3054C, C3.3 & C4.

4 Mechanical

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CATERPILLAR 3054C, C3.3 and C4.4 ENGINES

The 3054C, engines were designed to meet Tier 2 emissions requirements.
Minor changes were made to 3054C to meet Tier 3 emissions. These
engines are called C3.3 and C4.4.
Some engines have been branded C4.4 but are essentially tier 2, 3054C
engines. To avoid confusion, always use the engine arrangement and serial
number.
C4.4 should not be confused with C4.4 ACERT engines, which have major
differences. These engines are covered on the 3000 ACERT course.

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SERQ4108_3054C_C4.4
 3054C, C3.3 And C4.4
3054C Tier 2 emissions compliant

Mechanically governed
3054C is a complete redesign over 3054. It has a mechanically
controlled injection system

C3.3/C4.4 Evolution of 3054C

All are mechanically governed

Not to be confused with C4.4 ACERT

Three cylinder version added

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3054C is a complete redesign over 3054. It has a mechanically controlled

injection system

C3.3 and C4.4 are basically Tier 3 versions of the 3054C

All are mechanically governed

Not to be confused with C4.4 ACERT

Three cylinder version added

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 Basic Configurations

Model Bore Stroke # cyls Displacement

C3.3 105mm 127mm 3 cyl. 3.3 ltr.

3054
105mm 127mm 4 cyl. 4.4 ltr.
C4.4

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BASIC CONFIGURATIONS
The bore diameter is 105 mm (4.134)

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 Cylinder Head

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CYLINDER HEAD
The cylinder head has remained a two valve, pushrod actuated assembly,
but is now of a cross flow design. A cross flow design allows improved port
shape, which helps the engine achieve fuel consumption improvements of up
to 2% in the naturally aspirated version and 4% in the turbocharged after
cooled version.
The intake manifold is integral with the cylinder head and there are multiple
inlet positions available on the manifold. The unused inlet positions are
closed off when they are not used. The temperature regulator housing has
also been integrated into the cylinder head casting eliminating a potential
leak joint from a separate regulator housing assembly. Improved oil feed to
the rocker shaft and the use of improved casting technology adds to the list
of improvements found.

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 Cylinder Head

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CYLINDER HEAD
The darker color intake valves are coated to eliminate valve recession into
the head and must not be lapped. The exhaust valve stems are chrome
plated to reduce stem scuffing in the valve guides.

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 Valve Stem Seals
z Color Coded for inlet & Exhaust

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VALVE STEM SEALS

The valve stem seals incorporate the lower spring seat.
Valve stem seals are not reusable and must be replaced with new ones if
removed.
Caterpillar calls for valve stem seal replacement if the valve is removed from
the cylinder head.
Seals are color coded, brown for exhaust and green for inlet.

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 New Cylinder Head Gasket

Dowels

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CYLINDER HEAD GASKETS

The cylinder head gaskets are coated and may only be used once. The
cylinder head and gasket are located by two dowels which can be seen near
the top in the illustration. The cylinder head gasket is termed MLS for Multi
Layer Steel and it is Viton coated. With an MLS gasket, the cylinder block
and cylinder head finish are coarser than what has previously been used on
the 3054 engine. The cylinder head bolt torque sequence has also changed.
The torque sequence is now from the outside in rather than the inside out.
Consult the service manual for the proper torque sequence and torque
values for the cylinder head bolts.

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 New Rocker Shaft

Adjusting Screws

Intake Exhaust

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ROCKER SHAFT
The rocker shaft diameter has increased from 19 mm (.748") to 25 mm
(.984") which results in a stiffer assembly with larger bearing surfaces and
improves durability. The oil feed is to the rockers is integral in the rocker
shaft. The intake and exhaust rockers are not the same and care must be
taken not to mix them up when the rockers are reinstalled.
Valve adjustment is conventional with adjusting screw and lock nut, but now
the adjusting screw uses a T27 Torx driver. A special tool fits down
between the rocker arms to keep them in alignment when the rocker shaft is
removed and refitted. Rocker shaft removal and installation can be done
without the special tool although the tool greatly simplifies the process.

