Hand Book 3600

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qxd 2/24/2006 10:35 AM Page i
Guidelines for
Maintenance
and Technical
Service
for 3600/C280
Engines
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Caterpillar
Service Training
October 2005 - 4th Edition
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This Maintenance And Technical Handbook (MATH) Book enables dealers and their customers to
benefit from cost reductions made possible through an established parts reusability and salvage
program. Every effort has been made to provide the most current and relevant information known
to Caterpillar Inc. Since the Company makes on going changes and improvements to its products,
this Guideline must be used with the latest technical information available from Caterpillar to
ensure such changes and improvements are incorporated where applicable. This booklet is a
quick reference guide for service information on the 3600 Diesel Engines. This guide
complements, but not replace the following Caterpillar Service Manuals:
- Standard Bolt Torque

- Specifications
- System Operation Testing & Adjusting
- Dis-assembly and Assembly
- Operation & Maintenance Guide
- Parts Book
Please see these manuals for more details on the service needs of the 3600 Diesel Engine. The
ordering numbers for these manuals are in the reference publication section of this pocket guide.
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3600 Engine Family
Whether your needs are marine, industrial, or electric power generation, the Caterpillar 3600
Engine Family will provide you with proven power to get the job done. The 3600 Engines are the
most powerful and reliable power sources ever produced by Caterpillar. Operating economy and
durability make it the logical choice; worldwide product support makes it the only choice.
The 3618 Marine Propulsion Engine is the newest addition to the 3600 Engine Family . It was
specifically designed to meet the needs of our marine fast ferry customers. For more information
on the new Caterpillar 3600 engine, consult your local Caterpillar Dealership.
This 3600 Series Engine "Maintenance and Technical Service Handbook" (MATH) & Check List
will assist certified technicians, dealers and customers as a quick reference to certain engine
history background, part numbers, torques, procedures, troubleshooting, conversions, and
documenting the condition of engine and components during maintenance intervals and at time of
overhaul. After the overhaul is completed, some pages from this document maybe copied and
placed in the engine history file for future reference or this MATS book can be the engines own
history book and kept close to the engine as a quick reference.
Note: This handbook is intended to be used as an aid to the Technician and NOT as a
replacement for the Service Manuals, Parts Books or other Technical Data
Books.
If you have any questions or comments about this booklet please call the 3600 Engine Training
Consultant (309)494-5920.
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Table of Contents:
Service Support
Service Support Center ................................................................................................................1-2

Locations For Information ............................................................................................................1-2
Introduction ..................................................................................................................................1-4
3600 Engine Family......................................................................................................................1-3
Marine Ratings, Conditions, 3600 Engine Features, Engine Model ............................................1-5
Specifications................................................................................................................................1-7
Propulsion Engine Dimensions, Caterpillar Gen Set Dimensions................................................1-8
Service Removal Distance In-line Engine ....................................................................................1-8
Publications ................................................................................................................................1-11
How to order a “Serial Number Specific Parts Book ..................................................................1-11
How to order a “Technical Manual ..............................................................................................1-11
Reference Publication Form Numbers........................................................................................1-11
Guidelines For Reusable Parts & Salvage Operations Publications..........................................1-13
Customer / Dealership Performance Information ......................................................................1-14
Plate Information ........................................................................................................................1-17
Maintenance
Maintenance Interval Schedule - Distillate Fuel of the 3606, 3608, 3612 & 3616 Engines.
Before performing any operation or maintenance procedures, ensure that the Safety Information ,
warnings, and instructions are read and understood.
To determine the maintenance intervals, use service hours or calendar time, which ever occurs
first.
Before each consecutive interval is performed, all of the maintenance requirements from the
previous interval must be performed.
Note: For information on generator maintenance, see the Operation and Maintenance
Manual for the generator.
When Required
Centrifugal Oil Filter - Inspect ....................................................................................................2-13

