, the shutdown relay and the alarm light are energized.
This de-energizes the initiating relay, run relay and auxiliary relay. The shutoff solenoid is energized to move the
fuel control shaft to the fuel OFF position. A parallel circuit through the fuel pressure switch and the normally
closed contact of the run relay is also completed to the shutoff solenoid. The shutdown relay is energized until
switch (SW2) is manually turned to the OFF position.
When commercial power is started again, the initiating contactor opens. This de-energizes the initiating relay, the
run relay and the auxiliary relay. Current then goes through the normally closed contact of the run relay to the
shutoff solenoid. The shutoff solenoid is energized to move the fuel control shaft to the FUEL OFF position.
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CONTROL PANEL CONTROLS IN AUTOMATIC POSITION; EMERGENCY POWER NOT NEEDED
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CONTROL PANEL CONTROLS IN MANUAL POSITION; ENGINE STARTING
Switch (SW1), in the MANUAL position, removes the initiating contactor from the circuit. In the MANUAL
Position the initiating relay and the run relay are energized. This energizes the magnetic switch and the pinion
solenoid. The starting motor is now connected to the battery. The starting operation starts. The overcrank timer is
not in this circuit, so if the engine does not start, either switch (SW1) or (SW2) must be turned to another position
to stop the starting operation. When the engine starts, the magnetic switch and the pinion solenoid are de-energized
in the same way they are de-energized when the engine starts in the AUTOMATIC position.
When switch (SW2) is move to the STOP position, current flow is directly to the shutoff solenoid. The shutoff
solenoid moves the fuel control shaft to the fuel OFF position. The initiating relay, run relay and auxiliary relay are
de-energized. Switch (SW2) must be held in the STOP position until the engine stops.
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SEPARATE ALARM LIGHTS
The cycle cranking timer has a cycle crank module (CC). It permits adjustment of the amount of time that the
starting motor operates. It can be set for 30 seconds of constant operation to 5 cycles of 10 seconds of operation
with a 10 second delay between each cycle of operation. When the cranking cycles set in the timer are completed,
cycle crank module (CC) closes the circuit to the overcrank relay (OCT).
This attachment causes a 2 minute delay in the activation of the shutoff solenoid (RS) when the engine is
automatically being stopped because of the return of (commercial) normal power.
The purpose of this time delay is to let the engine cool more slowly after running.
When the (commercial) normal power starts again, the initiating contactor (1) opens. This opens the circuit to the
run relay (RR) and initiating relay (IR). The run relay (RR) has normally closed contacts which connect the oil
pressure time delay switch (OPTD) with the time delay relay (TD). The oil pressure time delay switch (OPTD) is
closed at this time. The time delay relay (TD) starts to measure time. After 2 more minutes of engine operation, the
time delay relay (TD) activates. It closes its normally open contacts in the circuit between the oil pressure time
delay switch (OPTD) and the shutoff solenoid (RS). Because the oil pressure time delay switch (OPTD) is closed,
the circuit is now closed to the shutoff solenoid (RS): The shutoff solenoid (RS) activates. It moves the fuel control
shaft to the FUEL OFF position. This makes the engine stop running.
If the (commercial) normal power stops before the engine stops turning, the engine can start running again
immediately. This is because the initiating contactor (I) closes again. This closes the circuit to run relay (RR) and
initiating relay (IR). The run relay (RR) activates and opens its normally closed contacts in the circuit with the time
delay relay (TD). The time delay relay (TD) is now disconnected so it opens its normally open contacts in the
circuit with the shutoff solenoid (RS). The shutoff solenoid (RS) releases the fuel in the fuel injection pump. The
governor now controls the fuel supply to the engine. The governor gives the engine more fuel to make the speed
increase to the correct speed for the engine.
If the initiating contactor (I) closes just as the engine stops turning, the starting motor can activate almost
immediately. This is because the oil pressure switch (OPS) is activated by engine oil pressure. When the engine
stops running, the oil pressure decreases faster than the engine stops its motion. If the engine does not start running
again because of the force of rotation of the flywheel, the engine oil pressure does not increase to activate the oil
pressure switch (OPS). If the oil pressure switch (OPS) does not activate, the starting motor (SM) activates when
the initiating relay (IR) closes its contacts.
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SCHEMATIC OF CONTROL PANEL (SHOWS ALL STANDARD ATTACHMENTS) (ALL COMPONENTS ARE
SHOWN IN NORMAL CONDITIONS)
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WIRING DIAGRAM FOR AUTOMATIC START-STOP SYSTEM (EARLIER)
1. Magnetic switch. 2. Terminals (on electronic speed switch). 3. Magnetic pickup. 4. Flywheel. 5. Circuit breaker. 6.
Battery. 7. Starting motor. 8. Oil pressure switch. 9. Pressure switch with time delay. 10. Water temperature contactor. 11.
Shutoff solenoid. 12. TS1. 13. Synchronizing motor for Woodward PSG Governor.
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WIRING DIAGRAM FOR AUTOMATIC START-STOP SYSTEM (LATER)
1. Magnetic switch. 2. Terminals (on electronic speed switch). 3. Magnetic pickup. 4. Flywheel. 5. Circuit breaker. 6.
Battery. 7. Starting motor. 8. Oil pressure switch. 9. Pressure switch with time delay. 10. Water temperature contactor. 11.
Shutoff solenoid. 12. TS1. 13. Synchronizing motor for Woodward PSG Governor.
Instrument Panel
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WIRING DIAGRAM FOR INSTRUMENT PANEL
1. Light switch. 2. Panel lights. 3. Instrument panel. 4. Ammeter. 5. Oil pressure gauge. 6. Water temperature gauge. 7. Gear
oil pressure gauge. 8. Terminal strip. 9. Wire to battery. 10. Oil pressure switch with time delay. 11. Sending unit for oil
pressure. 12. Sending unit for water temperature. 13. Sending unit for gear oil pressure.
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GAUGES WITH RESISTORS FOR 32 VOLT SYSTEM
1. Resistor. 2. 0-80 psi oil pressure gauge. 3. Resistor. 4. 100°-240° F water temperature gauge. 5. Resistor. 6. 0-300 psi gear
oil pressure gauge.
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Sending Unit for Water Temperature
The sending unit for water temperature is an electrical resistance. It changes the value of its resistance according to
the temperature which the bulb (3) feels.
The sending unit is in a series circuit with the electrical gauge. When the temperature is high, the resistance is
high. This makes the gauge have a high reading.
The sending unit must be in contact with the coolant. If the coolant level is too low because of a sudden loss of
coolant while the engine is running or because the level is too low before starting the engine, the sending unit will
not work correctly.
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SENDING UNIT FOR OIL PRESSURE
1. Connection. 2. Fitting.
The sending unit for oil pressure is an electrical resistance. It has a material which changes electrical resistance
according to pressure which it feels.
The sending unit for oil pressure is in a series circuit with the electrical gauge. As the pressure on the sending unit
changes, the reading on the gauge changes in the same way.
The electric hour meter (1) measures the clock hours that the engine operates. The electric hour meter (1) activates
when the pressure switch (2) closes. The pressure switch (2) closes the circuit from the positive terminal on the
alternator or battery when the engine oil pressure is above approximately 6 psi (40 kPa).
Wiring Diagrams
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TACHOMETER WIRING DIAGRAM (EARLIER)
1. Tachometer. 2. "Y" connecting harness (used only for engines with two tachometers). 3. Cable and socket assembly. 4.
Tachometer sending unit.
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CHARGING SYSTEM
1. Shunt. 2. Regulator. 3. Battery. 4. Alternator.
Troubleshooting
Troubleshooting can be difficult. On the following pages there is a list of possible problems. To make a repair to a
problem, make reference to the cause and correction.
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This list of problems, causes, and corrections, will only give an indication of where a possible problem can be, and
what repairs are needed. Normally, more or other repair work is needed beyond the recommendations in the list.
Remember that a problem is not normally caused only by one part, but by the relation of one part with other parts.
This list can not give all possible problems and corrections. The serviceman must find the problem and its source,
then make the necessary repairs.
1. Contactor Switch for Water Temperature Does Not Activate Shutoff Solenoid.
2. Contactor Switch for Water Temperature Activates Shutoff Solenoid at Wrong Temperature.
3. Contactor Switch for Oil Pressure Fails to Activate Shutoff Solenoid.
4. Contactor Switch for Overspeed Fails to Activate Shutoff Solenoid.
5. Contactor Switch for Overspeed Activates Shutoff Solenoid at Wrong Speed.
6. Shutoff Solenoid Fails to Stop Engine.
7. Shutoff Solenoid Prevents Engine Start.
8. Clutch Will Not Engage (Slips), Heats or Lever Moves to Released Position.
9. Clutch Shaft Has Too Much End Play.
10. Clutch Bearings Have Short Service Life.
11. Mechanical Shutoff Fails To Stop Engine Because Of Low Oil Pressure.
12. Mechanical Shutoff Does Not Stop Engine When Coolant Temperature Is Too High.
13. Mechanical Shutoff Will Not Let Engine Start.
14. Electrical Gauges Give Wrong Readings.
15. PSG Governors.
a. Engine Speed Does Not Have Stability.
b. Vibration At Governor Output Shaft.
c. Fuel Control Response When The Engine Is Started Is Not Acceptable.
d. Engine Has Slow Response To A Change In Speed Setting Or Load.
e. No Output From Governor.
f. Engine Will Not Drive Full Rated Load.
g. Load Sharing Between Paralleled Units Is Not Correct (One unit on zero droop all others on droop).
h. Load Sharing Between Paralleled Units Is Not Correct (all units on droop).
16. Automatic Start/Stop Systems.
Contactor Switch For Water Temperature Does Not Activate Shutoff Solenoid
Contactor Switch For Water Temperature Activates Shutoff Solenoid At Wrong Temperature.
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Contactor Switch For Oil Pressure Fails To Activate Shutoff Solenoid
Clutch Will Not Engage (Slips), Heats Or Lever Moves To Released Position.
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Clutch Shaft Has Too Much End Play.
Mechanical Shutoff Does Not Stop Engine When Coolant Temperature Is Too High.
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Electrical Gauges Give Wrong Readings.
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Vibration At Governor Output Shaft.
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No Output From Governor.
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Load Sharing Between Paralleled Units Is Not Correct (one unit on zero droop all the others on droop).
Load Sharing Between Paralleled Units Is Not Correct (all units on droop).
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The charts that follow give some of the problems and probable causes for trouble with automatic start/stop
systems.
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Measuring Engine Speed
Most engines have a location where a tachometer drive adapter can be installed. Install an adapter. Then connect it
to the tachometer in the 4S6553 Engine Test Group, the 5P2150 Engine Horsepower Meter or the 1P5500 Portable
Phototach Group.
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NOTE: On some engines the service meter must be removed.
Special Instruction Form SEHS7341 is with the 4S6553 Engine Test Group. It has instructions on how to use the
group.
The 1P5500 Portable Phototach Group can measure engine speed from the tachometer drive on the engine. It can
also measure the speed of the engine parts (fan, flywheel, etc.) that have rotation. For the best accuracy the rpm of
the part that is measured must be the same as the rpm of the engine. Special Instruction Form SMHS7015 has
instructions on how to use the group.
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5P2150 ENGINE HORSEPOWER METER
The 5P2150 Engine Horsepower Meter can measure engine speed from the tachometer drive on the engine. It can
also measure engine speed from the signal made by a magnetic pickup when the teeth of the flywheel go by it.
Special Instruction Form SMHS7050 has instructions for its use. The necessary information to use a magnetic
pickup with the 5P2150 Engine Horsepower Meter is given in the following procedures.
Frequency Meter
If the engine is the drive for a generator with a frequency meter use it to measure the engine speed. The frequency
meter reading is 60 Hertz at 1800 engine rpm. The frequency meter reading is 50 Hertz at 1500 engine rpm.
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1P5500 PORTABLE PHOTOTACH GROUP INSTALLED
The 1P5500 Portable Phototach Group can measure the speed of a rotating part of the engine if it is visible. For
more accurate readings, use a part which rotates at the same speed as the engine. Special Instruction Form
SMHS7015 has instructions for its use.
Magnetic Pickup
The flywheel housings used on these engines all have an opening for timing the engine. The adapter and magnetic
pickup for testing can be installed at this location on all engines for test purposes. In addition, most of the flywheel
housings also have a location for installation of the magnetic pickup for use with the electronic speed switch. If
there is a magnetic pickup already installed and being used with the electronic speed switch, its signal can be used
with an electronic counter or with the 5P2150 Engine Horsepower Meter. The operation of the magnetic pickup is
the same for any of the installations.
The signal from the magnetic pickup is an AC voltage. Every tooth on the flywheel makes the signal have one
cycle. Each revolution of the flywheel gives the signal one cycle per tooth. When the engine is running the number
of teeth on the flywheel multiplied by the number of revolutions per minute gives the number of cycles per minute
in the signal. Divide this number by 60 seconds per minute to get the number of Hertz (cycles per second).
The voltage output of the magnetic pickup is normally between 10 to 20 volts AC. If necessary, the voltage can be
increased by turning the magnetic pickup in so that it is closer to the flywheel gear. The maximum voltage is
approximately 80 Volts AC. These voltages are at normal engine speeds (approximately 1500 rpm).
NOTICE
Be careful when adjusting the magnetic pickup. Not enough clearance can cause
damage to the magnetic pickup.
The voltage also changes with engine speed. Higher speed makes a signal with higher voltage.
The magnetic pickup (2) is to be installed so that the clearance dimension is .022 to .030 in. (0.56 to 0.76 mm)
away from the flywheel gear teeth (5).
With the engine stopped, turn the magnetic pickup (2) in until it just has contact with a tooth. Then turn it out 1/2
of a turn. Tighten the locknut (4). This gives approximately the correct clearance dimension.
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INSTALLATION OF MAGNETIC PICKUP
1. Clearance dimension. 2. Magnetic pickup. 3. Wires. 4. Locknut. 5. Flywheel gear teeth. 6. Adapter.
One way is to measure the resistance through the magnetic pickup (2) with an accurate ohmmeter. The correct
resistance is in the specifications.
The other way is to measure the voltage output with the engine running. This measurement is made with a
voltmeter between the wires (3) when the engine is at normal operation speed. The wires (3) must be disconnected
from any other circuit during the test. The voltage output must be according to the specifications. If the voltage is
not correct and the installation is correct, make a replacement of the magnetic pickup (2).
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ADAPTER
A cover for the timing pointer (3B817) which has been drilled and tapped as shown makes an adapter (6) which
can fit all of these engines. A magnetic pickup (2) with a 1.5 megohm resistor in series with one of its wires and a
phono plug on the end makes a magnetic pickup for testing. Together with the adapter, they make installation
quick and easy.
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MAGNETIC PICKUP FOR TESTING
2. Magnetic pickup. 4. Locknut. 7. 1.5 megohm resistor (5% or 10%) soldered in series with one wire. 8. Phono plug.
Electronic Counter
The electronic counter must be able to operate in the range of the signal from the magnetic pickup. The frequency
range is 1100 to 6500 Hertz (cycles per second). The voltage range of the magnetic pickup is approximately 4 to
80 volts. If the engine has an electronic speed switch, keep the voltage input to it at 10 to 20 volts AC.
The input resistance of the electronic counter must be more than 1000 ohms if it is used in a parallel circuit with
the electronic speed switch. Measure the resistance with an accurate ohmmeter. It is permissible to install resistors
in series with the electronic counter to get the correct minimum resistance. This is necessary to keep the signal
strong enough for the electronic speed switch to operate correctly.
If the frequency range is not correct, it is permissible to install an electronic frequency multiplier or divider to get
the signal in the correct range. If the engine has an electronic speed switch, make sure that the installation does not
change the signal which goes to the electronic speed switch. Also be sure that the input resistance of the electronic
counter has more than 1000 ohms of resistance.
If the voltage range is not correct, it is permissible to change the adjustment of the magnetic pickup and to add
more resistors to the circuit to get the correct voltage. Be sure to keep the voltage of the signal which goes to the
electronic speed switch correct.
NOTE: Do not adjust the clearance of the magnetic pickup with the engine running. The end of the magnetic
pickup can be damaged by contact with the turning flywheel gear.
When the items are correct according to the description given above, connect the electronic counter to the circuit.
Start the engine. The number which is on the electronic counter is in relation to the engine speed. The relation
between the engine speed and number on the electronic counter is the result of engine speed, the number of
flywheel gear teeth, the factor for the counter and the use of an electronic divider or multiplier on the signal. The
factor for the counter can be found easily. Connect the counter to a source of a known frequency. This can be to
normal (commercial) or generator set power or to a frequency generator. Look at the number on the electronic
counter. This number is in relation to the frequency of the power source by some factor. Use this factor with the
information already given to get another factor which is the relation between the number on the electronic counter
and the engine speed.
NOTE: When connecting the electronic counter to the source of a known frequency, be sure to keep the input
voltage to the electronic counter in the range of the electronic counter.
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5P2150 Engine Horsepower Meter
The 5P2150 Engine Horsepower Meter has an electronic counter. It can count the number of Hertz (cycles per
second) in the signal from the magnetic pickup. It is necessary to install a resistor in series with one of the wires
from the magnetic pickup to keep from damaging the parts in the 5P2150 Engine Horsepower Meter. The magnetic
pickup for testing has the correct resistance.
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On engines with an electronic speed switch, the signal from its magnetic pickup is strong enough to operate the
electronic speed switch and the electronic counter at the same time. Connect the input wires from the 5P2150
Engine Horsepower Meter to the "SIG" and "COM" terminals on the electronic speed switch. Install a 1.5 megohm
resistor in series with one of the input wires. This decreases the input voltage to keep from damaging the parts in
the 5P2150 Engine Horsepower Meter. The minimum voltage input to the electronic counter is 1.5 volts. If the
voltage is too low make an adjustment to the magnetic pickup to get the minimum voltage. Do not make a change
to the circuit that causes the voltage at the terminal strip to be less than 10 volts at 1500 engine rpm.
The 5P2150 Engine Horsepower Meter automatically shows the correct engine rpm when it is used with the
standard tachometer generator. When it is used with the magnetic pickup, it does not show engine speed directly.
This is because the signal from the magnetic pickup has more cycles per revolution of the engine than the standard
tachometer generator. The signal from the standard tachometer generator has 10 cycles for each revolution of the
engine. The signal from the magnetic pickup has one cycle for each flywheel gear tooth for each revolution of the
engine. For example, if the flywheel gear has 156 teeth, there are 156 cycles for each revolution. The number
which the meter shows is larger by a factor of 156 ÷ 10 or 15.6. This factor is the factor for the flywheel gear. At
lower engine speeds, the number on the meter divided by the factor for the flywheel gear gives the engine speed.
At higher engine speeds, the number is too big for the meter. The meter shows the four digits nearest to the
decimal point. In the example, 15987, the first digit is 1. The number that the meter shows is 5987.
Look at the chart for the approximate engine rpm. The chart has the correct meter reading for that engine rpm
according to the number of flywheel gear teeth. If the number has more than four digits, put the fifth digit from the
chart with the number which is shown on the meter. Divide this number by the factor for the flywheel gear. The
result is the correct engine rpm. Remember that a change of 1 rpm in engine speed makes a change of 13.2 or 15.6
in the rpm shown on the meter.
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Fuel System - (Engines With Woodward PSG
Governor)
Refer to the TESTING AND ADJUSTING section of the 3304 and 3306 Industrial and Marine Engine Form No.
SENR7053 for all procedures not covered in this section.
Special Instruction Form No. SMHS7013 is with this group and has instructions for its use.
The following procedure for fuel system setting can be done with the housing for the fuel injection pumps either
on or off the engine.
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FUEL SYSTEM SETTING
1. Governor control linkage. 2. Lever. 3. Cover.
INSTALLATION OF PIN
4. 5P299 Pin. 5. Hole.
5. Put cover (6) and 3J6956 Spring over pin (4). Use a 1D4533 Bolt and a 1D4538 Bolt to hold cover (6) to the
housing for the fuel injection pumps.
NOTE: The 5P6602 Adapter (A) is a replacement for the 5P4226 Adapter and the 2P8331 Cover (6). Either
adapter or the cover can be used for this procedure.
6. Put a 8S7271 screw in the hole over the 5P299 Pin (4) and 3J6956 Spring. Tighten the 8S7271 screw until it
holds 5P299 Pin (4) against the housing for the fuel injection pumps.