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 Cylinder Block

open deck design

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CYLINDER BLOCK
The open deck design of the cylinder block is a large departure from previous
cylinder blocks. No cylinder liners are used and the cylinder walls are
connected (arrows). There is virtually no coolant flow between the cylinders
although there is a diagonal drilling that connects the coolant chambers on
either side of the cylinders to assist in bleeding air out of the block.
There are four head bolts per cylinder. The cylinder head bolts thread into
the outer portion of the cylinder block reducing cylinder bore distortion when
the bolts clamping load is applied. This design feature improves oil control
and reduces blow by gasses. There is enough material to allow two rebores
of 0.5 mm (.020") each. The resulting cylinder block is stiffer and
substantially quieter because the coolant acts as an insulator between the
cylinder bores and the cylinder block walls.

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 Cylinder Block

Consistent wall
thickness

Smoother coolant
passages

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CYLINDER BLOCK
This cylinder block cutaway in this illustration shows how the improved
casting technology has resulted in a better block casting with more consistent
cylinder wall thickness and smoother coolant passages.

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 Pistons, Rods And Rings
z Fracture Split Rods
z Bolts One Time Use
z Rods graded using
offset wrist pin
bush

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PISTONS, RODS, AND RINGS

The connecting rods are fracture split. Fracture split bearing caps give better
retention and alignment of the cap on the rod. The alignment marks on the
rod and the cap must match and putting the bearing cap on incorrectly will
damage the mating surfaces rendering the rod useless.
It is important not to stamp or mark the rod with engraving of any type as this
could cause premature failure of the connecting rod. The connecting rod
bolts are stretch bolts and are torqued in three stages. All connecting rod
bolts must be replaced after removal and are not reusable. Piston protrusion
is set by boring the wrist pin bushing off center creating different length
connecting rods.

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 Pistons, Rods And Rings

Bearing shell alignment tool

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PISTONS, RODS, AND RINGS

The bearings used in fracture split connecting rods do not have locating tabs.
In order to ensure proper alignment of the bearing an alignment tool is
included with replacement bearing sets. This illustration shows the alignment
tool in use and highlights the fracture split faces of the bearing cap.

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 Pistons, Rods, And Rings

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PISTONS, RODS, AND RINGS

The pistons on turbocharged, aftercooled engines have a steel insert in the
top ring groove for improved durability. The piston skirt is now Teflon
coated to improve the resistance to scuffing. The oil control and
compression rings have been redesigned to improve sealing and feature
lower tension for less friction. The basic piston design and shape carries
over from the 3054 and 3056 Tier 1 engines.

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SERQ4108_3054C_C4.4
 Pistons, Rods, And Rings

Square boss must face

towards the front of the
engine

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PISTONS, RODS, AND RINGS

The piston pin is full floating. It is important to be certain that the square
wristpin boss faces towards the front of the engine upon reassembly. The
markings on the pin boss have no significance in the reassembly process.

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 Improved Rear Oil Seal

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REAR OIL SEAL

A new rear oil seal comes with a fitting sleeve which protects the new seal
from damage when it is fitted over the end of the crankshaft. Do not use the
seal if the sleeve has been disturbed.

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 Rear Oil Seal Alignment

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REAR OIL SEAL

To ensure accurate installation of the rear oil seal, there is an alignment tool
which must be used. The alignment tool centers the rear seal carrier on the
crankshaft since there are no alignment dowels. When the seal is centered,
the seal carrier fasteners may be torqued down.

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 Timing Case

Stamped steel front cover

Cast aluminum main case

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TIMING CASE
The front timing cover has undergone many design changes. The aluminum
main case and stamped steel front cover assembly have been designed with
noise reduction being a top priority. The main case incorporates holes for
the timing pins that are used when checking and setting fuel injection pump
timing. The front oil seal is mounted in the timing case to ensure exact
alignment to the crankshaft.
There are no alignment dowels on the engine that locate the front cover
when it is installed.
A special tool is inserted into the hole normally occupied by the idler gear
and fixes the timing case into the correct position. Correct alignment of the
timing case also insures correct backlash in the injection pump drive gears
which prevents fuel injection pump timing deviations. The stamped steel
front cover consists of two layers of steel that are welded together to improve
the noise damping characteristics of the assembly.

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 Timing Case
z Timing Case Alignment Tool
must be used
Allows Idler Gear and Hub to
be installed as an assembly

Cam Gear
Alignment

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Tool aligns the timing case.

This allows the idler gear and hub to be fitted as an assembly.

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 Idler Gears (Old Style)
z Bronze z Double Needle

Dependant on PTO requirements.

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IDLER GEARS
Used either bronze bush or needle roller bearing depending on PTO
requirements.