Cooling System Coolant Sample (Level 2) - Obtain ..................................................................2-21
Engine Air Cleaner Element - Replace ......................................................................................2-27
Engine Crankcase Breather - Clean ..........................................................................................2-32
Engine Oil - Change ..................................................................................................................2-35
Engine Oil Filter - Change ..........................................................................................................2-38
Fuel Analysis - Obtain ................................................................................................................2-50
Fuel System - Prime ..................................................................................................................2-51
Fuel System Primary Filter/Water Separator Element - Replace ..............................................2-53
Fuel System Secondary Filter - Replace....................................................................................2-54
Metal Particle Detector - Inspect ................................................................................................2-60
Zinc Rods - Inspect/Replace ......................................................................................................2-85
Every Service Hour
Trend Data - Record ..................................................................................................................2-75
Daily
Air Starting Motor Lubricator Oil Level - Check ..........................................................................2-10

Air Tank Moisture and Sediment - Drain ....................................................................................2-11
Cooling System Coolant Level - Check......................................................................................2-19
Driven Equipment - Inspect/Replace/Lubricate ..........................................................................2-26
Engine Air Cleaner Service Indicator - Inspect ..........................................................................2-31
Engine Air Precleaner - Clean ....................................................................................................2-31
Engine Oil Level - Check............................................................................................................2-41
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Fuel System Primary Filter/Water Separator - Drain..................................................................2-52

Fuel Tank Water and Sediment - Drain ......................................................................................2-57
Governor Actuator Oil Level - Check..........................................................................................2-62
Instrument Panel - Inspect ........................................................................................................2-59
Walk-Around Inspection..............................................................................................................2-82
Every 50 Service Hours or Weekly
Every 250 Service Hours or 6 Weeks
Air Shutoff - Test ..........................................................................................................................2-7

Air Starting Motor Lines Screen - Clean ......................................................................................2-8
Cooling System Supplemental Coolant Additive (SCA) - Test/Add ............................................2-21
Engine Oil Sample - Obtain........................................................................................................2-42
Governor Actuator Linkage - Check ..........................................................................................2-58
Oil Mist Detector - Check ..........................................................................................................2-60
Every 250 Service Hours or Monthly
Every 500 Service Hours or 3 Months
Engine Mounts - Inspect ............................................................................................................2-33

Engine Protective Devices - Check ............................................................................................2-45
Oil Mist Detector - Clean/Replace ..............................................................................................2-61
Initial 1000 Service Hours or 6 Months
Engine Timing, Synchronization, and Valve Lash - Inspect/Adjust ............................................2-43

Engine Valve Rotators - Inspect ................................................................................................2-48
Barring Device - Lubricate ..........................................................................................................2-12

Engine Mounts - Check ..............................................................................................................2-35
Exhaust Piping - Inspect ............................................................................................................2-49
Magnetic Pickups - Clean/Inspect ..............................................................................................2-59
Prelube Pump - Lubricate ..........................................................................................................2-74
Every 2000 Service Hours or 1 Year
Aftercooler Condensation - Drain ................................................................................................2-5

Aftercooler Core - Clean/Test ......................................................................................................2-6

Air Starting Motor Lubricator Bowl - Clean ..................................................................................2-9
Starting Motor - Inspect ..............................................................................................................2-74
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Engine Protection Devices - Calibrate........................................................................................2-45
Every 8000 Service Hours or 3 Years
Camshaft Roller Followers - Inspect ..........................................................................................2-13

Cooling System Coolant (DEAC) - Change ..............................................................................2-14
Cooling System Coolant Extender (ELC) - Add ........................................................................2-17
Crankshaft Vibration Damper - Inspect ......................................................................................2-24
Driven Equipment - Check ........................................................................................................2-25
Engine Oil Temperature Regulator - Replace ............................................................................2-44
Exhaust Shields - Inspect ..........................................................................................................2-49
Governor Actuator Oil - Replace ................................................................................................2-58
Turbocharger - Inspect ..............................................................................................................2-81
Water Pump - Inspect ................................................................................................................2-84
Water Temperature Regulator - Replace....................................................................................2-84
Between 16 000 and 24 000 Service Hours
Overhaul (Top End) ..................................................................................................................2-61

Overhaul Considerations ............................................................................................................2-68
Every 16 000 Service Hours or 6 Years
Cooling System Coolant (ELC) - Change ..................................................................................2-17
Overhaul (Major) ........................................................................................................................2-64