TOOLS INSTALLED
6. Cover. 7. Dial indicator. 8. Clamp.
7. Put clamp (8) in 2P8331 Cover (6) or 5P6602 Adapter (A). Put 3P1569 Magnetic Point or 5P4809 Point on
indicator (7) and install indicator (7) in clamp (8).
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NOTE: If the indicator automatically goes to the extended position, use the 5P4809 Point. If the indicator does not
automatically go to the extended position, use the 3P1569 Magnetic Point.
8. Turn lever (2) in a clockwise direction. This puts the fuel control shaft (10) against the 5P299 Pin (4).
9. Hold lever (2) in that position and adjust both dials on the dial indicator (7) to zero.
10. Connect the clip end (13) of continuity light (12) to a good electrical ground. Put the other end of continuity
light (12) in contact with the contact (11) as shown.
11. Turn the 8S7271 Screw counterclockwise. Turn it slowly until the continuity light just goes on.
13. Do this procedure several times to make sure that the reading is correct.
14. Make a comparison of this reading and the FUEL SYSTEM SETTING on the Engine Information Plate or
from RACK SETTING INFORMATION. If the reading is not the same, make sure the governor control shaft is in
the full load position. Then do Steps 7 through 14 again.
15. If the reading on the dial indicator (7) is not correct, remove the cover from the load stop adjusting screw (14).
16. Loosen locknut (15). Turn it away from the housing for the fuel injection pumps until the star washer (16) can
turn without being held by pin (17).
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17. Hold star washer (16) above the pin (17), turn the load stop adjusting screw (14), as necessary, to get the
correct reading on dial indicator (7). Remember to push lever (2) in the clockwise direction when reading the dial
indicator (7).
STAR WASHER
14. Load stop adjusting screw. 16. Star washer. 17. Pin.
NOTE: If the pin (17) is not in alignment with one of the notches in the star washer (16), turn the speed adjusting
screw (14) to put the nearest notch in alignment with pin (17).
18. Tighten the locknut (15). Check the adjustment by going through Steps 7 through 13 again.
19. When the adjustment is correct, install the cover for the load stop adjusting screw (14).
NOTE: The arrangement of the tooling for checking the fuel ratio control is the same as for checking the fuel
setting. Make reference to Fuel Ratio Control Setting at this time if a check of the fuel ratio control setting is
desired.
21. Remove the tooling and install the cover (3) and the shutoff solenoid.
22. Connect the governor control linkage (1) to lever (2) according to the procedure in WOODWARD PSG
GOVERNOR.
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NOTE: The following procedure can be done with the fuel system either on or off the engine. In either way,
damage to the fuel system can be the result if dirt gets into the fuel system.
The adjustment of the Fuel Setting must be correct before making checks or adjustments to the Fuel Ratio Control.
Make reference to FUEL SYSTEM SETTING for the correct procedure for checking and making adjustments to
the Fuel System Setting.
1. With the tooling still installed from the procedure Fuel System Setting, turn the 8S7271 Screw in until the
5P299 Pin is against the fuel injection housing.
2. Make an adjustment if necessary to make the reading of both dials on the dial indicator be zero.
3. Turn 8S7271 Screw out 6 or more turns. Move the governor control shaft clockwise to the full load position.
The reading on the dial indicator must be the same as the Fuel Ratio Control Setting on the ENGINE
INFORMATION plates or in RACK SETTING INFORMATION.
NOTE: The reading on the dial indicator has a tolerance of ± .004 in. (± 0.10 mm). This tolerance is for the
turning of bolt (1) for the alignment of the bolt holes in the cover (2).
4. If the reading is not correct, remove the cover (2). Turn the bolt (1) with the cover (2) until the reading on the
dial indicator is correct. Be sure that the governor control shaft is turned to the full fuel position.
NOTE: If the bolt holes in the cover (2) are not in alignment with bolt holes in the body (3), turn the bolt (1) with
the cover (2) to put the bolt holes in the cover in alignment with the nearest holes on the body (3).
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Woodward PSG Governor
NOTE: Make sure that the adjustment of the governor control linkage is correct before making any other
adjustments.
2. Turn lever (1) on the Woodward PSG Governor to its farthest counterclockwise position.
3. Adjust the governor control linkage (3), if necessary, to put the bolt hole in the end of the governor control
linkage (3) in alignment with the bolt hole in lever (2).
NOTE: The Woodward PSG Governor is removed from the engine to show the needle valve (1). When the
governor is installed on the engine, the needle valve (1) is between the governor and the cylinder block.
1. Start the engine and let it run at normal operating conditions. Adjust the engine speed with the knurled knob (2)
if necessary to get the engine running at the normal engine speed.
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2. Turn compensating needle valve (1) two or three turns counterclockwise. Let the engine hunt for about 30
seconds. This lets air out of the hydraulic circuit in the governor.
3. Turn the needle valve slowly clockwise until the engine speed has stability. Put a near full load on the engine.
Again turn the needle valve slowly clockwise until the engine speed has stability.
NOTE: 1/4 turn out from the seat is the approximate point of best stability.
4. Check the action of the governor by moving lever (4) to the shutoff position as shown. When the engine speed
starts to decrease, release lever (4). If the governor is operating correctly, there should be a rapid return to the
normal engine speed with only a small amount of overshoot (engine runs faster than normal).
5. If the engine hunts more than a small amount before it has stability turn the needle valve clockwise. If the
engine is slow to return to the desired speed turn the needle valve counterclockwise. Do steps 4 and 5 until the
engine returns to the desired speed and has stability in the shortest amount of time.
2. Loosen locknut (3). Turn stop screw (2) counterclockwise approximately two turns.
NOTICE
With the stop screw in this position the engine can overspeed. This can cause
damage to engine components. Be ready to shutdown the engine if it has an
overspeed condition.
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WOODWARD PSG GOVERNOR INSTALLED
1. Synchronizing motor. 2. Stop screw. 3. Locknut. 4. Knurled knob.
3. Use knurled knob (4) or synchronizing motor (1) to adjust the engine to the desired speed.
4. Turn stop screw (2) clockwise until it stops. Tighten locknut (3).
2. Multiply the full load speed by the desired speed droop. Add the number from this multiplication to the full load
speed to get the no load speed.
3. Start the engine and let it run until the temperature of the coolant is normal.
4. Adjust the engine speed to get the no load speed from Step 2.
5. Connect a known load to the engine. The load must be less than the full capacity of the engine. Make a record of
the decrease in engine speed.
6. Make a ratio between the load on the engine and the full load capacity of the engine. This ratio must be the same
as the ratio between the decrease in engine speed from Step 5 and the number from the multiplication in Step 2.
For example:
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7. If the ratios are not the same an adjustment of the speed droop is necessary. Remove the load and stop the
engine. If the engine speed decreased too much according to the ratio decrease the amount of speed droop. If the
decrease in engine speed is not enough increase the amount of speed droop. See SPEED DROOP ADJUSTMENT.
2. Loosen knob (2) that holds bracket (3) and speed droop lever (4) in position.
3. To increase the speed droop turn lever (4) counterclockwise. To decrease the speed droop turn lever (4)
clockwise.
NOTE: If the lever is turned clockwise beyond the point where the speed droop is zero the engine will hunt a large
amount and will not get stability.
4. Tighten knob (2) to hold the lever and bracket in position. After an adjustment is made check the speed droop.
See CHECK SPEED DROOP. Several adjustments can be necessary to get the desired speed droop.
5. When lever (4) is in the position that gives the desired speed droop, set stop screw (5) against the pin on lever
(4). This will make it easy to return the speed droop lever to the desired position after disassembly and assembly of
the governor.
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PSG GOVERNOR (Later)
1. Cover. 2. Knob. 3. Bracket. 4. Speed droop lever. 5. Stop screw.
Cover (1) is pushed away from the body of the governor by a strong spring (5).
Loosen all the bolts that hold the cover in position evenly to decrease the force of
compression in spring (5).
--------WARNING!------
2. Make a mark on output shaft lever (4) to show the original position of bracket (3). This will show how much a
change in bracket position changes the speed droop.
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PSG GOVERNOR (EARLIER)
1. Cover. 2. Lever. 3. Bracket. 4. Output shaft lever. 5. Spring. 6. Pilot valve.
4. To increase the speed droop move bracket (3) in the direction shown by the arrow. To decrease the speed droop
move the bracket in the opposite direction.
NOTE: If the bracket is moved in the direction opposite the arrow beyond the point where the speed droop is zero
the engine will hunt a large amount and will not get stability.
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SPEED DROOP ADJUSTMENT
3. Bracket. 7. Screw. 8. Output shaft.
NOTE: Zero droop position can be set by the use of a 5P7285 Adjusting Bracket (10), 3P1565 Collet (11) and
9S215 Dial Indicator (9). Install the bracket and collet on the governor. Install the indicator in the collet. Put the tip
of the indicator on lever (2) above pilot valve (6). Turn output shaft (8) and look at the indicator. Adjust bracket
(3) until rotation of the output shaft causes no movement of the indicator.
TOOLS INSTALLED
9. 9S215 Dial indicator. 10. 5P7285 Adjusting Bracket. 11. 3P1565 Collet.
Check the adjustment of the pilot valve when the governor is disassembled (linkage and top cover removed).
The top cover is pushed away from the body of the governor by a strong spring.
Loosen all the bolts that hold the cover in position evenly to decrease the force of
compression of the spring.
--------WARNING!------
1. Remove the pipe plug from inspection opening (1).
2. Use a light to look for the control opening in pilot valve bushing (2) and regulating land (3) on the pilot valve.
CONTROL OPENING
1. Inspection opening. 2. Pilot valve bushing. 3. Regulating land. A. Port opening. B. Port opening.
3. Push pilot valve (6) in the direction of the drive end as far as possible. Check the length of port opening (A).
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4. Pull the pilot valve in the opposite direction as far as possible. Check the length of port opening (B).
PSG GOVERNOR
2. Pilot valve bushing. 3. Regulating land. 4. Locknut. 5. Spring seat. 6. Pilot valve.
5. The length of port opening (A) must be the same, within .010 in. (0.25 mm), as port opening (B).
6. If the lengths of the port openings are not correct hold spring seat (5) with 1P87 Adjusting Wrench. Loosen
locknut (4). Turn the pilot valve as necessary to get the correct adjustment.
NOTE: Turn the pilot valve clockwise to increase port opening (A) and decrease port opening (B). Turn it
counterclockwise to decrease port opening (A) and increase port opening (B).
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8. Check the adjustment according to Steps 3, 4 and 5.
NOTICE
If this adjustment is not correct the engine can have an overspeed condition.
This can cause damage to engine components.
9. When the adjustment is correct, put 8H5137 Gasket Sealant on the threads of the pipe plug and install it in pipe
plug opening.
2. Remove the bolts holding cover assembly (9) to housing assembly (10). Remove the cover assembly (9).
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3. Remove drive sleeve (11). Remove the support assembly (12).
HOUSING ASSEMBLY
10. Housing assembly. 13. Bolt.
5. Remove shaft (14) and adapter (15). Remove shaft (16) and lever assembly (17).
INSTALLING SHAFT
1. Lever assembly. 2. Shaft. 3. Adapter. 4. Shaft.
1. Install the lever assembly (1) and shaft (2) in the fuel injection pump housing.
2. Install adapter (3) with three bolts. Install shaft (4) in the adapter (3).
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3. Loosen the bolt holding lever (5) on shaft with lever (6).
4. With lever (6) against the housing assembly (7) push the pin in lever (5) in the direction shown. Tighten the bolt
holding lever (5). This lets the linkage from the governor move the linkage in the fuel injection pump for the
maximum amount of fuel.
HOUSING ASSEMBLY
5. Lever. 6. Lever. 7. Housing assembly.
5. Install the housing assembly (7) on the housing for the fuel injection pump with bolt (8).
SUPPORT ASSEMBLY
9. Support assembly. 10. Drive sleeve.
7. Install the cover assembly (11). If there is a fuel ratio control, make reference to FUEL RATIO CONTROL
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SETTING.
8. Make sure that the levers in the shutoff housing (12) operate correctly after the cover assembly (11) is installed.
9. Install the Woodward PSG Governor (20) on the cover assembly (11). Install the oil line (19) and connect the
rod (15) to lever (16) with bolt (17). Make reference to GOVERNOR LINKAGE ADJUSTMENT. Connect the
control wires (18) to the synchronizing motor (13).
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TEST EQUIPMENT
1. 3P1564 Pressure gauge (0 to 60 psi). 2. 3B7734 Pipe nipple. 3. 3B6483 Cap. 4. Oil supply line. 5. 3B7263 Pipe nipple. 6.
3B9389 Shutoff cock fitting. 7. 3B9389 Shutoff cock fitting. 8. 1F9369 Tees. 9. 5K3772 Hose Assemblies. 10. 44914 Tee.
Test Procedure
1. Remove the cover of the contactor switch and disconnect the wires from the normally closed (B or Blue)
terminal.
2. Disconnect the oil supply line from the contactor switch and install the test equipment as shown.
3. Connect the 5K3772 Hose from tee (10) to the contactor switch. Put the end of the other 5K3772 Hose in a pan.
4. Connect the 8S4627 Circuit Tester between the common terminal and the normally closed terminal. The light of
the circuit tester will be activated.
6. Look at the pressure gauge, start the engine and run it at low idle rpm. The light must go out, with an increase in
oil pressure, at the specification of the switch.
7. Close shutoff fitting (6) and slowly open shutoff fitting (7). The light must be activated, with a decrease in oil
pressure, at the specification of the switch.
11. Close shutoff fitting (7) and open shutoff fitting (6).
13. Put a jumper wire between the common terminal and the normally closed terminal. This will check the system
beyond the contactor switch.
1. Turn adjustment screw (11) counterclockwise to make a decrease in the tension of main spring (12).
2. Disconnect the wires from the normally closed terminal of the switch.
4. Close shutoff fitting (6) and slowly open shutoff fitting (7) until the pressure gauge shows the pressure
specification at which the switch must close with a decrease in pressure. Close shutoff fitting (7).
6. Connect the 8S4627 Circuit Tester between the common terminal and the noramlly closed terminal. The light of
the circuit tester must not be activated.
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WIRING CONNECTIONS
A. Normally open terminal. B. Common terminal. C. Normally closed terminal.
7. Turn screw (11) clockwise until the light of the circuit tester is activated.
8. To check the adjustment, close shutoff fitting (7) and open shutoff fitting (6).
10. Close shutoff fitting (6) and slowly open shutoff fitting (7) until the engine stops or the alarm operates.
11. The pressure gauge must show the correct pressure specification of the switch as the engine stops or the alarm
operates.
1. Loosen locknut (16) and turn adjustment screw (14) counterclockwise to make a decrease in the tension of
spring (15).
2. Disconnect the wires from the normally closed terminal of the switch.
4. Close shutoff fitting (6) and slowly open shutoff fitting (7) until the pressure gauge shows the pressure
specification at which the switch must close with a decrease in pressure. Close shutoff fitting (7).
5. Make sure the set for start button (13) is in the RUN position.
6. Connect the 8S4627 Circuit Tester between the common terminal and the normally closed terminal. The light of
the circuit tester must not be activated.
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7. Turn screw (14) clockwise until the light of the circuit tester is activated.
WIRING CONNECTIONS
D. Normally closed B terminal. E. Normally open W terminal. F. Common R terminal.
9. To check the adjustment, close shutoff fitting (7) and open shutoff fitting (6).
11. Close shutoff fitting (6) and slowly open shutoff fitting (7) until the engine stops or the alarm operates.
12. The pressure gauge must show the correct pressure specification of the switch as the engine stops or the alarm
operates.
Method of Checking
1. Make a heat sink as shown. Material can be brass, steel or cast iron. Drill a 23/32 in. hole through the plate and
use a tap to make 1/2 in. NPT threads.
2. Put marks on the two contactor wires that connect the contactor to the circuit. Disconnect the two wires.
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HEAT SINK [Dimensions in inches (mm)].
3. Remove the contactor and install a 3J5389 Plug. Install the contactor switch in the heat sink.
4. Put the heat sink and contactor in water as shown. Use blocks to support the heat sink at surface level.
5. Connect the 8S4627 Circuit Tester between the wires that connected the contactor to the circuit.
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TEST OF CONTACTOR SWITCH
1. 2F7112 Thermometer. 2. Fabricated heat sink.
7. Use a torch to heat the water to the temperature range at which the contactor must activate. If the circuit tester
light does not come on within the temperature range given in the specifications make a replacement of the
contactor.
8. Let the water temperature go down. If the circuit tester light does not go out within the temperature range given
in the specifications make a replacement of the contactor.
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OIL PRESSURE SWITCH WITH TIME DELAY INSTALLED
1. Damper. 2. Pressure switch. 3. Valve.
2. Install a short nipple, shutoff valve and short nipple and another tee in the place of the pressure switch (2). Make
sure that the valve is closed.
3. Install the pressure switch (2) and a 8M2743 Gauge in the open ends of the tee.
4. Connect the 8S4627 Circuit Tester between the terminals of the pressure switch.
5. Start the engine. Open the shutoff valve a small amount. Look at the pressure on the 8M2743 Gauge. When the
pressure gets to the range given in the specifications the circuit tester light must go on.
6. Close the shutoff valve. Stop the engine. Open the shutoff valve a small amount. Look at the pressure on the
8M2743 Gauge. When the pressure gets to the range given in the specifications close the valve. After five minutes
open the valve fully. The circuit tester light must stay on a minimum of 30 seconds and a maximum of 15 minutes
after the valve is fully opened.
Shutoff Solenoid
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Two checks must be made on the engine to give proof that the solenoid adjustment is correct.
1. The adjustment must give the piston enough travel to move the sleeve control shaft to the shutoff position.
2. The adjustment must give the piston enough travel to cause only the "hold in" windings of the solenoid to be
activated when the sleeve control shaft is held in the fuel closed position. Use a thirty ampere ammeter to make
sure the plunger is in the "hold in" position. Current needed must be less than one ampere.
ACTIVATE TO RUN
1. Shutoff Solenoid. 2. 9L6588 Spring. 3. 3N2835 Shaft.
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ACTIVATE TO SHUTOFF
1. Shutoff solenoid. 4. Distance from face of piston to inside face of shaft (5). 5. 3N2836 Shaft.
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MECHANICAL SHUTOFF GROUP
1. Tee. 2. Oil line. 3. Shutoff housing. 4. Oil line. 5. Control valve. 6. To timing gear cover.
1. Make a restriction to the flow of air through the radiator or to the flow of coolant through the engine.
3. Run the engine. The engine must stop in less than one minute from the time that the temperature of the coolant
gets to the opening temperature for the control valve.
4. If the engine stops at the correct temperature, both the control valve and the oil pressure shutoff are operating
correctly. If the engine does not stop at the correct temperature, do the following steps:
5. Loosen one of the connections on the oil supply line for the oil pressure shutoff. If the engine stops running,
make a replacement of the control valve. If the engine does not stop running from loosening the nut, stop the
engine.
6. Check the lines and fittings and the parts in the shutoff housing for a problem. Make reference to the Systems
Operation for information on how the parts work together.
4S6553 Engine Test Group.8S4627 Circuit Tester.5L2277 Adapter.Reversible Variable Speed Drill.
1. Connect the 1P7443 or 4S6991 Tachometer of the 4S6553 Group to the tachometer generator (2).
2. Connect the 5L2277 Adapter (3) to the contactor switch and tachometer generator (2).
4. Connect the 8S4627 Circuit tester (5) between the NO and the C terminals of the contactor switch. The light
must be off. If the light is on, push reset button (6).
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CHECKING CONTACTOR SWITCH FOR OVERSPEED
1. 4S6553 Engine Test Group. 2. Tachometer generator. 3. 5L2277 Adapter. 4. Variable speed drill. 5. 8S4627 Circuit
Tester.
5. Gradually make an increase in the rpm. Read the rpm on the tachometer at the moment the light of the circuit
tester is activated. The reading will give the engine rpm (2 rpm on the scale for each rpm the input shaft is turned).
6. If needed, make an adjustment to the contactor switch by loosening lock screws (7). Turn the cap clockwise to
lower the overspeed setting. Tighten the lock screws.
7. To check other components in the system, put a jumper wire between the "C" and "NO" terminals of the
contactor switch.
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OVERSPEED CONTACTOR SWITCH
6. Reset button. 7. Lock screws.
There are two components to check if there is problem with the operation of the electronic speed switch; the
magnetic pickup and the switch operation.