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 Idler Gears (New Style)
z Three piece
z Back piece aligns front housing, prior to installing gear
z No need for alignment tool

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LATEST ENGINES USE NEW DESIGN IDLER

The idler gear will have the word Solid printed on the gear.
No longer need alignment tool as back piece of hub aligns timing case.

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 Locking Crankshaft At TDC

Locking Pin
Inserted Here

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CRANKSHAFT
When removing or installing the fuel injection pump, or when checking the
fuel injection timing, the crankshaft must be locked in the TDC position.
There is a hole in the main timing case that allows the timing pin to be
inserted into the crankshaft to lock it in place.

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 Locked (Pin) Timing
Crankshaft locking pin

Camshaft locking pin

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CRANKSHAFT LOCKING PIN

This illustration shows the camshaft and crankshaft locking pins installed with
the front timing cover removed. The crankshaft locking pin positions the
crankshaft at exactly TDC on cylinder number one, while the camshaft
locking pin ensures that the camshaft is properly timed.

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 Oil Pump Assemblies

Engine with Oil Cooler

Engine without Oil Cooler

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OIL PUMP
Increased gear train stiffness, an internal relief valve, and integral piping are
features of the redesigned oil pump. The oil pump piping differs slightly on
engines that are equipped with an oil cooler. Engines that do not have the
optional balancer may have the oil filter fitted to either side of the engine. If
the engine is equipped with a balancer unit, the oil filter is only available on
the left hand side of the engine.

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 Cooling System
z Integral
Thermostat and
housing design

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COOLING SYSTEM
The temperature regulator housing may be made of a composite material or
aluminum. The operating temperature of the cooling systems has been
raised to 180 to 200 degrees F (82 to 93 degrees C) with a maximum
temperature of 230 deg. F, (110 deg. C). Allowing the engine to operate at
higher temperatures gives the OEM installer greater flexibility with cooling
system installation.

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SERQ4108_3054C_C4.4
 Fuel Injection Equipment

Bosch EPVE for

naturally
aspirated engines

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FUEL INJECTION
Naturally aspirated engines use the proven Bosch EPVE pump that is
designed to provide accurate and reliable fuel delivery. The pump drive gear
is NOT keyed to the pump drive shaft but bolts to a drive hub. The drive hub
utilizes a locking taper to lock it to the pump drive shaft. If the pump drive
hub is loosened or removed from the pump in any way, the base pump timing
will be disturbed and the pump MUST be returned to an authorized Bosch
service dealer to be reset.
If the pump must be removed from the engine, the engine must first be
locked at TDC via the locking pin. The injection pump can then be pinned
and locked in this position so it may be removed. Emissions regulations
demand precise injection pump timing and the pump/engine pinning method
ensures timing accuracy. The injection pump is bolted solidly to the front
cover and has no external provision for altering the fuel injection timing.

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 Fuel Injection Equipment

Delphi pump for

turbocharged
engines

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FUEL INJECTION
Turbocharged engines use the Delphi pump rather than the Bosch EPVE
pump. The Delphi pump is a fully mechanical pump that performs essentially
the same functions as the Bosch pump. The Delphi pump utilizes the same
drive hub arrangement as the Bosch pump so the same precautions must be
followed when installing and removing the pump.

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 Fuel Injection Equipment
Non leak off
Leak off type type

Alignment pin Used ONLY with

Bosch fuel
injection pumps

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FUEL INJECTION
Two types of fuel injectors are utilized across this engine range. Injectors
may not be substituted when they are replaced since they are matched to a
specific type of fuel injection pump. The injector shown on the right in this
illustration does not have any leak off connections and may ONLY be used
with the Bosch fuel injection pumps. The alignment pin on the injector body
ensures the correct alignment of the nozzle spray holes in the combustion
chamber for proper emissions and fuel consumption. The alignment pin will
not allow the injector clamp to be installed unless the injector is properly
positioned in the cylinder head.

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 3054C, C3.3, C4.4
Lab Assignment
z Using the correct service literature
Accurately Find Top Center compression number 1.
Disassemble and Reassemble the engine
Answer questions below

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Quiz
1. Why is it important to set Top Center so accurately before removing the
Fuel Pump?

2. What can be done if the fuel pump has not been locked before removal or
the the timing has otherwise been lost.

3. What should be fitted together with the timing cover?

4. What is the difference in length between the shortest and the longest
connecting rod?

5. What is the torque procedure for tightening down the head bolts?

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