Maintenance Interval Schedule for the 3618 Engine
Before performing any operation or maintenance procedures, ensure that the Safety Information ,
warnings, and instructions are read and understood.
When Required
Centrifugal Oil Filter - Clean .................................................................................................... 2-94

Engine Air Cleaner Element - Replace ....................................................................................2-107
Engine Crankcase Breather - Clean ........................................................................................2-108
Engine Oil and Filter - Change ................................................................................................2-113
Fuel Analysis - Obtain ..............................................................................................................2-121
Fuel System - Prime ................................................................................................................2-122
Fuel System Primary Filter/Water Separator Element - Replace ............................................2-123
Fuel System Secondary Filter - Replace..................................................................................2-123
Metal Particle Detector - Inspect ..............................................................................................2-123
Oil Mist Detector - Maintain ......................................................................................................2-127
Daily
Air Starting Motor Lubricator Oil Level - Check........................................................................ 2-89

Air Tank Moisture and Sediment - Drain .................................................................................. 2-91
Annunciator Panel - Inspect .................................................................................................... 2-92
Cooling System Coolant Level - Check....................................................................................2-100
Driven Equipment - Inspect/Replace/Lubricate ........................................................................2-106
Engine Oil Level - Check ..........................................................................................................2-111
Fuel System Primary Filter/Water Separator - Drain................................................................2-122
Fuel Tank Water and Sediment - Drain ....................................................................................2-126
Trend Data - Record ................................................................................................................2-141
Walk-Around Inspection............................................................................................................2-147
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Air Starting Motor Lines Screen - Clean .................................................................................. 2-87

Cooling System Coolant Sample (Level 1) - Obtain ................................................................2-101
Cooling System Supplemental Coolant Additive (SCA) - Test/Add ..........................................2-103
Engine Oil Sample - Obtain ......................................................................................................2-111

Engine Mounts - Inspect ..........................................................................................................2-110
Governor Actuator Linkage - Check ........................................................................................2-127
Engine Timing, Synchronization, and Valve Lash - Inspect/Adjust ..........................................2-118

Engine Valve Rotators - Inspect ..............................................................................................2-120

Engine Mounts - Check ............................................................................................................2-108

Engine Protective Devices - Check ..........................................................................................2-117
Aftercooler Core - Clean/Test ....................................................................................................2-86

Air Starting Motor Lubricator Bowl - Clean ................................................................................2-88
Crankshaft Vibration Damper - Inspect ....................................................................................2-105
Driven Equipment - Check ......................................................................................................2-106
Exhaust Shields - Inspect ........................................................................................................2-120
Starting Motor - Inspect ............................................................................................................2-141
Turbocharger - Inspect ............................................................................................................2-147
Water Pump - Inspect ..............................................................................................................2-149
Cooling System Coolant - Change ............................................................................................2-95
Between 12 605 000 and 14 763 000 L (3 330 000 and 3 900 000 US gal) of Fuel or between
10 000 and 12 000 Service Hours

Engine Oil Temperature Regulator - Replace ..........................................................................2-113
Overhaul (Top End) ..................................................................................................................2-133
Overhaul Considerations ..........................................................................................................2-135
Water Temperature Regulator - Replace..................................................................................2-149
Between 25 211 000 and 29 526 000 L (6 660 000 and 7 800 000 US gal) of Fuel or Between
Overhaul (Major) ......................................................................................................................2-129

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Cylinder Overhaul Procedure
Single Cylinder Overhaul
Procedure ....................................................................................................................................3-3
Cylinder Head Removal Initial Steps ............................................................................................3-4
Cylinder Head Removal (3600) ....................................................................................................3-5
Cylinder Head Disassembly ........................................................................................................3-9
Cylinder Head Assembly ............................................................................................................3-11
Rod and Piston Removal (3600) ................................................................................................3-12
Rod and Piston Disassembly ....................................................................................................3-14
Cylinder Liner Removal ..............................................................................................................3-15
Camshaft Segment and Journal Removal (3600) ......................................................................3-16
Camshaft Bearing Removal........................................................................................................3-17
Camshaft Bearing Installation ....................................................................................................3-17
Camshaft Segment and Journal Installation ..............................................................................3-18
Cylinder Liner Installation ..........................................................................................................3-20
Piston / Connection Rod Assembly ............................................................................................3-21
Piston & Connection Assembly Installation (3600) ....................................................................3-22
Cylinder Head Installation (3600) ..............................................................................................3-27
Post Installation Of Cylinder Head ............................................................................................3-32
Crankshaft Position for Fuel Injector Timing & Valve Lash Adjustments....................................3-33
Crankshaft Main Bearing Removal & Installation (3600) ..........................................................3-35
Common Parts
Common Seals, Gaskets & O-Rings ............................................................................................4-2