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MAGNETIC PICKUP
1. Clearance. 2. Wires.
1. Check the resistance of the magnetic pickup with the wires (2) disconnected and the engine stopped. The
resistance must be according to specifications.
2. Start the engine. Check the voltage output of the magnetic pickup with the engine running at normal speed. The
output must be according to specifications.
NOTE: If the voltage output is not correct according to specifications, check for the correct clearance (1) between
the magnetic pickup and the flywheel gear teeth.
3. If the operation of the magnetic pickup is correct according to the specifications after the tests above, connect
the wires and check the operation of the electronic speed switch.
Overspeed Adjustment
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ELECTRONIC SPEED SWITCH (EARLIER)
1. Cover.
1. Remove cover (1). Make a temporary connection between terminals 1 and 2 of the speed switch.
2. Make reference to ENGINE SPEED MEASUREMENT. Use one of the methods given to measure the engine
speed.
3. Start the engine. Make reference to the overspeed adjustment chart. Slowly increase the speed of the engine. The
engine must stop at the overspeed setting according to the rated full load speed of the engine. For example, if the
rated full load speed is 1800 rpm, the engine should stop at 531 rpm or 1593 rpm.
4. If the speed switch does not stop the engine at the correct overspeed test rpm remove screw (3). Use a small
screwdriver to turn the adjustment screw behind screw (3).
NOTE: Turn the adjustment screw clockwise to increase or counterclockwise to decrease the rpm at which the
engine will stop.
ADJUSTMENT LOCATIONS
2. Screw. 3. Screw.
Cranking Adjustment
NOTE: Some earlier electronic speed switches do not have a cranking adjustment.
1. If the starter motor pinion does not move away from the flywheel at 600 rpm screw (2). Use a small screwdriver
to turn the adjustment screw behind screw (2).
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NOTE: Turn the adjustment screw clockwise to increase or counterclockwise to decrease the rpm at which the
starter motor pinion moves away from the flywheel.
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SHUTOFF SYSTEM WIRING DIAGRAM
1. Oil pressure switch. 2. Water temperature contactor. 3. Time delay switch. 4. Diode assembly. 5. 75% verify button. 6.
Reset button. 7. "LED" overspeed light. 8. Seal screw plug (overspeed). 9. Seal screw plug (crank terminate). 10. Shutoff
solenoid. 11. Magnetic pickup. 12. Engine flywheel. 13. Voltage input. 14. Locknut. 15. Air gap.
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Troubleshooting Procedure (Crank Terminate)
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NOTE A. DO NOT LEAVE STARTER MOTOR ENGAGED WITH THE ENGINE RUNNING.
To perform test measurements use one of the three methods that follows to disengage the starter motor:
2. Use a toggle switch to control the magnetic switch. Connect toggle switch in series with the magnetic switch
coil lead.
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NOTE B. Make reference to the SPEED SPECIFICATION CHART for the correct overspeed or crank terminate
speed setting
Procedure A
Overspeed Setting Calibration
1. Remove lockwire and seal from seal screws (8 & 9). Remove seal screw (8) from access hole for overspeed
adjustment screw.
2. Use a small screwdriver and lightly turn O.S. (overspeed) adjustment potentiometer twenty turns in the direction
of "MAX ARROW" (clockwise).
NOTE: The overspeed adjustment screw is made so that it can not cause damage to the potentiometer or be
removed if the adjustment screw is turned too much.
3. Run engine at 75% of desired overspeed setting rpm. Make reference to the SPEED SPECIFICATION CAHRT.
4. With engine at 75% of overspeed setting rpm, push VERIFY pushbutton (5) and hold in. Turn O.S. (overspeed)
adjustment potentiometer in the direction opposite of "MAX ARROW" (counterclockwise) slowly until "LED"
overspeed light (7) comes on. Engine will shut down if speed switch is connected to the fuel shutoff solenoid.
5. To reset speed switch, push in reset button (6). Air inlet shutoffs must be manually reset.
6. Slowly turn O.S. (overspeed) adjustment potentiometer approximately one turn clockwise and do Steps 3, 4 and
5 again.
NOTE: More adjustment may be needed to get the correct setting. Turn adjustment potentiometer clockwise to
increase speed setting and counterclockwise to decrease speed setting. Turn adjustment potentiometer very slowly
only a small amount at a time until adjustment is correct.
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7. When the speed setting is correct, install seal screw (8) for overspeed adjustment hole and install lockwire and
seal.
Procedure B
Magnetic Pickup Adjustment
MAGNETIC PICK-UP
12. Engine flywheel. 14. Locknut. 15. Air gap.
1. Stop engine.
3. Turn the magnetic pick-up clockwise until contact is made with the teeth of the engine flywheel ring gear (12).
4. Turn the magnetic pick-up counterclockwise one-half turn. This will give approximately .022 to .033 in. (0.56 to
0.84 mm) clearance at location (15), between the end of the magnetic pick-up and the teeth of the flywheel ring
gear.
5. After the clearance is correct, tighten the magnetic pick-up locknut to a torque of 50 ± 10 lb. ft. (70 ± 14 N·m).
NOTE: Be sure the magnetic pick-up does not turn when the locknut is tightened.
Procedure C
Crank Terminate Speed Adjustment
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1. Remove lockwire and seal from seal screws (8 & 9). Remove seal screw (9) from access hole for crank
terminate adjustment screw.
2. Use a small screwdriver and lightly turn C.T. (crank terminate) adjustment potentiometer twenty turns in the
direction of "MAX ARROW" (clockwise).
NOTE: The crank terminate adjustment screw is made so that it can not cause damage to the potentiometer or be
removed if the adjustment screw is turned too much.
3. Turn the crank terminate adjustment potentiometer twelve turns in a direction opposite of "MAX
ARROW" (counterclockwise) for an approximate crank terminate setting.
4. Start engine and make a note of the speed at which the starter disengages. See the SPEED SPECIFICATION
CHART for the correct crank terminate speed.
NOTE: If setting is not correct do Steps 5 and 6. If setting was correct do Step 7.
5. Stop engine and turn adjustment potentiometer (clockwise to increase and counterclockwise to decrease) crank
terminate speed.
6. Start and make a note of the speed at which the starter disengages. If needed, make more small adjustments until
the crank terminate speed is correct.
7. Install seal screw (9) for crank terminate adjustment hole and install lockwire and seal.
Procedure D
Overspeed Verify Test
1. Run engine at rated speed, push verify button (5) in for a moment. This will cause the speed switch to activate
and shut down the engine.
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NOTE: Any time the engine speed is 75% or more of the overspeed setting, the engine will shut down if the verify
button is pushed.
EXAMPLE: For an engine with a rated speed of 1500 rpm the overspeed setting is 1770 rpm. The overspeed verify
test will shut down the engine at 75% of the overspeed setting of 1770 rpm. In this example 75% of 1770 rpm is
1328 rpm. If the verify button is pushed at an engine speed of 1328 rpm or above the engine will shut down.
The "LED" overspeed light (7) will come on and stay on until the reset button is pushed after an overspeed switch
shut down. To restart the engine, push in reset button (6) for a moment. This will reset the speed switch and the
rack shutoff solenoid. The "LED" overspeed light (7) will go off. The air inlet shutoff must be manually reset.
NOTE C: To verify overspeed shutdown system operation, push in for a moment the verify push button. The
engine must shut down at 75% or more of overspeed setting.
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NOTE E: The engine overspeed setting rpm is 118% of rated engine rpm.
NOTE F: The magnetic pick-up frequency (HZ) at the overspeed or cranking termination setting is calculated with
the formula that follows:
If the rated speed of the engine is other than shown in the chart, the magnetic pick-up frequency for the overspeed
setting can be found according to NOTES E and F.
If a 2301 Governor is used, only one magnetic pick-up is needed. Use the magnetic pick-up from the overspeed
group. Connect the wires from the magnetic pick-up to the overspeed switch and then connect wires from the
speed switch to the 2301 Governor. The overspeed switch can be installed close to the 2301 Governor if needed.
These clutches use two types of adjustment lock pins. Pin (1) must be pushed in and the adjustment ring turned.
Pin (2) must be pulled out and the adjustment ring turned.
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CLUTCH ADJUSTMENT
1. Lock pin (push type). 2. Lock pin (pull type).
Assembly Adjustments
1. With the bearings installed on the shaft, install the shaft in the housing.
2. Tighten the bearing retainer until there is no end play of the shaft.
3. Turn the bearing retainer out the number of notches shown in the chart.
4. Hit the output end of the shaft with a soft hammer to move the bearing cup against the retainer.
5. Measure the end play for the shaft. The correct end play is shown in the chart.
6. If necessary make an adjustment to the retainer to get the correct end play using the procedure in Steps 2
through 5.
2. For 2N7078 and 2N6961 Clutches, tighten the hub nut 150° to 180° more.
3. For 1N7309 and 2F8223 Clutches, tighten the hub nut 60° to 90° more.
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Checking Flywheel And Flywheel Housing
Before installing the clutch, make a check of the bore and face of the flywheel and flywheel housing.
Make reference to the Testing and Adjusting section for the correct procedures and specifications.
1. Connect the sending unit to a pressure source that can be measured with accuracy.
4. If a unit does not have the correct resistance readings make a replacement of the unit.
4. If a unit does not have the correct resistance readings make a replacement of the unit.
Electric Gauges
1. Put the gauge in position with the letters horizontal and the face 30° back from vertical.
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2. Connect the gauge in series with the power source and the middle test resistance shown in the chart.
3. Let the gauge heat at the middle resistance for 5 minutes, then check the pointer position for all of the
resistances given.
To check both types of gauges, put the bulb of the gauge in a pan of oil. Do not let the bulb touch the pan. Put a
thermometer in the oil to measure the temperature. Make a comparison of temperatures on the thermometer with
the temperatures on the direct reading gauge or with temperature as shown on the chart for gauges with color
codes.
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DIRECT READING GAUGE
NOTE: Some gauges with color codes have only two ranges. Red for low pressure and green for normal pressure.
To check both types of gauges connect the gauge to a pressure source that can be measured with accuracy. Make a
comparison of pressures on the gauge of test equipment with the pressures on the direct reading gauge or with the
pressures as shown on the chart for gauges with color codes.
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GAUGE WITH COLOR CODE
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SEBR0539-00
General
Service Information
3304 & 3306 INDUSTRIAL & MARINE ENGINES
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General Service Information
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
General Instructions
The following instructions will prove helpful to disassemble and assemble engine components. The
information should be read and then referred to as necessary.
Cleanliness
Whenever hydraulic, fuel, lubricating oil or air lines are disconnected, clean the point of
disconnection and the adjacent area. As soon as the disconnection is made, cap, plug or tape the line
or opening to prevent entry of foreign material. The same recommendations for cleaning and
covering apply when access covers or inspection plates are removed.
Clean and inspect all parts. Be sure all passages and holes are open. Cover all parts to keep them
clean. Be sure parts are clean when installed. Leave new parts in their containers until ready for
assembly.
When it is necessary to remove a component on an angle, remember that the capacity of an eyebolt
diminishes as the angle between the supporting members and the object becomes less than 90°.
Eyebolts and brackets should never be bent and should only have stress in tension. A length of pipe
and a washer can be used, as shown, to help relieve these stresses on eyebolts.
Forged eyebolts are available. Each size eyebolt has a maximum load recommendation.
Some removals require the use of lifting fixtures to obtain proper balance and to provide safe
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handling.
If a part resists removal, check to be certain all nuts and bolts have been removed and that an adjacent
part is not interfering.
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It is very important for a rebuilt engine to have "adequate" (needed) lubrication during the first
seconds of operation. A "dry start" (without needed lubrication) on a rebuilt engine can cause bearing
damage.
When an engine is rebuilt with new parts, oil is put on each part as it is installed. This is generally
enough lubrication for engine start-up. However, this lubrication may not be enough or may be lost if
the rebuilt engine is placed in storage for any length of time.
To prevent the possibility of a "dry start" and bearing damage during the first seconds of running, use
the 1P540 Flow Checking Tool Group and shop air pressure to pressure lubricate (fill the main oil
passage with oil under pressure) all rebuilt engines.
1. Clean the tank of the 1P540 Flow Checking Tool Group thoroughly, and set the pressure regulator
to 35 ± 5 psi (240 ± 35 kPa).
Air pressure should not be more than 50 psi (345 kPa) at any time.
--------WARNING!------
4. Add air pressure to the tank, with the regulator set at 35 ± 5 psi (240 ± 35 kPa). Although the tank
does have a hand pump, it is difficult to get enough air pressure to do the job with the hand pump.
Therefore, use of shop air is recommended.
5. Let the engine oil flow into the oil passage under pressure.
Fill the crankcase with the correct oil. The amount of oil used in the pressure lubrication procedure
must be subtracted from the recommended refill capacity in the Lubrication and Maintenance Guide.
If the engine is not going to be used for a long time, do the above procedure again before the first
starting.
If shop air is not available for charging the tank, the hand pump may be used to get the minimum
required pressure.
NOTICE
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Do not use the same 1P540 Flow Checking Tool Group for both "pressure
lubrication application" and for checking fuel flow. Incorrect cleaning is
probable if the tool is used for both fuel and lube oil. Even a minute amount of
dirt in the fuel system can cause fuel nozzle failure.
The purpose of this initial operational check is to: insure that the engine has been assembled properly;
determine if proper pressures and temperatures are maintained in the lubrication, cooling and fuel
systems; correct any leaks; perform necessary adjustments (such as valve clearance, governor high
and low idle speeds, etc.); check the power setting of the engine.
To provide a safe, uniform initial operational check, the following procedure is recommended:
Service Tools
Two or three arm puller assemblies can be used to remove gears, bearing cages, hubs, bearings,
shafts, etc.
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TYPICAL EXAMPLE
1. Puller.
TYPICAL EXAMPLE
1. Puller. 2. Step Plate.
TYPICAL EXAMPLE
1. Puller. 2. Step Plate.
Push Pullers
Push Pullers can be used to remove pulleys, gears, shafts, etc., and can be used in a variety of pulling
combinations.
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TYPICAL EXAMPLE
*
1. Adapters. 2. Ratchet Box Wrench. 3. Push Puller. 4. Step Plate. 5. Legs.
*
Use as required.
TYPICAL EXAMPLE
1. Push Puller. 2. Adapter. 3. Step Plate.
TYPICAL EXAMPLE
1. Ratchet Box Wrench. 2. Push Puller. 3. Reducing Adapter.
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TYPICAL EXAMPLE
1. Push Puller. 2. Ratchet Box Wrench. 3. Step Plate. 4. Bearing Pulling Attachment.
TYPICAL EXAMPLE
1. Push Puller. 2. Bearing Cup Pulling Attachment. 3. Reducing Adapter.
TYPICAL EXAMPLE
1. Bearing Pulling Attachment. 2. Push Puller. 3. Reducing Adapter.
Bearing Pulling Attachments can be used with forcing bolts, to remove shafts, bearings, gears, etc.
They can be used with Push Pullers to provide a variety of pulling combinations.
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TYPICAL EXAMPLE
1. Bearing Pulling Attachment. 2. Forcing Bolts.
Bearing Cup Pulling Attachments are used to remove bearing races or cups, sleeve-type bearings,
bearings, seats, etc. and can be used with Push Pullers.
TYPICAL EXAMPLE
1. Screw. 2. Bearing Cup Pulling Attachment. 3. Step Plate.
Pressing Parts
When pressing one part into another, use 5P3931 Anti-Seize Compound or a molybdenum disulfide
base compound to lubricate the mating surfaces.
Assemble tapered parts dry. Before assembling parts with tapered splines, be sure the splines are
clean, dry and free from burrs. Position the parts together by hand to mesh the splines before applying
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pressure.
If parts which are fitted together with tapered splines are not tight, inspect the tapered splines and
discard if worn.
If a bolt is too short, there may not be enough threads engaged to hold the part securely.
Apply proper torque values to all bolts and nuts when assembling Caterpillar equipment. When a
specific torque value is required, the value is listed in the SPECIFICATIONS section of the Service
Manual. Tighten all other bolts and nuts for general usage, hydraulic valve bodies, or taperlock studs
to the torque values given in the torque charts.
T-T-T Procedure
A torque-turn-tighten (T-T-T) procedure is used in many specifications and instructions.
2. Put lubricant on the threads and the seat face of the bolt and the nut.
3. Turn the bolt or the nut tight according to the torque specification.
4. Put a location mark on the part and on the bolt or the nut.
5. Turn the bolt or the nut tighter the amount of degrees according to the specifications.
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NOTE: The side of a nut or bolt head can be used for reference if a mark can not be put on.
When a torque wrench extension is used with a torque wrench, the torque indication on the torque
wrench will be less than the real torque.
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TORQUE WRENCH WITH TORQUE WRENCH EXTENSION
E: Torque wrench drive axis-to-torque wrench extension drive axis. W: Mark on handle-to-torque wrench
drive axis.
1. Put a mark on the handle. Measure the handle from the mark to the axis of the torque wrench drive
(W).
2. Measure the torque wrench extension from the torque wrench drive to the axis of the torque
wrench extension drive (E).
3. To get correct torque indication (TI) when the real torque (RT) is known:
Example: W = 12 in. (304.8 mm); E = 2.56 in. (65.0 mm); RT (from specifications) = 125 lb. ft. (170
N·m).
4. Hold the torque wrench handle with the longest finger of the hand over the mark on the handle to
get the real torque (RT) with low torque indication (TI) on the torque wrench.
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Locks
Flat metal locks must be installed properly to be effective. Bend one end of the lock around the edge
of the part. Bend the other end against one flat surface of the nut or bolt head.
If lockwashers are installed on housings made of aluminum, use a flat washer between the
lockwasher and the housing.
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Lines And Wires
When removing or disconnecting a group of lines or wires, tag each one to assure proper assembly.
Lubrication
Where applicable, fill the compartments of the components serviced with the amount, type and grade
of lubricant recommended in the Lubrication and Maintenance Guide.
Shims
When shims are removed, tie them together and identify them as to location. Keep shims clean and
flat until they are reinstalled.
Bearings
Anti-Friction Bearings
When an anti-friction bearing is removed, cover it to keep out dirt and abrasives. Wash bearings in
nonflammable cleaning solution and allow them to drain dry. The bearing may be dried with
compressed air, but DO NOT SPIN THE BEARING.
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Discard the bearings if the races and balls or rollers are pitted, scored or burned. If the bearing is
serviceable, coat it with oil and wrap it in clean paper. Do not unwrap new bearings until time of
installation.
Double row, tapered roller bearings are precision fit during manufacture and the components are not
interchangeable. The cups, cones and spacers are usually etched with the same serial number and
letter designator. If no letter designators are found, wire the components together to assure correct
installation. Reusable bearing components should be installed in their original positions.
Heating Bearings
Bearings which require expansion for installation should be heated in oil not to exceed 250°F. (121°
C.). When more than one part is heated to aid in assembly, they must be allowed to cool and then
pressed together again. Parts often separate as they cool and shrink.
Installation
Lubricate new or used bearings before installation. Bearings that are to be preloaded must have a film
of oil over the entire assembly to obtain accurate preloading. When installing a bearing, spacer or
washer against a shoulder on a shaft, be sure the chamfered side is toward the shoulder.
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When pressing bearings into a retainer or bore, apply pressure to the outer race. If the bearing is
pressed on the shaft, apply pressure on the inner race.
Preload
Determine preload or end clearance from the SPECIFICATIONS. Care should be exercised in
applying preload. Misapplication of preload to bearings requiring end clearance can result in bearing
failure.
Sleeve Bearings
DO NOT INSTALL SLEEVE BEARINGS WITH A HAMMER. Use a press, if possible, and apply
the pressure directly in line with the bore. If it is necessary to drive on a bearing, use a driver or a bar
with a smooth flat end. If a sleeve bearing has an oil hole, align it with the oil hole in the mating part.
Gaskets
Be sure the holes in the gaskets correspond with the lubricant passages in the mating parts. If it is
necessary to make gaskets, select stock of the proper type and thickness. Be sure to cut holes
properly. Blank gaskets can cause serious damage.
Batteries
Clean batteries by scrubbing with a solution of baking soda and water. Rinse with clear water. After
cleaning, dry thoroughly and coat terminals and connections with anti-corrosion compound or grease.
If an engine is not to be used for a long period of time, remove the batteries. Store them in a cool, dry
place. A small charge should be introduced periodically to keep the specific gravity rating at
recommended level.
Seals (Lip-Type)
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Generally the toe or spring-loaded lip of an oil seal faces the oil being sealed or the oil having the
higher pressure. The toe or lip of a grease seal faces away from the lubricant being sealed. Unless
otherwise specified, use the preceding rules for installing lip-type seals.
The main parts of a lip-type seal are the case, sealing element, and garter spring. The picture
illustrates the construction of a simple lip-type seal. The cross sections show the terms "heel" and
"toe" used to identify the sides of various types of seals.
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Lubricate the lips of lip-type seals before installation. Use the same type lubricant in which the seal
will be operating. Do not use grease on any seal except a grease seal.
If, during installation, the seal lip must pass over a shaft that has splines, a keyway, rough surface or a
sharp edge, the lip can be easily damaged. Shim stock or other such material can be formed around
the area to provide a smooth surface over which to slide the seal.
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SEBR0539-00
Disassembly and
Assembly
3304 and 3406 Industrial & Marine Engines
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Alternator
SMCS - 1405-11; 1405-12
2. Remove bolt (2) that holds the alternator to the timing gear cover.
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1. Put the alternator (1) in position on the engine and install bolt that holds the alternator to bracket.
Install bolt hand tight to hold alternator strap to timing gear cover.
4. Use a belt tension gauge such as a Borroughs Tool Company Part No. BT-33-72C or an equivalent
and make an adjustment of vee belt. Tighten new belt until gauge indication is 120 ± 5 lb. (535 ± 22
N). Operate the engine at high idle for a minimum of 30 minutes. Make another adjustment of the
belt tension. The correct gauge indication for a used belt is 90 ± 10 lb. (400 ± 44 N). Tighten the bolts
that hold the alternator in position.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Put identification on the wires for the starting motor as to their location on the starting motor.
Disconnect wires (1) to the starting motor.
2. Fasten a strap and hoist to remove the starting motor. Remove three bolts (2), starting motor (3)
and gasket. The weight of the starter is 64 lb. (29 kg).
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1. Install gasket and starting motor (1) in position in flywheel housing. Install three bolts to hold
starting motor in place.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
3. Remove two bolts (4) and the fuel ratio control (1) from the housing adapter.
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7. Connect pressure line (2) to the fuel ratio control.
8. Make an adjustment to the fuel ratio control. See FUEL RATIO CONTROL SETTING in
TESTING AND ADJUSTING section.
2. Remove two bolts (2) and cover (1). Remove the spring from under cover (1).
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6. Remove retainer (10), spring (9) and bolt (11) from cover (8).
5. Install washer (6) on the bolt. Install pin (5) in the bolt.
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6. Install the spring and cover (7).
8. Install cover (9) and the three bolts that hold it.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
NOTE: The fuel injection pump housing and governor does not have to be removed from the
machine for the removal of the adapter housing and levers.
1. Install the fuel injection pump housing and governor in tool (A). Remove four bolts (1) that hold
adapter housing (2) in position. Remove the adapter housing and gasket.
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2. Remove bolt (5), shaft (7) and lever assemblies (4) and (6).
3. Remove seal (3) and two bearings (8) from the adapter housing.
4. Loosen bolt (10) and remove lever assembly (9) from shaft.
5. Remove two bolts (11), adapter plate base (12) and gasket from the governor.
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Install Adapter Housing And Levers
1. Install adapter plate base (1) and gasket on the governor housing.
2. Install lever assembly (2) on the shaft until the distance between the rear sid of the lever assembly
(2) and the governor housing is .437 in. (11.10 mm). Make sure the shaft assembly is pushed in
against the governor housing when the dimension is measured.
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3. Install bearing (4) with tool (A) even with the bottom of the seal counterbore. Install bearing (5)
with tool (A) and punch until dimension (X), the distance between the edges of the bearings, is .800
in. (20.32 mm).
5. Put lever assemblies (7) in position in housing and install shaft. Install bolt (6) through shaft.
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6. Install adapter housing (8) and gasket on adapter plate base.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
1. Remove two bolts (1) and start switch (2) from the governor housing. Let start switch hang on
engine.
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2. Put identification on two wires (7) and remove from switch. Disconnect tube assembly (6) from
adapter (4). Remove two bolts (3) and adapter (4) from cylinder block.
NOTE: No. 1 piston at top center (TC) on the compression stroke is the starting point for all timing
procedures.
NOTE: The engine is seen from the flywheel end when direction of crankshaft rotation is given.
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6. To find top center compression stroke for No. 1 piston, first turn the flywheel clockwise (opposite
the direction of engine rotation) approximately 30 degrees. This procedure is to remove all play from
the timing gears.
7. Turn the flywheel counterclockwise until a 3/8"-16 NC bolt (1) can be installed in the flywheel
through the hole in the flywheel housing. The No. 1 piston is at top center.
NOTICE
If you go past the bolt hole you must start over with Step No. 6.
NOTE: To see if the No. 1 piston is on the compression stroke, you can remove the valve cover and
look at the valves of the No. 1 cylinder. The valves will be closed if No. 1 cylinder is on the
compression stroke. You must be able to move the rocker arms up and down with your hand.
8. If No. 1 piston is not on the compression stroke, remove the 3/8"-16 NC bolt and turn the flywheel
360° counterclockwise. Install the 3/8" bolt as before. The No. 1 piston is now at top center on the
compression stroke (TC1).
9. To install tool (B) in the fuel injection housing assembly, remove the 3/8"-16 NC bolt from the
flywheel and turn the flywheel approximately 30° clockwise.
10. Remove bolt and install tool (B) in the governor housing. Turn the flywheel slowly in a
counterclockwise direction until pin (B) goes into the notch in the camshaft.
11. Put the 3/8"-16 NC bolt in the timing hole in the flywheel housing. If the bolt can be installed in
the hole in the flywheel, the timing on the fuel injection pump is correct.
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12. Remove nuts (9) and cover (10) from the front of the timing gear cover.
13. Remove bolt (12) and washer (11) that holds the drive gear to the fuel injection pump.
14. Install tooling (C) to loosen drive gear from the drive sleeve.
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15. Remove three nuts (13) from studs. Remove the fuel injection pump housing and governor from
engine.
1. Inspect the transfer pump housing O-ring seal for damage. Make a replacement if necessary.
2. Put the fuel injection pump housing and governor (1) in position on the engine and against the
timing gear plate.
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3. Install the three nuts (2) that hold the fuel injection pump housing to the timing gear plate. Do not
tighten nuts until adapter (4) is installed.
4. Inspect the two O-ring seals on adapter and make replacements if necessary.
5. Put adapter (4) and two hoses (5) in position and install two bolts (3) to hold the adapter to block.
Tighten three nuts (2).
6. Install two wires (7) on switch. Install tube assembly (6) on adapter.
7. Put the drive gear (8) in position on the fuel injection pump and install washer and bolt finger tight.
Be sure that tooling (B) is in the notch in the fuel injection camshaft.
8. Install a 3/8"-24 NF, 1/2 in. long bolt in one of the holes (9) in the drive gear (8).
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9. Put a torque wrench on the 3/8" bolt with the wrench in line with the center of the drive gear, and
give it a torque of 45 to 50 lb.ft. (60 to 70 N·m). While this torque is held, tighten the drive gear bolt
to a torque of 110 ± 5 lb.ft. (149 ± 7 N·m). Remove pin (B) from the fuel pump and the 3/8"-16 NC
bolt from the flywheel.
10. Turn the engine flywheel two complete revolutions with tooling (A). If the 3/8"-16 NC bolt goes
in the hole in the flywheel when the timing pin is installed in the notch in the camshaft, the timing is
correct.
11. Put gasket and cover (10) in position on the timing gear cover. Install nuts. Tighten nuts to a
torque of 17 ± 3 lb.ft. (23 ± 4 N·m).
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13. Put the start switch (12) in position on the governor housing and install two bolts to hold it in
place.
14. Remove tooling (A) and the 3/8"-16 NC bolt (16) from the flywheel housing.
start by:
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1. Put the fuel injection pump housing and governor in position on tool (A).
3. Remove four bolts (3) and bracket (4). Remove governor housing (2) from the fuel injection pump
housing.
4. Remove two bolts (5) from cover (6). Remove cover (6) from over the torque spring.
6. Remove spring (8), three washers (9) and seat from housing.
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7. Remove bolt (11) and nut (10) from the torque spring (12). Remove the torque spring.
8. Remove pin (13) from the hole in the fuel injection pump housing.
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13. Remove cover (20) with tool (B).
NOTE: Tool (B) can cause damage to cover. Always inspect the cover for damage and install a new
cover if needed.
14. Remove three bolts (21) that hold the flyweight assembly in position.
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1. Put the fuel injection pump housing on tool (A).
2. Install timing pin (B) to hold the camshaft so it will not turn.
NOTICE
Make sure the pin that holds the shaft in the flyweight assembly is in position
before the flyweight assembly is installed.
4. Install three new bolts that hold the flyweight assembly to the camshaft.
NOTE: The bolts that hold the flyweight assembly to the camshaft have a locking material on the
threads. The bolts must not be used more than one time.
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5. Install cover (3) over the flyweight assembly with tool (C).
6. Use a screwdriver (2) to make a mark (stake) on the flyweight cover in four places.
NOTICE
Never install a used flyweight cover that is bent.
8. Install pin (4) in the fuel injection pump housing with the round edge down.
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9. Put the riser (follower) (7) in position between the flyweights. Lift the flyweights up with a piece
of wire and push the (follower) forward.
10. Put lever (9) in position in the groove of the riser (follower) (7). Install shaft (8) that holds the
lever in position.
NOTICE
If lever (9) is not installed correctly, the governor can not operate and cause the
engine to overspeed.
11. Install the torque spring (10). Install the bolt and nut that hold the torque spring in position.
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12. Install the overfueling spring (12) and seat assembly (11) on the shaft.
13. Install seat (17), washer (14), wave washer (16), washer (13) and spring (15) in position in the
governor housing.
14. Install cover (19) over the torque spring. Install the two bolts that hold the cover in position.
16. Put the governor housing (18) on the fuel injection pump housing. Install the bolts that hold the
governor housing in position.
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end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Service Meter
SMCS - 1286-12; 1286-29; 1286-11
1. Remove two bolts (3), clamps (2) and service meter (1) from the governor housing.
2. Inspect the O-ring seal (4) for damage and make a replacement if necessary.
3. Make sure the coupling (5) on service meter is in alignment with the drive shaft in the governor
housing.
4. Put the service meter in position in the governor housing and install the clamps and bolts to hold it
in place.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
NOTICE
Clean the outer surface of the fuel injection pump housing and governor before
the fuel check valve and bypass valve are removed.
1. Remove the fuel from the fuel injection pump housing. Install the fuel injection pump housing and
governor on tool (A).
2. Remove five bolts (1) and cover (2) from fuel injection pump housing.
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3. Remove fuel channel (3) from the cover (2).
1. Install check valve (3) in the fuel injection pump housing. Make sure the check valve is installed
evenly in the fuel injection pump housing.
2. Install bypass valve (1) and spring (2) in the fuel injection pump housing.
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3. Inspect the fuel channel gasket and make a replacement if necessary. Install the fuel channel (4) on
cover.
4. Inspect the cover gasket (6) for damage and install the cover (5) on the fuel pump housing.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Governor
SMCS - 1264-16; 1264-15
Disassemble Governor
start by:
3. Remove ring (7), races (8) and bearing (6) from riser (follower) (5).
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4. Remove cover (9) and spring (10) from the governor housing.
6. Remove cover (12) for the low and high idle adjustments.
7. Remove locknut and screw (15) for the high idle adjustment.
8. Remove bolt (17) and the washers for the low idle adjustment.
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12. Remove two spacers (19) and (20) from the shaft.
14. Remove washer (22) and levers (23) and (24) from the governor housing.
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15. Remove seal (25) and the bearing.
16. Remove seals (26) and (27) from the governor housing.
Assemble Governor
1. Install the bearing and seal in the housing with tooling (A). The lip of the seal must be toward the
bearing.
2. Install seal (1) in housing with tooling (A). The lip of the seal must be toward inside of housing.
3. Install seal (2) in the housing with tooling (A). The lip of the seal must be toward the inside of the
housing.
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5. Install plates (4), spacers (8) and pin (7) on shaft (5).
6. Install shaft (5) in the housing and through washer (9) and levers (6).
8. Install screw (10) and the locknut for the high idle adjustment.
10. Install bolt (12) and the washer for the low idle adjustment.
11. Push plate and pin (11) over toward bolt (12) and tighten the bolt.
12. Install the seal in cover (14) with tooling (A). The lip of the seal must be toward the inside.
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13. Install spring (15) in the cover. Install cover (14) on the housing.
NOTICE
Spring (15) must be installed with the end of the spring in the position shown.
14. Install the cover (16) for the idle adjustment screws.
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15. Install bearing (19) between races (18) on riser (follower) (17). Install ring (20). Ring (20) holds
the washers on the riser (follower).
end by:
b) make adjustment of fuel system setting (See Fuel System Setting in Testing and Adjusting)
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
NOTICE
Thoroughly clean the outside of the fuel injection pump housing before the fuel
pumps are removed.
1. Put the pump housing in position on tool (A). Remove cover (1) from the pump housing.
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2. Loosen the bushing from the pump housing with tool (B).
NOTE: Do not loosen screws (2). If the screws are loosened, the fuel pump adjustment will be
changed.
3. Remove the fuel injection pump from the housing. The sleeve on the plunger will slide off the
lever as the pump is removed.
NOTE: Keep the plunger and sleeve with their respective barrel for installation. Do not use plunger,
sleeves or barrels with other plungers, sleeves or barrels.
NOTICE
Make sure the sleeve is installed with the thin edge up.
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1. Put the fuel injection pump in the bore in the pump housing so sleeve (1) is engaged with lever (2).
NOTICE
If the screws in the levers have been loosened, an adjustment must be made for
the fuel pumps. See FUEL PUMP CALIBRATION as shown in TESTING AND
ADJUSTING.
2. Tighten the bushing for the fuel pump with wrench (B) to a torque of 70 ± 5 lb.ft. (95 ± 7 N·m).
3. Install cover (3) and make sure the spring is in the correct position in the cover.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2. Remove ring (4) from the bonnet and barrel (9). Remove check valve (3) and spring (8) from the
bonnet.
3. Remove spring (10) and washer (5). Remove plunger (11) and sleeve (6).
NOTE: Keep the plunger and sleeve with their respective barrel for installation. Do not use plungers,
sleeves or barrels with other plungers, sleeves or barrels.
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1. Install sleeve (4), plunger (5), spring (2) and washer (3) on barrel (1).
NOTICE
Make sure the sleeve is installed with the thin edge up.
NOTE: Be sure the sleeve and plunger are installed in their original barrel. Make sure the large hole
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in the plunger is up.
2. Install the check valve and spring in the bonnet. Connect the barrel and bonnet and install the ring.
Install the seal and bushing on the bonnet.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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Remove Fuel Transfer Pump
start by:
1. Put the fuel injection pump housing and governor in position on tool (A).
2. Remove the bolt from the cover over the torque spring. Turn the injection pump camshaft until tool
(B) can be installed in the groove (slot) in the injection pump camshaft.
NOTE: The timing pin prevents rotation of the injection pump camshaft during removal of the
sleeve.
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3. Install bolt (C) in the threads of sleeve (1). Tighten the bolt and remove the sleeve.
NOTICE
Do not hit the bolt or the sleeve. Damage to the unit can be the result.
4. Remove the bolts (2) that hold body to the housing. Remove the body from the housing.
6. Remove O-ring seal (3) and the two lip type seals from the body.
7. Remove drive gear (5) and key (6) from the injection pump camshaft.
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Install Fuel Transfer Pump
1. Install the inner seal in the body with tool (A). Install the outer seal with tool (A). The lip of the
inner seal must be toward the pump gears. The lip of the outer seal must be toward the outside.
2. Install O-ring seal (2) and idler gear (1) on the body.
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3. Install key (4) and drive gear (3) on the shaft.
4. Put tool (B) in position on shaft and install body (5) on the housing. Install the bolts that hold the
body to the housing.
NOTE: The pin (C) must be in position in the camshaft so the camshaft will not turn during
assembly.
NOTE: Any time the drive sleeve is removed from the camshaft a new one must be installed. The
camshaft has serrations (splines) that cut grooves into the drive sleeve when it is installed to give a
positive drive connection. If a formerly used drive sleeve is installed again, it can slip (slide around)
on the camshaft.
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NOTICE
Do not hit the sleeve with the hammer to install it. This will put end force on the
camshaft and cause damage to the other components in the pump housing.
6. The end clearance of the camshaft must be .023 ± .018 in. (0.58 ± 0.46 mm) after sleeve (6) is
installed.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
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2. Loosen the screws that hold levers (3) to sleeve control shaft (2).
NOTE: Put identification numbers on the lifter and roller assemblies. Identification numbers are
necessary for correct installation of the lifters and rollers.
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1. Install camshaft (1) in the housing.
NOTE: Install the lifters with the grooves of the lifters in alignment with pins (6).
3. Put sleeve control shaft (3) in the housing. Slide levers (2) on the shaft. Push the shaft in the
correct position.
end by:
c) make adjustment to the sleeve control shaft (See Testing and Adjusting for correct procedure)
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Engine Oil Cooler, Oil Filter Base And Torque Converter Oil Cooler
SMCS - 1375-12; 1375-11; 1378; 3068
Remove Engine Oil Cooler Oil Filter Base And Torque Converter Oil Cooler As A
Unit (Marine Engine)
1. Remove coolant from cooling system. Capacity is 11 U.S. Gal. (41.6 liter).
4. Remove the bolts (4) that hold the oil cooler to the cylinder block.
5. Remove four bolts (1) that hold the oil cooler to the bonnet.
6. Remove engine oil cooler, oil filter base and torque converter oil cooler as a unit. Weight of the unit is 45 lb. (20 kg).
Install Engine Oil Cooler, Oil Filter Base And Torque Converter Oil Cooler As A
Unit (Marine Engine)
1. Put engine oil cooler, oil filter base and torque converter oil cooler in position on bonnet (1).
2. Install the four bolts that hold the oil cooler to the bonnet.
3. Install the bolts that hold the oil cooler to the cylinder block.
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5. Fill the cooling system with coolant to the correct level.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2. Remove two bolts (3) that hold oil cooler to the cylinder block.
4. Remove four bolts (2) that hold oil cooler to oil filter base.
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1. Put oil cooler in position on the oil filter base and install the bolts that hold it.
2. Install the four bolts that hold the oil cooler to the bonnet.
3. Install two bolts that hold the oil cooler to the cylinder block.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
*
a) remove engine oil cooler, oil filter base and torque converter oil cooler as a unit
1. Remove the bolts (1) and covers (2) for the bypass valves.
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1. Install plunger (4), spring (3), cover (2) and bolts (1) of bypass valve for oil cooler in oil filter base.
2. Install plunger (7), spring (6), cover (5) and bolts of bypass valve for oil filter in oil filter base.
end by:
a) install engine oil cooler, oil filter base and torque converter oil cooler as a unit
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Heat Exchanger
SMCS - 1379-12; 1379-11
3. Remove bolts (2) and support (1) from timing gear cover and bonnet.
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4. Install two 3/8"-16 NC forcing screws (3) in bonnet. Remove bonnet (4).
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2. Put the tube bundle (3) in the left bonnet assembly with the dowel pin (1) in alignment with the
hole (2) in the bonnet.
4. Put the support in position on the timing gear cover and bonnet. Install bolts.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
3. Remove bolts (2) from support (3) on the expansion tank bonnet.
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6. Remove two bolts (6) from the inlet elbow (5). Remove gasket and loosen hose clamp (7).
8. Remove six bolts (8) that fasten the expansion tank to bracket assembly. Remove the expansion
tank and heat exchanger (9). Weight of expansion tank and heat exchanger is 150 lb. (68 kg).
1. Put the expansion tank (1) and heat exchanger in position on the bracket assembly and install six
bolts.
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2. Make a replacement of the elbow gasket (2) if necessary, and install inlet elbow (4) in position on
the expansion tank. Tighten hose clamp (3).