3600 Combustion Seal Gasket ....................................................................................................4-5
Remanufactured Part Number......................................................................................................4-7
Spare Parts List for 3606 & 3608 Marine ....................................................................................4-9
Torques and Specs
Torques for Standard Fasteners ..................................................................................................5-2

Torques & Specifications ............................................................................................................5-3
Guidelines for Reuse of Studs & Bolts ........................................................................................5-7
Wear Limits for Liners ..................................................................................................................5-7
Wear Limits for Pistons and Rings ..............................................................................................5-8
Piston & Piston Ring Specifications..............................................................................................5-8
Crankshaft Deflection for 3600 Engines ......................................................................................5-9
Crankshaft End Play ....................................................................................................................5-9
ABB Turbocharger Wear Limits ....................................................................................................5-9
Alignment Tolerances (Two Bearing Generator Set) ..................................................................5-10
Adjustments
Valve Lash Check ........................................................................................................................6-2

Bridge Adjustment ........................................................................................................................6-5
Fuel Injector Synchronization ......................................................................................................6-6
Adjusting The Governor Linkage On The 3161 Governor............................................................6-7
Adjusting The Governor Actuator Linkage on the EGB................................................................6-9
Fuel Setting Check ....................................................................................................................6-11
Fuel Setting Adjustment..............................................................................................................6-12
Timing Adjustments for Fuel System ..........................................................................................6-12
Fuel Timing ................................................................................................................................6-13
Camshaft Journal & Segment Installation ..................................................................................6-17
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Performance & 900 Numbers
Performance Log Sheets..............................................................................................................7-2

Sea Trial: Location Points ............................................................................................................7-5
900 Number Test Locations for 3600 Inline Separate Circuit ......................................................7-7
900 Number Test Locations for 3600 Inline Combined Circuit ....................................................7-9
900 Number Test Locations for 3600 Inline Separate Circuit ....................................................7-11
Conversion Factors
3600 Performance Analysis (Rules of THumb) Alarms & Shutdowns..........................................8-3