4. Install support (7) on the timing gear cover and the expansion tank bonnet.
6. Fill the engine cooling system with coolant to the correct level.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Aftercooler
SMCS - 1063-12; 1063-11
2. Remove four bolts (1) and turn tube assembly (2) from aftercooler.
3. Remove four bolts (3) and gasket from elbow (4). Remove two bolts that hold the air cleaner
assembly to the elbow.
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4. Loosen hose clamps (7) and slide hose from tube assembly. Remove bolts (8), (9) and tube
assemblies (6) from engine. Remove gasket from the sea water pump flange (10).
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8. Remove bolts (14), aftercooler cover (13) and gasket.
10. Remove two bolts (16) on the inside of the aftercooler housing, one on each end of housing.
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11. Remove three bolts (18) from each end of housing. Remove housing (17) and gasket.
NOTE: Inspect all O-ring seals and gaskets and make replacements if worn or damaged.
1. Put aftercooler housing gaskets in position on the cylinder head and install aftercooler housing (2).
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4. Put the aftercooler core (4) in position in the housing.
5. Put gasket and aftercooler cover (5) in position on the housing. Install bolts but do not tighten.
7. Put O-ring seal (8) in position and install elbow (9) on the aftercooler cover.
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8. Put gasket and adapter (10) in the aftercooler cover.
10. Put gasket on the sea water pump (14) and install tube assemblies in position. Slide hose (11) in
position and install hose clamps.
11. Connect tube (12) from the fuel ratio control to the aftercooler cover.
12. Put gasket and elbow (15) on turbocharger cover and install the four bolts to hold elbow in
position.
13. Install two bolts to hold the air cleaner assembly to elbow (15).
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14. Tighten aftercooler cover to housing bolts
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2. Remove bolts (2) and pipe (1) from the cylinder head.
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1. Put the water temperature regulator (1) in position in the cylinder head as shown.
NOTICE
If the water temperature regulator is installed wrong, it will cause the engine to
overheat.
2. Install a new gasket and pipe (2) over the water temperature regulator.
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2. Loosen clamps (1) and slide hose on elbow.
3. Remove four bolts (2) and elbow (3) from the cylinder head.
1. Put the water temperature regulator (2) in the cylinder head with the spring toward the head.
NOTICE
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if the water temperature regulator is installed wrong, it will cause the engine to
overheat.
3. Put the elbow (4) in position and install the bolts to hold it in place.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2. Remove bolts that hold fan (3) to fan drive. Loosen four fan drive bolts to remove belts (4).
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3. Remove the four fan drive bolts (6) and remove fan drive (5).
1. Put fan drive (1) in position on the cylinder block. Install bolts but do not tighten. Install fan belts
then tighten the four bolts.
2. Install the alternator belt. Make an adjustment of the belt tension with a belt tension gauge such as
Borroughs Tool Company Part No. BT-33-95 or an equivalent. The correct gauge indication is 120 ±
5 lb. (535 ± 22 N) for new belt. Used belt gauge indication is 90 ± 10 lb. (400 ± 45 lb.)..
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Fan Drive
SMCS - 1359-16; 1359-15
2. Remove hub (2) from pulley (8). Remove and inspect O-ring seal (3). Remove hub (7) from pulley
(8). Remove bolts (5) and lock and remove washer (4).
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3. Remove bearing (11), spacer (10) and bearing (9) from hub (7). Remove seal from hub.
2. Install bearing (2), spacer (3) and bearing (4) into hub (1). Install hub into pulley.
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3. Install O-ring seal (6), washer (8), lock and bolts (7). Install hub (5).
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Crankshaft Pulley
SMCS - 1205-12; 1205-11
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1. Remove hub retaining bolt (1) and washer (3) from end of crankshaft. Install a spacer (2), washer
(3) and bolt (1) on crankshaft. The spacer is installed behind the washer to get about 1/8 in. (3.2 mm)
clearance between washer (3) and pulley (4).
NOTE: With the spacer installed, force during pulley removal will be on the end of the crankshaft
rather than the bolt threads if the spacer were not used.
NOTICE
If the spacer is not used, damage to the bolt thread can be the result.
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3. Remove tooling (A).
2. Tighten bolt (3) to a torque of 210 to 250 lb.ft. (284 to 340 N·m). Hit the bolt with a hammer.
Tighten bolt again to a torque of 210 to 250 lb.ft. (284 to 340 N·m).
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Remove the vibration damper and pulley bolt (3) and plate (2).
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3. Install the bolt, plate and washer on the engine and tighten the bolt.
4. Make a separation between the vibration damper and pulley from the crankshaft with tooling (A).
6. Remove the vibration damper and pulley (4). Weight is 65 lb. (29 kg).
1. Put the vibration damper and pulley on the crankshaft and install the plate and bolt.
2. Tighten the bolt to a torque of 230 ± 20 lb.ft. (307 ± 25 N·m). Hit the bolt with a hammer and
tighten it again to 230 ± 20 lb.ft. (307 ± 25 N·m).
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
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1. Pull the crankshaft drive gear with tooling (A).
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Disconnect fuel injection line (1). Put a cap on the opening. Remove nut (2).
2. Remove the fuel injection valve and body (3) from precombustion chamber.
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3. Remove fuel injection valve (4) from body (5).
1. Assemble fuel injection valve and body. Install fuel injection valve and body into precombustion
chamber.
3. Remove cap from fuel injection line. Connect line and tighten nut to a torque of 30 ± 5 lb.ft. (40 ±
7 N·m).
2. Remove the nut (1) that holds the fuel injection valve.
3. Remove the fuel injection valve and body from the precombustion chamber.
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4. Remove the fuel injection valve (2) from body (3).
3. Install the nut (1) that holds the fuel injection valve. Tighten the nut to a torque of 105 ± 5 lb.ft.
(142 ± 7 N·m).
4. Install the fuel injection lines. Tighten the nuts to a torque of 30 ± 5 lb.ft. (40 ± 7 N·m).
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Precombustion Chambers
SMCS - 1106-12; 1106-11
start by:
1. Remove the coolant from the cooling system. Capacity is 11 U.S. gal. (41 liter).
3. Remove the precombustion chamber from the cylinder head with tool (A).
4. Remove the precombustion chamber gasket. Remove the O-ring seals from the chamber.
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1. Install new O-ring seal on precombustion chamber.
3. Install the 5M2667 Gasket, with "2C" on it, on the precombustion chamber.
4. Install the precombustion chamber in the cylinder head. Tighten chamber to a torque of 150 ± 50
lb. ft. (205 ± 70 N·m) with tool (A).
5. If the opening for the glow plug is not in the "A range," remove the precombustion chamber. If the
opening was in the "B range," use 2S8959 Gasket with "2S" on it. If the opening was in the "C range"
use 2S8960 Gasket with "2X" on it.
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7. Install glow plugs in the precombustion chambers. Tighten glow plugs to a torque of 120 ± 24 lb.
in. (14 ± 3 N·m).
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Remove six bolts (2) and support assembly (1) from the engine.
2. Put the engine front support (1) in position and install the bolts that hold it to the trunnion.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Air Cleaner
SMCS - 1051-10
1. Release clamp and remove cover assembly (1) from body assembly.
3. Remove two bolts (2) that hold body assembly to bracket. Remove body assembly.
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5. Put body assembly (3) in position on pipe and install two bolts to hold housing assembly in bracket.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Inspect the O-ring seal (1) on coupling for damage. Make a replacement if necessary.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Turbocharger Shield
SMCS - 1073-12; 1073-11
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1. Put the turbocharger shield in position on the turbocharger.
2. Put 5P3931 Anti-Seize Compound on the four bolts that hold the shield and install the bolts.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Turbocharger
SMCS - 1052-11; 1052-12
1. Remove bolts (2) and remove exhaust elbow and support (1) as a unit.
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3. Loosen clamps (4) and remove from hoses.
4. Remove two bolts (7) and disconnect oil drain tube (8) from the turbocharger. Remove gasket.
5. Remove two bolts (5) and oil supply tube (6) and gasket from the turbocharger.
6. Remove four bolts (10), turbocharger group (9) and gasket from manifold.
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2. Install turbocharger (1) in position on the engine. Put 5P3931 Anti-Seize Compound on the threads
of the bolts that hold the turbocharger to the manifold. Tighten the bolts to a torque of 40 ± 4 lb.ft.
(54 ± 5 N·m).
3. Put the gaskets between the oil drain tube (3), the oil supply tube (2) and the turbocharger. Install
the bolts that fasten the tubes to the turbocharger.
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5. Install coupling (6) on the turbocharger.
6. Put exhaust elbow and support (7) in position on coupling, and put 5P3931 Anti-Seize Compound
on the threads of the bolts. Install two bolts to hold support assembly in place.
1. Remove four bolts (2) and clips that hold the exhaust elbow to the turbocharger group (1). Remove
elbow (3).
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2. Remove tube assembly (4) from aftercooler and turbocharger.
3. Disconnect couplings from each end of tube assembly. Remove tube assembly (5) from engine.
4. Remove two bolts (7) and disconnect opposite end of tube from the cylinder block adaptor.
Remove oil supply tube (6) and gasket from turbocharger.
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5. Remove two bolts (9), turbocharger drain tube (8) and gasket from flywheel housing.
6. Install a strap and hoist on the turbocharger and remove four nut that fasten the turbocharger to the
exhaust manifold and the four bolts that fasten the air lines group to the aftercooler.
7. Remove turbocharger (11), air lines group (10) and gaskets from engine. The weight of the unit is
100 lb. (45 kg).
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8. Remove pipe assembly (12) from the turbocharger.
3. Install a strap and hoist on the turbocharger (2) and put turbocharger and gasket in position on the
exhaust manifold.
4. Put 5P3931 Anti-Seize Compound on the threads of the studs that hold the turbocharger to the
exhaust manifold. Install four nuts. Tighten nuts to a torque of 40 ± 4 lb.ft. (54 ± 5 N·m).
5. Inspect the O-ring seal on the drain line tube and make a replacement if necessary.
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6. Put the gasket (4) in place between oil drain tube (3) and the turbocharger. Install the two bolts that
hold the oil drain tube to the turbocharger.
7. Put the gasket in place between oil supply tube (5) and the turbocharger. Install oil supply tube (5).
8. Put tube assembly (6) in position on engine and connect the couplings on each end of tube
assembly to fittings.
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9. Install tube assembly (7) between the turbocharger and the exhaust manifold.
10. Inspect the ring (8) on the elbow for damage and make replacements if needed.
11. Put the elbow (9) in position on the turbocharger and install the four clips and bolts to fasten it to
the turbocharger.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
https://barringtondieselclub.co.za/
https://127.0.0.1:8443/sisweb/sisweb/techdoc/techdoc_prin...calledpage=/sisweb/sisweb/techdoc/techdoc_print_page.jsp (1 •• 10)19.03.2008 18:04:35
Disassemble Turbocharger (Airesearch T12)
start by:
a) remove turbocharger
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3. Loosen clamp (1). Remove compressor housing (2). Remove the clamp.
6. Install tool (C) in tool (B). Install the center section in tool (C) as shown.
7. Remove nut (7) that holds the compressor wheel to the shaft and wheel assembly.
NOTICE
When nut (7) is loosened, do not put a side force on the shaft.
NOTE: The compressor wheel can be removed from the cartridge assembly without the use of the oil
cooker. The oil cooker can be used for easier disassembly.
NOTICE
If removal of the compressor wheel is too difficult, damage to parts can be the
result.
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The oil used to heat the compressor wheel must have a flash point (the
temperature at which the oil will burn) above 400°F (204°C).
--------WARNING!------
8. Install tool (E) on tool (D). Heat tool (D) to a temperature of 350°F ± 25°F (176° ± 14°C). Install
the cartridge assembly on tool (E) so only the compressor wheel is in the oil. Heat the compressor
wheel for no more than ten minutes.
NOTICE
Do not let the turbine wheel hit the bottom of the press.
9. Install tool (E) with the center section of tool (F). Remove compressor wheel (9) with an arbor
press (8) and tool (G).
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10. Remove shaft and wheel assembly (10), shroud (1) and spacer (13) from center housing.
11. After removal of shaft and wheel assembly from the center housing, install on tool (H). See
SPECIAL INSTRUCTION Form SMHS6998-01 to make sure the turbocharger shaft is straight.
12. Remove bolts (14), locks (15) and plate (16) from the center housing.
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14. Remove two bearings (18) and three snap rings (19) from the center housing.
15. Check all parts of the turbocharger for damage. Make replacements if necessary. See SPECIAL
INSTRUCTION Form No. SMHS6854 for turbocharger reconditioning. Also see GUIDELINE FOR
REUSABLE PARTS Form No. SEBF8018.
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2. Install snap ring (15), bearing (12) and snap ring (11) in center housing (10). Install snap ring (9)
and bearing (8).
3. Install shroud (13), shaft and wheel assembly (16) in the center housing.
NOTE: Put 6V2055 High Vacuum Grease in the groove for ring seal (14) at assembly to one half or
more of the depth of the groove all the way around.
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NOTICE
Do not cause damage to ring seal (14) when the shaft and wheel assembly is
installed.
5. Put plate (5) in position on the center housing. Install bolts (4). Tighten the bolts to a torque of 40
± 5 lb.in. (4.5 ± 0.6 N·m).
6. Install spacer (3). Make sure the small inside diameter of the spacer is toward the compressor
wheel end of the shaft and wheel assembly.
NOTICE
If spacer (3) is installed with its small inside diameter toward the center housing,
it will cause a restriction in the flow of oil to the chambers and ring. This will
cause a failure to the turbocharger.
7. Install tool (C) in tool (B). Install the center section in tool (B).
b) Measure the distance between the compressor wheel and the backplate at the point where the
compressor wheel no longer moves freely on the shaft.
c) If the distance between compressor wheel and backplate is more than .310 in. (7.87 mm), use tool
(B) and the following procedure:
1) Heat compressor wheel to 350°F ± 25°F (176° ± 14°C) for a maximum of ten minutes.
2) Install compressor wheel on shaft and tighten nut to 120 lb.in. (14 N·m).
4) Loosen nut and put oil on the shaft threads and nut face.
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d) If the distance between compressor wheel and backplate is .310 in. (7.87 mm) or less, proceed as
follows:
1) Put the compressor wheel on shaft and tighten nut to a torque of 120 lb.in. (13.6 N·m).
2) Loosen nut and put oil on the shaft threads and nut face.
NOTICE
Do not put a side force on the shaft when the nut is installed or removed.
9. Install turbine housing (17) on tool (A). Install the center section in the turbine housing.
NOTE: Put the marks that were made at disassembly in alignment to make sure the housings are in
their original position.
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10. Put 5P3931 Anti-Seize Compound on the threads of bolts (21). Install plates (20), locks (19) and
the bolts. Tighten the bolts to a torque of 175 ± 15 lb.in. (19.8 ± 1.7 N·m).
12. Put clamp (23) over the center section. Put compressor housing (22) in alignment with the marks
made at disassembly. Put the clamp in position over the housing. Tighten the clamp to a torque of 10
± 1 lb. ft. (14 ± 1 N·m).
13. Put oil in the center section and turn the shaft and wheel assembly.
end by:
a) install turbocharger
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
a) remove turbocharger
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1. Put the turbocharger in position on tool (A).
2. Put a mark on the compressor cover and housings for installation purpose.
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8. Remove nut (4) from the compressor wheel.
NOTICE
When the nut is loosened, do not put a side force on the shaft.
NOTE: The compressor wheel can often be removed from the cartridge assembly without the use of
the oil cooker. The oil cooker can be used for easier disassembly.
NOTICE
If removal of the compressor wheel is too difficult, damage to parts can be the
result.
The oil used to heat the compressor wheel must have a flash point (the
temperature at which the oil will burn) above 400°F (204°C).
--------WARNING!------
9. Install tool (D) on an oil heater. Heat the oil to 350°F (176°C). Install the cartridge on tool (D) with
only the compressor wheel in the hot oil. Keep the compressor wheel in the hot oil for ten minutes.
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10. Put tool (D) and cartridge on tool (E) under a press. Install driver (F) and push the shaft out of the
compressor wheel.
NOTE: Step 10 must be done before the compressor wheel gets cold.
11. Remove compressor wheel and shroud. Remove turbine wheel and shaft.
12. After removal of shaft and wheel assembly from housing, install on tool (H). See SPECIAL
INSTRUCTION Form No. SMHS6998-01 to make sure the turbocharger shaft is straight.
13. Remove compressor wheel and shroud. Remove turbine wheel and shaft.
14. Remove the four bolts (5) and locks from plate (6).
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15. Remove plate (6), spacer, collar and thrust bearing from cartridge.
17. Remove bearing (7), washer (11) and snap ring (8) from compressor side of cartridge.
18. Remove snap ring (13), washer (10), bearing (12) and snap ring (9) from turbine side of cartridge.
19. Check all the parts of the turbocharger for damage. If the parts have damage, use new parts for
replacement. See SPECIAL INSTRUCTION, Form No. SMHS6854 for TURBOCHARGER
RECONDITIONING. Also see GUIDELINE FOR REUSABLE PARTS, Form No. SEBF8018.
1. Make sure all oil passages are open and clean. Put clean engine oil on all parts before assembly
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2. Install snap ring (6), bearing (3), washer (7) and snap ring (4) in turbine side of cartridge. Install
the two snap rings with tool (A).
NOTE: Install the snap rings with the rounded edge toward the bearing.
3. Install snap ring (2), washer (5) and bearing (1) in compressor side of cartridge.
6. Install thrust bearing (13) with the three radial grooves toward the outside.
7. Install plate (8), bolts and locks. Tighten bolts to a torque of 35 ± 5 lb. in. (4.0 ± 0.6 N·m).
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NOTE: Put 6V2055 High Vacuum Grease in the groove for seal ring (14) at assembly to one half or
more of the depth of the groove all the way around.
10. Put cartridge on tool (C) and tool (C) on tool (B).
11. Use the following steps for compressor wheel (15) installation:
b) Measure the distance between the compressor wheel and the backplate at the point where the
compressor wheel no longer moves freely on the shaft.
c) If the distance between compressor wheel and backplate is more than .310 (7.87 mm), use the
procedure as follows:
1) Heat compressor wheel to 350°F ± 25°F (176 ± 14°C) for a maximum of ten minutes.
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2) Install compressor wheel on shaft and tighten nut (16) to 120 lb. in. (13.6 N·m).
4) Loosen nut (16) and put oil on the shaft threads and nut face.
d) If the distance between compressor wheel and backplate is .310 in. (7.87 mm) or less, proceed as
follows:
1) Put the compressor wheel on shaft and tighten nut (16) to a torque of 150 lb. in. (17 N·m).
2) Loosen nut (16) and put oil on the shaft threads and nut face.
NOTICE
Do not put a side force on the shaft when the nut is installed or removed.
12. Install the cartridge in the turbine housing. Put 5P3931 Anti-Seize Compound on the bolts. Install
the locks and bolts (17) in the turbine housing. Tighten the bolts to a torque of 175 ± 15 lb.in. (19.8 ±
1.7 N·m).
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13. Install the compressor housing on the cartridge. Put 8S6747 Gasket Sealer on the threads of bolts
(18). Install bolts (18) and tighten to a torque of 105 ± 5 lb.in. (11.9 ± 0.6 N·m).
end by:
a) install turbocharger
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Disassemble Turbocharger
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start by:
a) remove turbocharger
1. Install turbocharger in tool group (A). Put marks on the three housings of the turbocharger for correct
installation and alignment at assembly. Remove "V" clamp (2) and compressor housing (1).
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2. Remove "V" clamp (3). Remove the cartridge housing (5) from the turbine housing.
3. Install tool (C) in tool (B) and put the cartridge assembly in tool (C) as shown. Use tool (D) to remove the nut
that holds compressor wheel (6).
NOTICE
When the nut is loosened, do not put a side force on the shaft.
NOTE: The compressor wheel can often be removed from the cartridge assembly without the use of the oil
cooker. The oil cooker can be used for easier disassembly.
NOTICE
If removal of the compressor wheel is too difficult, damage to parts can be the
result.
The oil used to heat the compressor wheel must have a flashpoint (the
temperature at which the oil will burn) above 400°F (204°C).
--------WARNING!------
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4. Install tool (H) on tool (E). Heat tool (E) to a temperature of 350°C ± 25°F (176°C ± 14°C). Install the cartridge
assembly on tool (H) so that only the compressor wheel is in the oil. Heat the compressor wheel for no more than
ten minutes.
NOTICE
Do not let the turbine wheel hit the bottom of the press.