Air Intake System ........................................................................................................................8-3
Exhaust System............................................................................................................................8-4
Lubrication System ......................................................................................................................8-5
Fuel System..................................................................................................................................8-6
Cooling System ............................................................................................................................8-7
Misc. System ................................................................................................................................8-8
Test Locations ..............................................................................................................................8-9
Quick Reference Troubleshooting ..............................................................................................8-10
Problem 1 - The Engine Crankshaft WIll Not Turn When The Start Switch is On ....................8-12
Problem 2, 3 - The Engine Will Not Start. ..................................................................................8-13
Problem 4 - The Engine Overspeeds On Start-up ....................................................................8-13
Problem 5 - The Engine Speed Does Not Have Stability ..........................................................8-14
Problem 6 - The Engine’s High Idle Speed is Too Low ..............................................................8-15
Problem 7 - The Engine’s High Idle Declines After Start-Up ....................................................8-15
Problem 8 - The Engine Cannot Be Shutdown Through The Governor ....................................8-16
Problem 9 - The Engine Is Misfiring Or The Engine Is Running Rough ....................................8-16
Problem 10 - The Engine Stalls At Low RPM ............................................................................8-17
Problem 11 - The Engine Does Not Have Enough Power ........................................................8-18
Problem 12 - The Engine Has Too Much Vibration ....................................................................8-19
Problem 13 - Loud Combustion Noise ......................................................................................8-20
Problem 14 - The Engine Has A Valve Train Noise (Clicking) ..................................................8-20
Problem 15 - The Engine Has A Loud Valve Train Noise ..........................................................8-21
Problem 16 - Oil Is In The Cooling ............................................................................................8-21
Problem 17 - Mechanical Noise (Knock) Is In The Engine ........................................................8-22
Problem 18 - Fuel Consumption Is Too High ............................................................................8-22
Problem 19 - Too Much Valve Lash Is Present ..........................................................................8-23
Problem 20 - The Valve Rotocoil Is Free Or Spring Lock Is Free ..............................................8-23
Problem 21 - Oil is At The Exhaust ............................................................................................8-24
Problem 22 - Little Valve Lash Or No Valve Lash Is Present ....................................................8-24
Problem 23 - The Engine Has Early Wear ................................................................................8-25
Problem 24 - Coolant Is In The Lubrication Oil ..........................................................................8-25
Problem 25 - Too Much Black Smoke Or Gray Smoke Is Present ............................................8-26
Problem 26 - Too Much White Smoke Or Blue Smoke Is Present ............................................8-27
Problem 27 - The Engine Has Low Oil Pressure ......................................................................8-27
Problem 28 - The Engine Has High Oil Pressure ......................................................................8-28
Problem 29 - The Engine Uses Too Much Lubrication Oil ........................................................8-28
Problem 30 - The Prelub Pump Is Inoperative Or Slow ............................................................8-30
Problem 31 - The Engine Coolant Is Too Hot ............................................................................8-30
Problem 32 - The Exhaust Temperature Is Too High ................................................................8-31
Problem 33 - The Engine Oil Temperature Is Too High ............................................................8-32
Problem 34 - The Air Inlet Temperature Is Too High ..................................................................8-33
Problem 35 - The Air Starting Motor Does Not Turn ..................................................................8-33
Problem 36 - The Air Starting Motor Turns Slowly Or Air Starting Motor Has Loss of Power....8-34
Problem 37 - The AIr Starting Motor’s Pinion Does Not Engage With The Flywheel ................8-35
Problem 38 - The Air Starting Motor Runs And The Pinion Engages ........................................8-35
Problem 39 - The Air Starting Motor’s Pinion DOes Not Engage Correctly With The Flywheel 8-36
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Problem 40 - The Air Starting Motor’s Pinion Does Not Disengage From The Flywheel ..........8-36
Problem 41 - The Electric Starter Motor Does Not Turn ............................................................8-37
Problem 42 - The Engine’s Crankcase Pressure Is Too High....................................................8-37
Problem 43 - Turbocharger Surge..............................................................................................8-38
Problem 44 - Low Boost Pressure ............................................................................................8-39
Problem 45 - Low Efficiency ......................................................................................................8-41
Changing A Standard Rotation Engine To A Reverse Rotation Engine......................................8-42
Conversion Factors
Conversion Factors Handy Multipliers for Engineers ..................................................................9-2

Conversions ................................................................................................................................9-11
Unit of Measure, Linear Measurements ....................................................................................9-12
Liquid Measure..................................................................................................................9-13
Volume Conversion ..........................................................................................................9-15
Volume and Capacity Conversion ..............................................................................................9-16
Weight Conversion ....................................................................................................................9-16
Power Conversion ......................................................................................................................9-16
Energy Conversion ....................................................................................................................9-17
Length Conversion ....................................................................................................................9-17
Pressure & Head Conversion ....................................................................................................9-17
Area Conversion ........................................................................................................................9-18
Approximate Conversion ............................................................................................................9-19
Making Metric Parts....................................................................................................................9-20
bar to psi ....................................................................................................................................9-21
Temperature Conversion ............................................................................................................9-22
Celcius (Centigrade) Fahrenheit Conversion Table....................................................................9-23
Temperature Conversions, Physics Formulas ............................................................................9-24
Formula for Calculating Horsepower ..........................................................................................9-26
Calculations - English Fuel Rate ................................................................................................9-27
Heat Rate ..................................................................................................................................9-28
Atlantic Distance Table ..............................................................................................................9-29
Pacific Distance Table ................................................................................................................9-30
Geographic Range Table............................................................................................................9-31
Engine System - Distillate Fuel Oil
Engine Fuel System Description ................................................................................................10-2

Engine Fuel Flow Rates ............................................................................................................10-3
Bulk Storage And Delivery Systems ..........................................................................................10-3
Day Tank (Distillate Fuel Service Tank)......................................................................................10-4
Emergency Pump ......................................................................................................................10-4
Setting Tank ................................................................................................................................10-5
Fuel Cleanliness ........................................................................................................................10-5
Water Separation........................................................................................................................10-5
Centerfuges ................................................................................................................................10-6
Suction Strainer ................................................................................................................10-7
Centrifuge Supply Pump ..................................................................................................10-7
Fuel Heater........................................................................................................................10-7
Customer Connections ..............................................................................................................10-7
Flex Connections ........................................................................................................................10-7
Fuel Lines ..................................................................................................................................10-7
Pressure and Flow Monitoring ..........................................................................................10-7
Fuel Recommendations..............................................................................................................10-8
Cetane Number ..........................................................................................................................10-8
Filtering ......................................................................................................................................10-8
Pour Point ..................................................................................................................................10-8
Cloud Point ................................................................................................................................10-8
Sulfur ..........................................................................................................................................10-8
Viscosity......................................................................................................................................10-8
Additives ....................................................................................................................................10-9
Fuel Sulfur Content ....................................................................................................................10-9
Specific Gravity ........................................................................................................................10-10
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Fuel Temperature......................................................................................................................10-10
Fuel Coolers ............................................................................................................................10-10
Day Tank Sizing As A Heat Sink ..............................................................................................10-10
Specific Gravity and Density ....................................................................................................10-10
Day Tank Calculations ..............................................................................................................10-11
Day Tank Thermal Capacity Calculation ..................................................................................10-11
Fuel Heaters ............................................................................................................................10-12
Useful Fuel Formulas and Data................................................................................................10-12
Burning Used Crankcase Oil ....................................................................................................10-13
Centrifuge No.1, No. 2..............................................................................................................10-13
Metering Pump ........................................................................................................................10-13
Static Mixer ..............................................................................................................................10-13
Reference Material ..................................................................................................................10-13
3606 and 3608 Engine Fuel Flow Schematic ..........................................................................10-14
3612 and 3616 Engines Fuel Flow Schematic ........................................................................10-14
Fuel System Schematic............................................................................................................10-15
Distillate Fuel Supply System ..................................................................................................10-15
Distillate Fuel Centrifuge System ............................................................................................10-16
Centrifuge Module Schematic ..................................................................................................10-16
Fuel System - Distillate
Bulk Storage................................................................................................................................11-2
Auxiliary Tank (Day Tank) ..........................................................................................................11-3
Fuel Cleanliness ........................................................................................................................11-3
Traps ..........................................................................................................................................11-4
Water Separation ........................................................................................................................11-4
Customer Connections ..............................................................................................................11-4
Fuel Lines ..................................................................................................................................11-4
Pressure Monitoring....................................................................................................................11-5
Fuel Recommendations ..............................................................................................................11-5
Cetane Number ..........................................................................................................................11-5
Filtering ......................................................................................................................................11-5
Pour Point ..................................................................................................................................11-5
Cloud Point ................................................................................................................................11-5
Sulfur ..........................................................................................................................................11-5
Viscosity ......................................................................................................................................11-6
Additives ....................................................................................................................................11-6
Fuel Sulfur Content ....................................................................................................................11-6
Engine Fuel System Description ................................................................................................11-7
Pressure Regulator ....................................................................................................................11-8
Unit Injector ................................................................................................................................11-8
Fuel Temperature........................................................................................................................11-8
Day Tank Sizing as Heat Sink ....................................................................................................11-8
Day Tank Calculations ................................................................................................................11-9
Day Tank Thermal Capacity Calculation ....................................................................................11-9
Calculate Fuel Mass..................................................................................................................11-11
Calculate Fuel Oil Mix Temperature..........................................................................................11-11
Calculate Height of Fuel Contained in Day Tank......................................................................11-12
Calculate Heat Transferred Between Fuel in Day Tank and Atmosphere ................................11-13
Calculate Maximum Power Capability ....................................................................................11-15
Conclusion ................................................................................................................................11-16
Heat Rejection / Fuel Flow Data Sheet ....................................................................................11-16
Burning Used Crankcase Oil ....................................................................................................11-17
Continuous Blending ................................................................................................................11-17
Emergency Pump ....................................................................................................................11-17
Diesel Engine Systems - Lubricating Oil