5. Install tool (H) on tool (G). Put the cartridge assembly in tool (H) as shown. Remove compressor wheel (6) with
an arbor press and tool (F).
NOTE: Step 5 must be done before the compressor wheel becomes cooler.
6. Put the turbine wheel in tool (C). Remove seal ring (8) and shroud (7) from the shaft.
7. Use tool (J) to make sure the turbocharger shaft is straight. See SPECIFICATIONS Form SMHS6998-01.
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8. Bend the tabs of the locks from bolts (10) and remove the bolts and locks.
9. Remove backplate assembly (11) from the cartridge housing. Remove spacer (9) from backplate assembly (11).
Remove the seal rings from spacer (9).
11. Remove thrust bearing (13) and O-ring seal (12) from the cartridge housing.
12. Remove top bearing (14) and the washer from the cartridge housing. Put a long dye mark on the top face of
bearing (14).
13. Use tool (J) and remove the two rings that hold top and bottom bearings in position. Remove the bottom
bearing and washer. Put a short dye mark on the bearing.
NOTE: The dye marks are used for identification of the bearings when they are installed.
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14. Use tool (K) and remove the last ring that holds the bottom bearing in position from the cartridge housing.
15. Check all the parts of the turbocharger for damage. If the parts have damage, use new parts for replacement.
See SPECIAL INSTRUCTION FORM NO. SMHS6854 for TURBOCHARGER RECONDITIONING. Also see
GUIDELINE FOR REUSABLE PARTS FORM No. SEBF8018.
1. Make sure that all of the oil passages in the turbocharger cartridge housing are clean and free of dirt and foreign
material.
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NOTICE
Rings (1), (4) and (5) must be installed with the round edge of the rings toward
the bearings.
4. Install washer (3) and bearing (2) in the cartridge housing. Make sure the short dye mark on bearing (2) is up.
5. Install rings (1) and (5) in the cartridge housing with tool (A).
NOTE: Put 6V2055 High Vacuum Grease in the groove for seal ring (7) at assembly to one half or more of the
depth of the groove all the way around.
6. Install tool (D) in tool (C). Install turbine shaft (6) in tool (D). Install seal ring (7) and shroud (8) on turbine
shaft (6).
8. Install washer (12), bearing (11) with the long dye mark up, thrust washer (10) with the three lubrication
grooves up and O-ring seal (9) in the cartridge housing.
9. Install the seal rings on spacer (13). Install spacer (13) in backplate assembly (15). Make sure the chamfer end
of spacer (13) is toward the inside of the cartridge assembly when the backplate assembly is installed.
10. Install collar (14) and backplate assembly (15) on the cartridge assembly with the oil hole in the backplate
assembly in alignment with the oil hole in the cartridge housing.
11. Install the locks and bolts (16) that hold backplate assembly (15) in position. Tighten the bolts to a torque of 90
± 10 lb.in. (10.2 ± 1.1 N·m).
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12. Use the following steps for the compressor wheel installation:
b) Measure the distance between the compressor wheel and the backplate at the point where the compressor wheel
no longer moves freely on the shaft.
c) If the distance between compressor wheel and backplate is more than .310 in. (7.87 mm), use tool (B) and do the
procedure as follows:
1) Heat compressor wheel to 350°F ± 25°F (176 ± 14°C) for a maximum of ten minutes.
2) Install compressor wheel on shaft and tighten nut to 120 lb.in. (13.6 N·m) as shown.
4) Loosen nut and put oil on the shaft threads and nut face.
d) If the distance between compressor wheel and backplate is .310 in. (7.87 mm) or less, do the procedure as
follows:
1) Put the compressor wheel on shaft and tighten nut to a torque of 150 lb.in. (17 N·m) as shown.
2) Loosen nut and put oil on the shaft threads and nut face.
NOTICE
Do not put a side force on the shaft when the nut is installed or removed.
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14. Put the cartridge housing in a vise as shown. Check the shaft end play with tool (E). The end play must be .003
to .010 in. (0.08 to 0.25 mm) (new). If the shaft end play is not the correct dimension, the inside parts of the center
housing must be checked for too much wear. See TURBOCHARGER (AIRESEARCH TV81) in
SPECIFICATIONS.
15. Install the turbine housing on tool group (G). Put the cartridge assembly in position in the turbine housing.
Make sure the marks on the housing are in alignment with each other. Put 5P3931 Anti-Seize Compound on the
threads of the "V" clamp and tighten the bolt to a torque of 120 ± 10 lb.in. (13.6 ± 1.1 N·m).
16. Install the compressor housing to the cartridge assembly. Install the "V" clamp that holds the compressor
housing to the cartridge housing and tighten the bolt to a torque of 120 ± 10 lb.in. (13.6 ± 1.1 N·m).
end by:
a) install turbocharger
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
a) remove turbocharger
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1. Install turbocharger in tool group (A). Put marks on the three housings of the turbocharger for correct
installation and alignment at assembly. Remove "V" clamp (2) and compressor housing (1).
2. Remove "V" clamp (3). Remove the cartridge housing (5) from turbine housing (4).
3. Install tool (C) in tool (B) and put the cartridge assembly in tool (C) as shown. Use tool (D) to remove the nut
that holds compressor wheel (6).
NOTICE
When the nut is loosened, do not put a side force on the shaft.
NOTE: The compressor wheel can often be removed from the cartridge assembly without the use of the oil
cooker. The oil cooker can be used for easier disassembly.
NOTICE
If removal of the compressor wheel is too difficult, damage to parts can be the
result.
The oil used to heat the compressor wheel must have a flash point (the
temperature at which the oil will burn) above 400°F (204°C).
--------WARNING!------
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4. Install tool (H) on tool (E). Heat tool (E) to a temperature of 350°F ± 25°F (176°C ± 14°C). Install the cartridge
assembly on tool (H) so only the compressor wheel is in the oil. Heat the compressor wheel for no more than ten
minutes.
NOTICE
Do not let the turbine wheel hit the bottom of the press.
5. Install tool (H) on tool (G). Put the cartridge assembly in tool (H) as shown. Remove compressor wheel (6) with
an arbor press and tool (F).
NOTE: Step 5 must be done before the compressor wheel becomes cooler.
6. Put the turbine wheel in tool (C). Remove seal ring (8) and shroud (7) from the shaft.
7. Use tool (K) to make sure the turbocharger shaft is straight. See SPECIAL INSTRUCTION Form SMHS6998-
01.
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8. Bend the tabs of the locks from bolts (10) and remove the bolts and locks.
9. Remove backplate assembly (11) from the cartridge housing. Remove spacer (9) from backplate assembly (11).
Remove the seal rings from spacer (9).
11. Remove thrust bearing (13) and O-ring seal (12) from the cartridge housing.
12. Remove top bearing (14) and the washer from the cartridge housing. Put a long dye mark on the top face of
bearing (14).
13. Use tool (J) and remove the two rings that hold top and bottom bearings in position. Remove the bottom
bearing and washer. Put a short dye mark on the bearing.
NOTE: The dye marks are used for identification of the bearings when they are installed.
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14. Use tool (K) and remove the last ring that holds the bottom bearing in position from the cartridge housing.
15. Check all the parts of the turbocharger for damage. If the parts have damage, use new parts for replacement.
See SPECIAL INSTRUCTION FORM NO. SMHS6854 for TURBOCHARGER RECONDITIONING. Also see
GUIDELINE FOR REUSABLE PARTS Form No. SEBF8018.
1. Make sure that all of the oil passages in the turbocharger cartridge housing are clean and free of dirt and foreign
material.
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NOTICE
Rings (1), (4) and (5) must be installed with the round edge of the rings toward
the bearings.
4. Install washer (3) and bearing (2) in the cartridge housing. Make sure the short dye mark on bearing (2) is up.
5. Install rings (1) and (5) in the cartridge housing with tool (A).
NOTE: Put 6V2055 High Vacuum Grease in the groove for seal ring (7) at assembly to one half or more of the
depth of the groove all the way around.
6. Install tool (D) in tool (C). Install turbine shaft (6) in tool (D). Install seal ring (7) and shroud (8) on turbine
shaft (6).
8. Install washer (12), bearing (11) with the long dye mark up, thrust washer (10) with the three lubrication
grooves up and O-ring seal (9) in the cartridge housing.
9. Install the seal rings on spacer (13). Install spacer (13) in backplate assembly (15). Make sure the chamfer end
of spacer (13) is toward the inside of the cartridge assembly when the backplate assembly is installed.
10. Install collar (14) and backplate assembly (15) on the cartridge assembly with the oil hole in the backplate
assembly in alignment with the oil hole in the cartridge housing.
11. Install the locks and bolts (16) that hold backplate assembly (15) in position. Tighten the bolts to a torque of 90
± 10 lb.in. (10.2 ± 1.1 N·m).
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12. Use the following steps for the compressor wheel installation:
b) Measure the distance between the compressor wheel and the backplate at the point where the compressor wheel
no longer moves freely on the shaft.
c) If the distance between compressor wheel and backplate is more than .310 in. (7.87 mm), use tool (B) and do the
procedure as follows:
1) Heat compressor wheel to 350°F ± 25°F (176 ± 14°C) for a maximum of ten minutes.
2) Install compressor wheel on shaft and tighten nut to 120 lb.in. (13.6 N·m) as shown.
4) Loosen nut and put oil on the shaft threads and nut face.
d) If the distance between compressor wheel and backplate is .310 in. (7.87 mm) or less, do the procedure as
follows:
1) Put the compressor wheel on shaft and tighten nut to a torque of 120 lb.in. (14 N·m) as shown.
2) Loosen nut and put oil on the shaft threads and nut face.
NOTICE
Do not put a side force on the shaft when the nut is installed or removed.
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14. Put the cartridge housing in a vise as shown. Check the shaft end play with tool (E). The end play must be .003
to .010 in. (0.08 to 0.25 mm) (new). If the shaft end play is not the correct dimension, the inside parts of the center
housing must be checked for too much wear. See TURBOCHARGER (AIRESEARCH TW61) in
SPECIFICATIONS.
15. Install the turbine housing on tool group (G). Put the cartridge assembly in position in the turbine housing.
Make sure the marks on the housing are in alignment with each other. Put 5P3931 Anti-Seize Compound on the
threads of the "V" clamp (18) and tighten the bolt to a torque of 120 ± 10 lb.in. (13.6 ± 1.1 N·m).
16. Install the compressor housing to the cartridge assembly. Install the "V" clamp that holds the compressor
housing to the cartridge housing and tighten the bolt to a torque of 120 ± 10 lb.in. (13.6 ± 1.1 N·m).
end by:
a) install turbocharger
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Disassemble Turbocharger
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start by:
a) remove turbocharger
2. Put a mark on the compressor cover and housings for installation purpose.
4. Remove "V" clamp (3) and remove shaft housing from turbine housing (4).
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5. Put shaft housing in tool (B). Remove nut and compressor wheel (5) from the shaft.
NOTICE
Do not put a side force on the turbine shaft when the nut is loosened.
6. Remove shaft housing from tool (B) and remove turbine wheel (7) and shaft from housing.
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9. Push the sleeve (9) out of the insert. Remove the two seal rings from the sleeve.
10. Remove deflector (10), ring (15), sleeve (11), bearing (12), ring (16), snap ring (13), bearing (17) and snap ring
(14) from the housing. Remove snap rings (13) and (14) with tool (C).
NOTE: Check the oil hole in bearing (12). If the oil hole is not open this will cause a bearing failure.
11. Turn the housing around and remove snap ring (18) and shroud (22).
12. Remove snap ring (19), sleeve (20), bearing (21), and snap ring (23). Remove the two snap rings with tool (C).
Assemble Turbocharger
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1. Make sure all oil passages are open and clean. Put clean engine oil on all parts before assembly.
2. Install snap ring (4), bearing (3), sleeve (2) and snap ring (1). Use tool (A) to install the two snap rings with the
round side of the rings toward the bearing.
3. Install shroud (5) on the housing. Turn the shroud to make sure it is down on the housing even. The high part
(web) (6) on shroud will keep the shroud from turning on the housing after assembly.
5. Install the bearing and two snap rings in the compressor end of the housing. Use tool (A) to install the two snap
rings with the round side of the rings toward the bearing.
NOTE: Put 6V2055 High Vacuum Grease in the groove for seal ring (15) at assembly to one half or more of the
depth of the groove all the way around the shaft.
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6. Install seal ring (7) on the shaft. Install turbine wheel (8) and shaft in the housing.
8. Install ring (13), bearing (11), sleeve (12), ring (10) and deflector (9) in the housing.
NOTICE
The oil hole in bearing (11) must be open and clean.
9. Install the seal rings on sleeve (15). Install sleeve in insert (14).
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10. Install insert in the housing and install snap ring (17).
12. Put clean engine oil on the threads of the shaft. Install the nut (18) and tighten to a torque of 15 ± 1 lb.ft. (20 ±
1 N·m).
NOTICE
Do not put a side force on the shaft when the nut is tightened.
13. Install shaft housing into the turbine housing. Install "V" clamp (21) and tighten clamp to a torque of 120 lb.in.
(14 N·m).
14. Install compressor cover (19) and "V" clamp (20). Tighten "V" clamp to a torque of 120 lb.in. (14 N·m).
end by:
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a) install turbocharger
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Disassemble Turbocharger
start by:
a) remove turbocharger
1. Install turbocharger on tool group (A). Put marks on the three housings of the turbocharger for correct
installation and alignment at assembly.
2. Remove eight bolts (1) and lockwashers. Remove four plates and compressor housing (2).
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3. Remove two locks, two plates and four bolts (3) that hold the cartridge housing to the turbine housing. Remove
cartridge housing (4).
NOTICE
Do not put a side force on the shaft when the nut is loosened.
4. Put the cartridge assembly on tool (B) as shown. Use tool (C) and the correct size socket to remove the nut that
holds compressor wheel (5) on the shaft.
5. Hold the cartridge assembly down in tool (B) and lift and turn the compressor wheel (5) at the same time to
remove it from the shaft.
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7. Remove bearing (7) and ring (8) from the shaft.
8. Remove ring (9) from the housing assembly with tool (D).
9. Remove the insert, sleeve and deflector from the housing assembly as a unit. Use two screwdrivers to remove
the unit.
10. Remove O-ring seal (14) from insert (13). Remove sleeve (10) from the insert and deflector (11). Remove ring
(12) from the sleeve.
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11. Remove bearing (15) from the housing assembly.
12. Turn the housing assembly over. Remove shroud (16) and the gasket from the housing assembly.
Assemble Turbocharger
1. Make sure that all of the oil passages in the cartridge housing assembly are clean and free of dirt and foreign
material. Put clean oil on all the parts of the cartridge assembly.
2. Put shaft (1) in position in tool (A). Install ring (3) and bearing (2) in the shaft as shown.
NOTE: Put 6V2055 High Vacuum Grease in the groove for seal ring (3) at assembly to one half or more of the
depth of the groove all the way around the shaft.
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3. Put shroud (4) in position on the shaft as shown.
4. Put gasket (6) in position on the shroud. Install housing assembly (5) over the shaft.
5. Install bearing (7) in the housing assembly. Make sure the bronze side of the bearing is up.
7. Install ring (10) in the groove on the sleeve. Push the sleeve into insert (11). Install O-ring seal (12) on the insert.
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8. Install the insert, deflector and sleeve as a unit in the housing assembly as shown.
9. Install ring (13) in the groove in the housing assembly with tool (B).
TYPICAL EXAMPLE
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NOTICE
Do not put a side force on the shaft when the nut that holds the compressor
wheel in position is tightened.
11. Install the nut that holds the compressor wheel in position. Tighten the nut to a torque of 165 ± 15 lb.in. (18.7 ±
1.7 N·m).
12. Put turbine housing (15) in position on tool (C). Put cartridge assembly (16) in position in the housing. Make
sure the mark on the cartridge assembly is in alignment with the mark on the housing. Put 5P3931 Anti-Seize
Compound on the threads of the bolts that hold cartridge assembly to the turbine housing. Install the two locks,
two plates and four bolts that hold the cartridge assembly to the turbine housing. Tighten the bolts to a torque of 11
to 12 lb.ft. (15 to 17 N·m). Bend the locks over the bolts.
13. Put compressor housing (17) in position on the cartridge assembly. Make sure the mark on the housing is in
alignment with mark on the cartridge assembly. Put 5P3931 Anti-Seize Compound on the threads of the bolts that
hold the compressor housing to the cartridge assembly. Install the four plates and eight bolts and lockwashers that
hold the compressor housing in position. Tighten the eight bolts to a torque of 60 lb.in. (6.8 N·m).
end by:
a) install turbocharger
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Exhaust Manifold
SMCS - 1059-11; 1059-12
a) remove turbocharger
2. Remove two spacers (4) and six nuts from exhaust manifold.
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1. If the exhaust manifold studs are loose or a replacement is necessary, put 5P3931 Anti-Seize
Compound on the threads of the studs and tighten to a torque of 20 ± 3 lb.ft. (25 ± 4 N·m).
3. Put 5P3931 Anti-Seize Compound on the bolt threads and install manifold (1) in position on the
cylinder head. Tighten nut to torque of 32 ± 3 lb.ft. (45 ± 4 N·m).
4. Put spacers (4) and shield (3) in position and install the nuts and tighten to a torque of 32 ± 3 lb.ft.
(45 ± 4 N·m).
end by:
a) install turbocharger
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start by:
a) remove turbocharger
1. Disconnect line (2) to expansion tank. Remove two bolts and tube assembly (1) from exhaust
manifold.
2. Remove bolt (3) and clip (4) from the bottom of the exhaust manifold.
4. Remove bolts and exhaust manifold (5) from engine. Weight of the exhaust manifold is 100 lb. (45
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kg).
1. Make sure the exhaust manifold studs are tightened to a torque of 20 ± 3 lb.ft. (27 ± 4 N·m) in the
cylinder head.
3. Put 5P3931 Anti-Seize Compound on the threads of the studs and nuts for the manifold. Fasten a
hoist and tooling (A) to the manifold, and put manifold (1) in position on the cylinder head and
tighten nuts to a torque of 32 ± 3 lb.ft. (45 ± 4 N·m).
4. Inspect gasket on tube assembly and make a replacement if damaged. Install tube assembly (2) or
manifold and tube (3) in place on expansion tank.
5. Install the clip on the fuel ratio control tube to the exhaust manifold.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
INDUSTRIAL ENGINE
MARINE ENGINE
2. Remove fuel lines as a unit (1) and (2) from the fuel injection pumps.
NOTICE
Put caps (5F3807) and plugs (2F2990) on the fuel lines, pump and the fuel
injection nozzles to keep dirt and foreign material out of the fuel system.
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Install Fuel Injection Lines
1. Remove the plugs and caps from the fuel line connections.
2. Make sure the fuel injection lines are clean and dry.
INDUSTRIAL ENGINE
MARINE ENGINE
3. Put the fuel injection lines (1) and (2) in position and tighten the nuts with tool (A) to a torque of
30 ± 5 lb.ft. (40 ± 7 N·m).
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2. Remove bolts (2) that hold the fuel filter base (3) to the fuel injection pump. Remove the fuel filter
base (3).
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1. Inspect the fuel filter gasket and make a replacement if necessary.
2. Put the fuel filter base (1) in position and install the bolts that hold it.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Remove bolts (2) that hold the fuel priming pump to the fuel injection pump housing cover.
Remove fuel priming pump (1).
3. Put fuel priming pump (1) in position on the fuel injection pump housing cover. Install the bolts
that hold it
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Valve Covers
SMCS - 1107-11; 1107-12
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2. Remove bolts (3) and (5) that hold the valve covers to the cylinder head. Remove the valve covers
(2) and (4).
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3304 VALVE COVER
2. Put valve covers (3) and (4) in position on the cylinder head. Install the bolts that hold the valve
cover in place. Tighten the bolts in number sequence to a torque of 8 ± 2 lb.ft. (11 ± 3 N·m).
3. Install hose (1) to connect the breather to the tube assembly with clamp (2).
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Remove the rocker shaft bolts (1) and washers from the rocker shaft.
2. Remove the rocker shaft assembly (2) from the cylinder head.
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2. Install push rods (2).
4. Put 5P3931 Anti-Seize Compound on the threads of the bolts that hold the rocker shaft in position.
Install the rocker shaft bolts and washers.
NOTE: Make sure the rocker arms are on all the push rods.
NOTICE
The dowels (3) on each end of the rocker shaft assembly must be in alignment
with the holes in the cylinder head assembly. If the dowels and holes are not in
alignment when the rocker shaft assembly is tightened, damage to the rocker
shaft assembly will be the result.
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3304 ENGINE
3306 ENGINE
b) Tighten bolts again in number sequence to a torque of 185 ± 13 lb.ft. (250 ± 17 N·m).
c) Tighten bolts again and for the last time in number sequence (hand tighten only) to a torque of 185
± 13 lb.ft. (250 ± 17 N·m).
6. Make adjustment until the intake valve clearance is .015 in. (0.38 mm) and the exhaust valve
clearance is .025 in. (0.64 mm). See VALVE CLEARANCE SETTING in TESTING AND
ADJUSTING. Tighten the locknuts for the adjusting screws to a torque of 22 ± 3 lb.ft. (28 ± 4 N·m).
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
NOTE: A replacement of the O-ring seal must be made each time the head bolt is removed from the
rear support bracket.
2. Remove retainer ring (6), washer (5), spring (4) and washer (3) from each end of rocker shaft.
Remove rocker arm (2).
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3. Remove pin from rear support bracket with a hammer and punch. Remove rear support bracket (7)
from shaft.
1. Install rocker arms (5), brackets (1), washers (4) and springs (2) on the rocker shaft.
2. Install rear support bracket (6) on rocker shaft. Make sure hole in rear support bracket is in
alignment with hole in rocker shaft.
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3. Put pin (3) in position in the bracket.
5. Pin (3) must extend .378 in. (9.60 mm) above the bracket.
6. Install O-ring seal (7) in the rear support bracket. Install rocker arm (8), washer, spring, washer and
retainer ring on the rocker shaft.
7. Install the plugs in each end of the rocker shaft if they were removed.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
b) remove aftercooler
1. Fasten a hoist and tooling (A) to the cylinder head. Remove all cylinder head bolts (1).
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2. Remove four bolts that are needed to fasten bracket assembly (4) and lift bracket (3) to the cylinder
head. Remove lift bracket (3).
3. Remove two bolts (5) from water temperature elbow (6). Loosen two bolts (7).
4. Remove the cylinder head (2) and gasket. The weight of the cylinder head is 200 lb. (90 kg).
NOTE: When the cylinder head is removed, a new spacer plate gasket must be installed. See
REMOVE AND INSTALL SPACER PLATE.
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1. Clean the surfaces of the cylinder head and the cylinder block that make contact with each other.
Make sure the surfaces are clean and dry. Install a new, dry gasket (1) on the cylinder block.
2. Fasten a hoist and tooling (A) to the cylinder head (2) and put it in position on the cylinder block.
Remove tooling (A).
3. Put 5P3931 Anti-Seize Compound on all the head bolts and rocker shaft bolts. Install the head
bolts and washers that hold the head in place.
4. Install the push rods (4) and rocker shaft (3) in position on the cylinder head.
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NOTE: Make sure the dowel (5) in the bracket assembly is in alignment with the cylinder head.
5. Install the bolts and washers that hold the rocker shaft assembly in place.
3304 ENGINE
3306 ENGINE
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a) Tighten bolts in number sequence to a torque of 115 lb.ft. (155 N·m).
b) Tighten bolts again in number sequence to a torque of 185 ± 3 lb.ft. (250 ± 17 N·m).
c) Tighten bolts again in number sequence to a torque of 185 ± 13 lb.ft. (250 ± 17 N·m).
7. Make adjustment until the intake valve is .015 in. (0.38 mm) and the exhaust valve clearance
is .025 in. (0.64 mm). See ENGINE VALVE LASH as shown in operation LUBRICATION AND
MAINTENANCE GUIDE. Tighten the locknuts for the adjustment screws to a torque of 22 ± 3 lb.ft.
(28 ± 4 N·m).
8. Inspect the gasket between the elbow and the cylinder head and make a replacement if necessary.
Install two bolts (6) to hold the elbow to the cylinder head and tighten bolts (7).
end by:
b) install aftercooler
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Valve Lifters
SMCS - 1209-10
2. Put identification on each lifter for use at installation of the valve lifters.
3. Put clean engine oil on the valve lifters and camshaft lobes. Install the valve lifters in their original
positions in the cylinder block.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Spacer Plate
SMCS - 1221-11; 1221-12
1. Remove water seals (1) and O-ring seal (2) from the spacer plate.
NOTICE
Do not cause damage to the dowels as the spacer plate is removed.
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3. Remove O-ring seal (5) and spacer plate gasket (4).
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4. Install spacer plate (3).
NOTICE
Both surfaces of spacer plate, top of cylinder block and both sides of spacer plate
gasket must be clean and dry. Do not use any gasket adhesive or other
substances on these surfaces.
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7. Check the cylinder liner projection. See INSTALL CYLINDER LINERS.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Valves
SMCS - 1105-12; 1105-11
Remove Valves
start by:
1. Put compression on valve spring (2) with tool (A) and remove locks (1).
2. Remove tool (A), rotocoil, spring and valve. Put identification on valves with respect to their
location in the cylinder head.
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3. Check the spring force with tool (B). The spring force is 57.7 ± 2.9 lb. (256.7 ± 12.9 N). The
length of spring under test force is 1.766 in. (44.86 mm). The free length after test is 2.05 in. (52.1
mm).
Install Valves
1. Put clean engine oil on valve stems. Install valve, spring and rotocoil in the cylinder head.
2. Put tool (A) in position on valve spring and install the locks (1).
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Locks can be thrown from valve when compressor is released, if they are not in
their correct position on valve stem.
--------WARNING!------
3. Remove tool (A) and hit the top of valve with a plastic hammer to be sure the locks are in their
correct position on valve.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
a) remove valves
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3. Install the new valve seat insert with tool group (A). Do not increase diameter of extractor in valve
seat insert when the insert is installed in the head.
end by:
a) install valves
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Water Directors
SMCS - 1115-10
3. Install new water directors in the cylinder head. Install the directors so the hole in the directors is in
alignment with the "V" mark on cylinder head.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Valve Guides
SMCS - 1104-10
start by:
a) remove valves
1. Remove valve guides from the cylinder head with tool (A).
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2. Put clean engine oil on the outside diameter of the valve guide. Install valve guide (1) with tools
(A) and (B).
3. The inside diameter of the valve guides after installation must be .3734 ± .0010 in. (9.48 ± .025
mm).
end by:
a) install valves
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Pistons
SMCS - 1214-12; 1214-15; 1214-16; 1214-11
Remove Pistons
start by:
1. Remove the ring of carbon from the top inner surface of the cylinder liner.
2. Turn the crankshaft until two pistons are at bottom center. Remove two nuts (2) and connecting rod
cap (1) from the connecting rod.
3. Put tape or pieces of rubber hose over the threads of the connecting rod bolts. This will prevent
damage to the crankshaft during removal of pistons.
NOTICE
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Do not let the connecting rods hit the bottom edge of the cylinder liners or the
crankshaft during removal and installation of the pistons.
4. Push the piston and connecting rod away from the crankshaft until the piston rings are above the
cylinder liner. Remove the piston (3) and the connecting rods from the engine.
5. Keep each connecting rod cap with its respective connecting rod and piston. Put identification on
each connecting rod as to its location in the engine for use at assembly of the engine.
Install Pistons
1. Turn the crankshaft until the bearing journals for the piston to be installed are at bottom center.
2. Put clean engine oil on the crankshaft journals and on the inside of the cylinder liners. Put clean
engine oil on the piston rings and connecting rod bearings.
3. Move the rings on the piston until the ring openings are approximately 90° apart.
NOTICE
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Never install the ring compressor on the piston unless the cylinder liner is used
as a guide. Damage to the piston rings can be the result.
4. Put ring compressor (A) in position on the cylinder liner. Put the connecting rod and piston in
position in the same cylinder liner from which it was removed and into the ring compressor. Make
sure the "V" mark on the piston is in alignment with the "V" mark on the cylinder block.
NOTE: If a replacement rod or piston is to be used, the bearing tab notch on the rod must be on the
same side of the assembly as the cutout (depression) on the top of pistons.
5. Push the piston into place as the connecting rod is put in position on the crankshaft.
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6. Put clean engine oil on bearings, bolt threads and surfaces of the nuts that make contact with the
connecting rod caps. Put caps (1) in position on the connecting rods and install the nuts. Tighten the
nuts to a torque of 30 ± 3 lb.ft. (40 ± 4 N·m). Put a mark on each nut and the end of each bolt.
Tighten the nuts 90° ± 5° more.
NOTICE
When connecting rod caps are installed, make sure the number on the side of the
cap is next to and respective with the number on the side of the connecting rod.
7. Follow the same above procedure for installation of the remainder of the pistons.
end by:
Disassemble Pistons
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start by:
a) remove pistons
2. Remove the bearings from the connecting rod and connecting rod cap.
3. Remove retaining rings (3), pin (1) and connecting rod (2) from the piston.
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4. See USE OF PISTON PIN BEARING REMOVAL AND INSTALLATION TOOLS, SPECIAL
INSTRUCTIONS, Form No. SMHS7295-02 for more information of removal and installation of
piston pin bearings.
5. Heat the connecting rod to a temperature of 350 to 500°F (176 to 260°C). Put 6V3029 Spacer (11)
in the base plate. Put the connecting rod on the base plate of tooling (B).
6. Put the connecting rod piston pin bearing end in the center of the port assembly of tooling (B).
Install pin (6) in the center of the bore for the connecting rod bearings.
7. Install 6V2049 Adapter (9). Put the hole in the adapter in alignment with the hole in the base plate
of tooling (B).
NOTE: The old bearing is pushed out by tooling (B) as the new bearing is installed.
10. Put 5P8645 Adapter (8) in position as shown with the taper side down. The piston pin bearing
joint must be in alignment with the hole in adapter (9) and the base plate of tooling (B).
12. Use tooling (B) to push the new piston pin bearing into the connecting rod until adapter (8) of
tooling (B) makes full contact with the connecting rod surface.
13. Remove the connecting rod and the old piston bearing from tooling (B).
14. Check the piston pin bearing bore diameter after the bearing is installed. The correct dimension is
1.7012 ± .0003 in. (43.210 ± 0.008 mm).
Assemble Pistons
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1. Install the connecting rod (4) in the piston with the bearing tab groove (slot) (1) on the same side as
the cutout (depression) (3) on the head of the piston.
3. When old pistons are to be used, clean the piston grooves with an acceptable piston groove
cleaning tool.
4. Install the spring for the oil ring. Install the oil ring with tool (A). The gap in the ring must be
approximately 180° from the oil ring spring connections.
5. The two compression rings have marks "UP-1" and "UP-2". The rings must be installed with these
marks toward the top of the piston with "UP-1" as the top ring. After installation of all three piston
rings, put piston rings in position so gaps in ring are 120° apart.
NOTE: Compression rings that do not have identification can be installed either way.
6. To check the clearance between the piston ring grooves and rings, see SPECIFICATIONS.
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7. See SPECIFICATINS to check the clearance between the ends of the piston rings (end gap).
end by:
a) install pistons
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
3. Remove four nuts (1) and remove sea water pump (3).
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3. Connect the sea water outlet line.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Make a separation between the bearing housing (4) and pump body (3) after removing bolts (2).
2. Remove the shaft (5) and bearing from the housing after removing the snap ring (6).
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3. Remove the snap ring (8) and remove the bearing (7). Remove the lip-type seal from the bearing
housing.
4. Remove the end cover from the pump body. Remove the cam screw (1). Remove cam (9) from the
pump body. Remove the impeller (10) and spline seal from the body. Remove the wear plate and the
seal assembly from the pump body.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Install bearing on shaft. Install the snap ring that holds it.
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2. Install seal in bearing housing with tool (A). The lip of the seal must be toward the bearing.
3. Put the shaft and bearing in position in the housing and install the snap ring (7).
4. Install the ceramic ring (11) and rubber seal (5) as follows:
a) Put water on the ceramic ring, rubber cup, and bore of the pum body.
c) Install ceramic ring (finger pressure only) inside of the rubber cup with the shiny surface toward
the impeller end of the pump body.
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5. Install wear plate (3) in body. Install cam (1) in body and install the cam screw (2).
6. Install slinger (6) on shaft. Put the pump housing in position on the bearing housing and install the
bolts that hold them together.
b) Push the seal assembly (finger pressure only) on the shaft until shiny surface of carbon seal (10)
makes contact with shiny surface of the ceramic ring (11).
8. Install the O-ring seal (9) on shaft. Install the impeller in pump with tool (B). Install cover (8) and
screws.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
2. Remove two bolts (1) that hold the elbow to the water pump.
3. Remove two bolts (2) that hold elbow (3) to the expansion tank.
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4. Remove two bolts (4), clip (5) and water pump (6) from the front timing cover. Remove gaskets.
2. Put the water pump (1) and clip in position and install the two bolts that hold them.
3. Install elbow (3) with two bolts to the bottom of the expansion tank.
4. Put elbow (2) in position and install two bolts to hold it to the water pump.
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Disassemble Jacket Water Pump (Marine Engine)
start by:
1. Loosen clamp (1) and remove hose elbow (2) from the pump housing.
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2. Remove two bolts (4) and cover (3) from housing.
3. Loosen bolt (5) approximately .25 in. (6.35 mm). Hit the bolt with a soft hammer to remove
impeller (6) from the shaft. Remove the bolt (5) and impeller (6).
4. Remove spring (7) and seal assembly (8) from the shaf
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5. Turn the housing over and remove bolt (9).
6. After the removal of bolt (9) install bolt from tooling (A) in shaft and gear assembly (10).
7. Put plate from driver group in tooling (A) on top of bolt, and install the remainder of tooling (A)
on gear and bearing assembly as shown.
9. If necessary, remove bearing (11) from the gear with tool (B).
10. Remove retaining ring (12) from housing with tooling (C). Remove the bearing and shaft
assembly.
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11. If necessary, remove bearing (13) from shaft with tooling (D) and a press.
12. Turn the housing over and remove seal with tooling (D).
NOTE: The seal must be installed with the lip toward the bearings.
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1. Install the lip type seal in the housing with tooling (A) to the bottom of the seal counterbore. Put a
thin layer of engine oil on the lip of the seal.
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5. Use a press and tooling (A) to install bearing (3) on gear (4).
NOTICE
When gear is installed, make sure the pins on the gear engage the holes in the
shaft.
6. Put gear (5) and bearing in position on the shaft and install the washer and bolt.
NOTICE
Clean water only is permitted for use as a lubricant for assistance at installation.
Do not damage or permit any foreign material on the wear surface of the carbon
or the ceramic ring. Install the ceramic ring with the smoothest face of the ring
toward the carbon seal assembly.
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7. Put the ceramic ring (6) in position in the rubber seal. Use hand pressure and tool (which is with
the replacement ring) to install the ceramic ring and rubber seal.
8. Remove the spring from the seal assembly (7). Use hand pressure and the tool (which is with the
replacement ring) to install the seal assembly. Push seal assembly (7) on the shaft until the seal face
makes light contact.
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10. Put impeller (9) in position on the shaft.
11. Install washer and bolt (12). Tighten the bolt to a torque of 28 ± 1 lb.ft. (38 ± 1 N·m).
12. Install a new gasket (11) and cover (10) on the housing.
13. Put hose and elbow (13) in position on water pump. Install hose clamp (14).
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Cylinder Liners
SMCS - 1216-11; 1216-12
start by:
a) remove pistons
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Install Cylinder Liners
1. Clean the cylinder liners (3) and the liner bores in the cylinder block.
2. Install the cylinder liners in the block without the O-ring seals or filler bands.
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a) Install the S1589 Bolts (2) and 1S379 Washers of tooling (B) on the cylinder block next to each
liner. Tighten the bolts evenly, in four steps: 10 lb. ft. (14 N·m), 25 lb. ft. (35 N·m), 50 lb. ft. (70
N·m) and 70 lb. ft. (95 N·m).
b) Put adapter plate on top of the liner and install the remainder of tooling (B). Tighten the 1D4595
Bolts (1) evenly in four steps: 5 lb. ft. (7 N·m), 15 lb. ft. (20 N·m), 25 lb. ft. (35 N·m) and 50 lb. ft.
(70 N·m).
c) Check to be sure the distance from the bottom edge of the crossbar to the top of the cylinder block
is the same on both sides of the liner.
d) Check the cylinder liner projection with tool group (C) at four locations around the liner.
e) Liner projection must be .002 to .008 in. (0.05 to 0.020 mm) (make the measurement to the top of
the liner flange, not the inner ring). The maximum differential between high and low measurements
made at four places around each liner is .002 in. (0.05 mm). The average projection of liners next to
each other must not be more than .002 in. (0.05 mm). The maximum difference in the average
projection of all cylinder liners under each cylinder head must not be more than .003 in. (0.08 mm).
NOTE: If the liner is turned in the bore, it can make a difference in the liner projection.
4. If the liner projection is not .0013 to .0069 in. (0.033 to 0.175 mm), check the thickness of the
following parts: spacer plate, spacer plate gasket and cylinder liner flange. The thickness of the
spacer plate must be .3925 ± .0010 in. (9.970 ± 0.025 mm). The thickness of the spacer plate gasket
must be .0082 ± .0010 in. (0.208 ± 0.025 mm). The thickness of the cylinder liner flange must
be .4048 ± .0008 in. (10.282 ± 0.020 mm).
NOTE: If the liner projection changes from point to point around the liner, turn the liner to a new
position in the bore. If the liner projection is still not to specifications, move the liner to a different
bore.
5. When the cylinder projection is correct, put a mark on the liner and block so the liner can be
installed in the same position from which it was removed.
NOTE: Cylinder liner projection can be adjusted by the removal of material from (machining) the
contact face of the cylinder block with the use of the 8S3140 Cylinder Block Counterboring Tool
Arrangement. Machine to a minimum depth of .030 in. (0.76 mm) and to a maximum depth of .045
in. (1.14 mm). The instructions for the use of the tool group are in Special Instruction Form No.
FM055228. Shims are available for the adjustment of the liner projection. See CYLINDER LINER
PROJECTION in TESTING AND ADJUSTING for the shim thickness and part number.
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7. Put liquid soap on bottom liner bore in block, on grooves in lower liner and on O-ring seals (4).
Install O-ring seals on the liner.
8. Put filler band (5) in clean SAE 30 oil for a moment and install on liner. Install cylinder liner
immediately in the cylinder block (before expansion of filler band).
9. Make sure the mark on liner is in alignment with the mark on the block. Use tooling (A) to push
the liner into position.
end by:
a) install pistons
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Flywheel
SMCS - 1156-11; 1156-12
Remove Flywheel
4. Fasten tool (A) to a hoist and to the flywheel using a 1/2"-13 NC x 1 3/4" bolt in threaded hole (1).
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5. Remove the other four bolts that hold the flywheel to the crankshaft.
6. Remove the flywheel with tool (A). Weight of the flywheel is 160 lb. (72 kg).
Install Flywheel
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NOTICE
When flywheel ring gear (1) is installed on the flywheel, the tooth chamfer side
must be installed away from the flywheel.
1. Heat the flywheel ring gear (1) to a maximum temperature of 600°F (315°C). Install the flywheel
ring gear on the flywheel.
4. Use tool (A) to put flywheel (3) in position over guide bolts (2). Weight of the flywheel is 160 lb.
(72 kg).
5. Make an alignment of marks (4) on the end of the crankshaft and flywheel.
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7. Remove tool (A) and the two guide bolts.
8. Install the other five bolts that hold the flywheel in place.
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
NOTE: When a replacement of the front seal is made, a replacement of the wear sleeve is to be made
also.
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2. Install tool (C) into seal bore.
3. Install tool (B) between tool (C) and the wear sleeve. Turn tool (B) until the edge of the tool makes
a flat place (crease) in the wear sleeve. Do this in two or more places until the wear sleeve is loose.
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1. Install the crankshaft front seal and wear sleeve with tooling (A) as follows:
a) Put clean engine oil on the seal lip of seal (1) and on the outside diameter of wear sleeve (2).
Install seal (1) on wear sleeve (2) as shown.
b) Use 6V1541 Quick Cure Primer to clean the outside diameter of crankshaft (3) and the inside
diameter of wear sleeve (2).
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c) Put 9S3265 Retaining Compound on the outside diameter of crankshaft (3) and the inside diameter
of wear sleeve (2).
NOTE: Make sure the lip of the seal is toward the engine and the outside diameter bevel of the wear
sleeve is toward the outside of the engine.
d) Put wear sleeve (2) with seal (1) on the front of the crankshaft as shown in Figure 1. Install tooling
(A). Tighten the bolt in tooling (A) until the inside surface of the installer in tooling (A) makes
contact with the end of the crankshaft.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Flywheel Housing
SMCS - 1157-11; 1157-12
a) remove starter
b) remove flywheel
1. Remove the bolts (2) and washers that hold the oil pan plate to the flywheel housing. Loosen the
bolts (1) that hold the oil pan to the cylinder block.
2. Fasten a hoist to the engine. Lift the engine and install shims (3) on each side of the engine
between the cylinder block and the oil pan plate.
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3. Remove the turbocharger oil drain tube (4) (if equipped with a turbocharger).
5. Install two 1/2"-13 NC guide bolts (6) in the cylinder block as shown.
6. Remove the bolts that hold the flywheel housing to the cylinder block. Remove the flywheel
housing (5). The weight of the flywheel housing is 160 lb. (72 kg).
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2. Install two 1/2"-13 NC guide bolts (1) in the cylinder block as shown. Fasten tool (A) to the
flywheel housing (2) and a hoist. Weight of the flywheel housing is 160 lb. (72 kg).
3. Put a small amount of clean engine oil on the lip of the seal in the flywheel housing.
NOTICE
Be careful when the flywheel housing is installed so the seal is not damaged.
4. Put the flywheel housing (2) in position on the guide bolts (1). Install all but two bolts in the
flywheel housing. Remove tool (A) and guide bolts (1). Install the other two bolts.
5. Cut the bottom of the gasket off even with the flywheel housing and cylinder block. Put 5H2471
Gasket Cement on the bottom of the gasket where the gasket makes contact with the gasket for the oil
pan plate.
6. Remove shims (3) from each side of the engine. Tighten all of the oil pan bolts. Install the bolts
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that hold the oil pan plate to the flywheel housing.
7. Install turbocharger oil drain tube (4) (if equipped with a turbocharger).
end by:
a) install flywheel
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Oil Pan
SMCS - 1302-11; 1302-12
4. Disconnect nut (3) from the oil pan and remove tubes (1) and (2) as a unit.
5. Remove bolts (5) and washers that hold oil pan (4) in position and remove the oil pan. Remove the
old gasket from the oil pan.
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Install Oil Pan
2. Put oil pan (2) in position on the engine and install the washers and bolts that hold it.
4. Fill the crankcase with oil to the correct level. See LUBRICATION AND MAINTENANCE
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Remove bolt (3) and lock. Remove bolts (2) and lock.
3. Remove the bolts (5) and washers that hold the oil pan plate to the cylinder block. Remove oil pan
plate (4) and gasket.
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Install Oil Pan Plate
NOTE: Photos shown are on 3306 engine.
1. Put a new gasket and oil pan plate (1) in position and install the bolts and washers that hold it to
the cylinder block.
2. Put suction bell and tube (2) in position on the oil pump and install the locks and bolts that hold it
in position.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
1. Remove bolts (2) that holds suction bell (4) to the oil pan plate.
2. Remove bolts (1) that hold the oil pump to the scavenge tube. Remove the gasket. Bend the locks
away from bolts (3). Remove bolts (3) that hold the suction tube to the oil pump. Remove the gasket
from between the suction tube flange and the oil pump.
NOTE: The suction tube, suction bell and oil pump can be removed as a unit.
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3. Bend the locks away from bolts (6) that hold the oil pump to the cylinder block. Remove bolts (6).
1. Put oil pump (1) in position under the cylinder block. Install a new gasket between the oil pump
and the scavenge tube. Install bolts (3) that hold the oil pump to the scavenge tube.
2. Install bolts (2), the washers and the locks that hold the oil pump to the cylinder block.
3. Put suction tube (4) in position on the oil pump. Make sure there is a new gasket between the
flange on the oil tube and the oil pump.
4. Install the bolts that hold the suction tube to the oil pump. Bend the locks against the bolts. Install
the bolt that holds the bracket on the suction bell to the oil pan plate.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Oil Pump
SMCS - 1304-15; 1304-16
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Disassemble Oil Pump
start by:
TYPICAL EXAMPLE
3. Remove the bolt and the washer from the oil pump drive gear.
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4. Remove the drive gear from the shaft with tooling (A).
7. Remove body (8), two gears (7), keys and spacer (4) from the pump.
9. Remove bolts (6), the cover and the pressure relief valve from the body.
10. Remove the bearings from the oil pump body assembly and the scavenge pump body assembly
with tooling (C).
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Assemble Oil Pump
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1. Install the bearings in the scavenge pump body assembly with tooling (A) as follows:
a) Put bearings (1) in position on the inside of the scavenge pump body assembly with the chamfer
on the bearing toward the outside of the pump body. Install the bearing until it is .060 in. (1.52 mm)
below the inside machined surface of the scavenge pump body assembly. Make sure the joints in the
bearings are at an angle of 30° ± 15° from the center line through the bores in the scavenge pump
body and toward the outlet passage of the pump. The outlet passage has a cavity between the bearing
bores.
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2. Install the bearings in oil pump body assembly with tooling (A) as follows:
a) Put bearings (2) in position on the inside of the oil pump body assembly with the chamfer on the
bearings toward the outside of the pump body. Install the bearings until they are even with the outside
of the pump body. Make sure the joints in the bearings are at an angle of 30° ± 15° from the
centerline through the bearing bores and toward the outlet passage of the pump. The outlet passage
has a cavity between the bearing bores.
3. Check the condition of the relief valve. Check the condition and specifications for all the parts of
the oil pump before it is assembled. See OIL PUMP (2P1785) in SPECIFICATIONS.
5. Install pressure relief valve (3), cover (4) and bolt (5) in the oil pump body assembly.
6. Install gears and shafts (6) in the oil pump body assembly.
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7. Install spacer (7) and the two keys in shafts (6).
9. Install key (9), drive gear (11), the washer and bolt (10). Tighten the bolt to a torque of 32 ± 5 lb.ft.
(43.4 ± 6.8 N·m).
10. Install the bearing in the idler gear with tooling (B) until it is even with the outside surface of the
gear.
NOTICE
The oil pump must turn freely by hand after it is assembled.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
1. Turn the crankshaft until two pistons are at bottom center. Remove connecting rod caps (1) from
the two connecting rods. Remove the lower half of the bearings from the caps.
2. Push the connecting rods away from the crankshaft and remove the upper half of the bearings.
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3. Clean the surfaces where the bearings fit. Install the upper half of the new bearings in the rods. Put
clean SAE 30 oil on the bearings and crankshaft journals. Put the connecting rods in position on the
crankshaft.
4. Clean the surfaces where the bearings fit. Install the lower half of the new bearings in the caps. Put
clean SAE 30 oil on the bearings, bolt threads and contact surfaces of the nuts.
NOTICE
When connecting rod caps are installed, make sure the number on the side of the
cap is next to and respective with the number on the side of the connecting rod.
5. Check the bearing clearance with Plastigage. Put caps (1) in position on the connecting rods and
install the nuts. Tighten the nuts to a torque of 30 ± 3 lb.ft. (40 ± 4 N·m). Put a mark on each nut and
the end of each bolt. Tighten the nuts 90° more.
6. Remove the cap. Measure the thickness of the Plastigage. The rod bearing clearance (Plastigage
thickness) must be .0030 to .0066 in. (0.076 to 0.168 mm) with new bearings. The maximum
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permissible clearance is .010 in. (0.25 mm) with used bearings.
7. Put the caps in position on the connecting rods and install the nuts. Tighten the nuts to a torque of
30 ± 3 lb.ft. (40 ± 4 N·m). Put a mark on each nut and the end of each bolt. Tighten the nuts 90° more.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
TYPICAL EXAMPLE
1. Remove the Nos. 1, 3 and 5 main bearing caps (1). Remove the crankshaft thrust bearings from
No. 5 main bearing. Remove lower halves of bearings from the caps.
2. Install tool (A) in the oil hole in the crankshaft journal and remove the upper halves of the main
bearings as the crankshaft is turned the bearing is moved out of the cylinder block with tool (A).
3. Put clean SAE 30 oil on the upper halves of the new bearings. Install the upper halves on the main
bearings with tool (A).
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4. Put clean SAE 30 oil on the new crankshaft thrust bearings and install the bearings with the steel
back against the cylinder block.
TYPICAL EXAMPLE
5. Clean the main the bearing caps and install new lower bearing halves (2). Put clean SAE 30 oil on
the bearings, bolt threads and surfaces that make contact with the washers.
NOTICE
Make sure part number on cap is toward front of engine, and number on bottom
of cap is the same as number on cap saddle when caps are installed.
NOTE: The crankshaft must be held up against the upper halves of the bearings before the clearance
in the bearings can be checked.
6. Check the bearing clearance with Plastigage. Install the caps and tighten the bolts to a torque of 30
± 3 lb.ft. (40.7 ± 4.1 N·m). Put a mark on each bolt head and the bearing caps. Tighten the bolts 90°
more. Remove bearing caps and measure the width of the Plastigage. The main bearing clearance
(Plastigage width) with new bearing must be .0030 to .0065 in. (0.076 to 0.165 mm). Maximum
permissible clearance with used bearings is .010 in. (0.25 mm).
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7. Put caps (1) in position on the engine and install the washers and bolts. Tighten the bolts to a
torque of 30 ± 3 lb.ft. (40 ± 4 N·m). Put a mark on each bolt head and the bearing caps. Tighten the
bolts 90° more.
8. Remove the Nos. 2 and 4 main bearing caps. Do Steps 2, 3, 5, 6 and 7 for the Nos. 2 and 4 main
bearings.
9. Check the crankshaft end play with tooling (C). The end play is controlled by the thrust bearings
on the No. 5 main bearing. End play with new bearings must be .0025 to .0145 in. (0.064 to 0.368
mm). The maximum permissible end play with used bearings is .025 in. (0.64 mm).
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
NOTICE
Use care when the trunnion is removed and installed to prevent damage to the
crankshaft front seal.
1. Remove the three bolts (1) that hold trunnion (2) to the timing gear cover. Remove the trunnion.
Remove the O-ring seal from the trunnion.
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2. Remove cover (3) and the O-ring seal from the timing gear plate.
NOTE: A new front timing gear cover and gaskets are used on all 3304 and 3306 Engines. The later
timing gear cover has a different bolt arrangement as shown by arrows.
3. Remove the bolts that hold timing gear cover in place. Carefully loosen the cover from the dowels
and remove the cover. Weight of the timing gear cover is 48 lb. (22 kg).
4. Clean the old gasket from the contact surface of the timing gear cover and timing gear plate.
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5. Install a new gasket (4) on the timing gear plate. Cut the gasket even with the bottom face of the
cylinder block. Put 5H2471 Gasket Cement on the bottom of the gasket where the gasket makes
contact with the gasket for the oil pan plate.
6. Put timing gear cover (5) in position on the timing gear plate and install the bolts that hold it in
place. Make sure the bolts are tightened to a torque of 17 ± 3 lb.ft. (23 ± 4 N·m).
7. Install cover (4) and the O-ring seal on the timing gear plate.
8. Put clean engine oil on the outside diameter of the crankshaft, the lip of the crankshaft seal and the
O-ring for the trunnion.
9. Install trunnion (2) and the O-ring seal in position on the timing gear cover.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Timing Gears
SMCS - 1206-11; 1206-12
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3304 SHOWN
start by:
1. Turn the crankshaft until No. 1 piston is at top center compression position and the "C" mark on
the crankshaft gear is in alignment with the "C" mark on the camshaft gear.
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2. Remove bolt (2) and washer from magneto drive gear (1).
Hold puller with hand to prevent injury when gear (1) is removed from the shaft.
--------WARNING!------
3. Install tooling (A) on gear (1). Remove gear (1) from the magneto drive shaft.
4. Remove bolts (3) and the plate. Remove idler gear (2). Remove bolts (4) from the camshaft gear.
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5. Remove the bearing from the idler gear (2) with tooling (B).
6. Install tooling (C) on camshaft gear (5). Remove camshaft gear (5) with tooling (C).
1. Install camshaft drive gear (1). Make sure the "C" mark on the crankshaft gear is in alignment with
the "C" mark on the camshaft drive gear. Install the four bolts that hold the camshaft drive gear.
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2. Use tool (A) to install the bearing in idler gear (2).
3. Put idler gear (2) in position on shaft (3). Put machined side of the plate toward the gear and fasten
with two bolts.
NOTE: Use the procedure given in the topic, Install Fuel Injection Pump Housing and Governor to
tighten the bolt that holds gear (4).
4. Put drive gear (4) in position over drive shaft (5). Install washer with the chamfered edge away
from the gear and fasten with the bolt. Tighten the bolt to a torque of 110 ± 5 lb.ft. (149 ± 7 N·m).
end by:
1. Remove six bolts (3) and two locks (2) that hold the timing gear plate (1) to the cylinder block.
Remove the timing gear plate and gasket.
2. Install timing gear plate (1) and gasket. Install the two locks (2) and six bolts (3).
end by:
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a) install timing gears
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Camshaft
SMCS - 1210-11; 1210-12
Remove Camshaft
start by:
2. Turn the crankshaft until the "C" mark on the crankshaft gear is in alignment with the "C" mark on
the camshaft gear.
NOTE: To keep the engine timing correct during removal and installation of the camshaft, put a
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mark on the teeth of the idler gear, camshaft gear (3) and magneto drive gear at locations (A).
3. Remove the camshaft and gear. Do not cause damage to the lobes or bearings when the camshaft is
removed.
4. Remove the bolts that hold the camshaft gear to the camshaft. Remove the camshaft gear (3).
Install Camshaft
1. Install the camshaft drive gear on the end of the camshaft. Put clean SAE 30 oil on the lobes and
bearing journals of the camshaft.
NOTICE
Do not cause damage to the lobes or bearing journals when the camshaft is
installed.
TYPICAL EXAMPLE
2. Make an alignment of the "C" marks and marks put on during removal. Install camshaft (1) in the
cylinder block.
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3. Install thrust washer (3), lock (2) and the bolts that hold the camshaft in place.
end by:
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
a) remove flywheel
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2. Install tool (C) in the rear seal bore.
3. Install tool (B) between tool (C) and the wear sleeve. Turn tool (B) until the ends of the tool make
a flat piece (crease) in the wear sleeve. Do this in two or more places until the wear sleeve is loose.
1. Install the crankshaft rear seal and wear sleeve with tooling (A) as follows:
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a) Put locator (1) in position on the crankshaft and install the three bolts that hold it in place.
b) Put clean engine oil on the seal lip of seal (6) and on the outside diameter of wear sleeve (2).
c) Install seal (6) on wear sleeve (2) from the end of the wear sleeve that has the bevel on the outside
diameter. Make sure the lip of the seal is toward the inside of the engine and the bevel that is on the
outside diameter of the wear sleeve is toward the outside of the engine when installed.
d) Use 6V1541 Quick Cure Primer to clean the outside diameter of the crankshaft flange (3) and
inside diameter of wear sleeve (2).
e) Put 9S3265 Retaining Compound on the outside diameter of crankshaft flange (3) and the inside
diameter of wear sleeve (2).
NOTE: Make sure the lip of the seal is toward the inside of the engine and the outside diameter bevel
of the wear sleeve is toward the outside of the engine.
f) Put wear sleeve (2) with seal (6) on locator (1). Put installer (4) on locator (1) and install nut (5).
Put lubrication on the face of the washer and the nut.
g) Tighten nut (5) until installer (4) comes in contact with locator (1).
h) Remove tooling (A) and check the wear sleeve and seal for correct installation.
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end by:
a) install flywheel
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Camshaft Bearings
SMCS - 1211-11; 1211-12
start by:
b) remove camshaft
1. Remove the camshaft bearings from the cylinder block with tool group (A) and wrench (B). Start
with the front bearing.
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TYPICAL EXAMPLE
1. Install camshaft bearings (1) in the cylinder block. Start with the front bearing with tool group (A)
and wrench (B). The bearings must be installed with the oil hole in each bearing in alignment with
the oil holes in the cylinder block.
2. The front and rear bearings must be .06 ± .02 in. (.15 ± 0.5 mm) inside the ends of the cylinder
block after installation.
end by:
b) install camshaft
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Crankshaft
SMCS - 1202-11; 1202-12
Remove Crankshaft
start by:
c) remove pistons
1. Turn the crankshaft until the "C" mark on crankshaft gear (2) is in alignment with the "C" mark on
camshaft gear (1).
NOTE: To keep the engine timing correct during removal and installation of the crankshaft, put a
mark on the teeth of the fuel injection pump drive gear and idler gear at location (A). Put a mark on
the teeth of the idler gear and camshaft gear at location (B). The engine timing will be correct when
the marks at locations (A) and (B) are in alignment and the "C" marks on the crankshaft and camshaft
gears are in alignment.
2. Install a 3/4"-16 NF bolt in the gear end of the crankshaft. Install two 5/8"-18 NF bolts in the
flywheel end of the crankshaft. Fasten a hoist to the crankshaft.
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3. Remove main bearing caps (3).
4. Remove the crankshaft from the cylinder block. The weight of the crankshaft is 145 lb. (65 kg).
5. Remove main bearings (4) from the block and from the caps. Remove the thrust bearings.
Install Crankshaft
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1. Clean the surfaces on the cylinder block for the main bearings. Install the upper halves of the main
bearings in the block. Put clean engine oil on the bearings.
2. Put the crankshaft in position in the cylinder block with a hoist. Make sure all of the timing marks
are in alignment.
3. Clean the Nos. 1 and 5 main bearing caps. Install new bearings in caps. Put clean engine oil on
bearings. Temporarily install caps to hold crankshaft in place.
NOTICE
Make sure part number on cap is toward front of engine, and number on bottom
of cap is the same as number on block when caps are installed.
4. Clean the Nos. 2, 3 and 4 main bearing caps. Install new bearings in the caps. Put clean engine oil
on the bearings, bolts threads and surfaces of the washers that contact the caps.
5. Check the bearing clearance with Plastigage (A). Install the caps and tighten the bolts to a torque
of 30 ± 3 lb.ft. (40 ± 4 N·m). Put a mark on each bolt head and the bearing caps. Tighten the bolts 90°
more. Remove the bearing caps and measure the width of the wire. The main bearing clearance
Plastigage width with new bearings must be .0030 to .0065 in. (0.076 to 0.165 mm). The maximum
permissible clearance with used bearings is .010 in. (0.25 mm).
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6. Put the caps in position on the engine and install the washers and bolts. Tighten the bolts to a
torque of 30 ± 3 lb.ft. (40 ± 4 N·m). Put a mark on each bolt head and the bearing caps. Tighten the
bolts 90° more.
7. Remove the Nos. 1 and 5 main bearing caps. Follow the procedure in Steps 4 and 5 and check the
main bearing clearance for the Nos. 1 and 5 main bearings.
8. Follow the procedure in Step 6 and install the No. 1 main bearing cap.
9. Put clean engine oil on thrust bearings (1). Install the bearings with the steel back against the
crankshaft. Install the No. 5 main bearing cap. Tighten the bolts for the cap with the procedure in
Step 6.
10. Check the crankshaft end play with tool group (B). The end play is controlled by the thrust
bearings on the No. 5 main. The end play with new bearings must be .0025 to .0145 in. (0.064 to
0.368 mm). The maximum permissible end play with used bearings is .025 in. (0.64 mm).
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NOTE: If a replacement has been made for any of the timing gears, it will be necessary to check the
engine timing to make sure it is correct. See INSTALL FUEL INJECTION PUMP HOUSING AND
GOVERNOR.
end by:
a) install pistons
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Disassembly and Assembly
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
start by:
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FOUR CYLINDER ENGINE
NOTE: On the 3304 the piston cooling orifices are installed in the No. 2 and 4 main bearing bosses in the
cylinder block. On the 3306 the No. 2 and 6 main bearing bosses each have two orifices. The No. 3 and 5
main bearing bosses each have one orifice. A replacement is necessary only if they are damaged. Normally it
will only be necessary to be sure the orifices are clean.
1. Use a soft punch to remove the orifices from the cylinder block.
2. Use tool (A) to install the orifices in main bearing bosses No. 2 and 4 until they are against the
counterbore. Be sure the orifices are open after they are installed.
end by:
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