Engine System Description ........................................................................................................12-2
Oil Pumps ..................................................................................................................................12-2
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Emergency Pumps ............................................................................................................12-3

Prelubrication..............................................................................................................................12-3
Customer Supplied Prelub Pumps ............................................................................................12-4
Intermittent/Continuous ..............................................................................................................12-4
Tilt Capability (Marine)................................................................................................................12-5
Wet Sump ..................................................................................................................................12-5
External Sumps ..........................................................................................................................12-5
Under The Engine ............................................................................................................12-5
Remote Sump With Scavenge Pump................................................................................12-6
Piping ................................................................................................................................12-6
Lube Oil Centrifuge ....................................................................................................................12-6
Pre-Heater ........................................................................................................................12-7
Sample Points ..................................................................................................................12-7
Lube Oil Storage and Transfer System ............................................................................12-7
Clean Oil............................................................................................................................12-7
Dirty Oil..............................................................................................................................12-8
Renovated Oil....................................................................................................................12-8
Transfer Pumps ................................................................................................................12-8
Storage Tanks....................................................................................................................12-8
Oil Guidelines ............................................................................................................................12-8
Caterpillar Micro-Oxidation Test ........................................................................................12-8
Oil Requirements ..............................................................................................................12-9
Commercial Oils ..............................................................................................................12-10
Lubricant Viscosity ..........................................................................................................12-10
Lubricant Total Base Number (TBN)................................................................................12-11
Lube Oil Experience List for 3600 ..................................................................................12-12
Oil Change Interval..........................................................................................................12-13
S•O•S Analysis ................................................................................................................12-13
Wear Analysis..................................................................................................................12-13
Oil Condition Analysis......................................................................................................12-13
TBN (Total Base Number) ..............................................................................................12-13
Viscosity ..........................................................................................................................12-13
Initial Oil Change Interval ................................................................................................12-13
Oil Change Intervals Without Oil Analysis Results..........................................................12-13
Increasing Oil Change Intervals ......................................................................................12-13
Estimating Oil Consumption ....................................................................................................12-14
Oil Consumption As An Overhaul Guide ..................................................................................12-15

Oil Pumps ..................................................................................................................................13-2
Emergency Pumps ....................................................................................................................13-3
Prelubrication..............................................................................................................................13-3
External Sumps ..........................................................................................................................13-5
Under The Engine ......................................................................................................................13-5
Remote Sump With Scavenge Pump ........................................................................................13-6
Piping..........................................................................................................................................13-6
Suction Strainer ..........................................................................................................................13-6
Centrifuge Supply Pump ............................................................................................................13-6
Pre-Heater ..................................................................................................................................13-6
Sample Points ............................................................................................................................13-7
Lube Oil Storage and Transfer System ......................................................................................13-7
Clean Oil ....................................................................................................................................13-7
Dirty Oil ......................................................................................................................................13-7
Renovated Oil ............................................................................................................................13-7
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Transfer Pumps ..........................................................................................................................13-7

Storage Tanks ............................................................................................................................13-7
Oil Guidelines ............................................................................................................................13-8
Caterpillar Micro-Oxidation Test ................................................................................................13-9
Oil Requirements ........................................................................................................................13-9
Commercial Oils ......................................................................................................................13-10
Lubricant Viscosity....................................................................................................................13-10
Lubricant Total Base Number (TBN) ........................................................................................13-10
Lube Oil Experience List for 3600 ............................................................................................13-11
Oil Change Interval ..................................................................................................................13-12
S•O•S Analysis ........................................................................................................................13-12
Wear Analysis ..........................................................................................................................13-12
Causes & Effects of Contamination & Degradation..................................................................13-12
Viscosity....................................................................................................................................13-13
Oil Change Intervals Without Oil Analysis Results ..................................................................13-16
Total Base Number for Distillate Fuel Engines ........................................................................13-16
Increasing Oil Change Intervals ..............................................................................................13-16
Cooling Systems
Specifications..............................................................................................................................14-2
Water ..........................................................................................................................................14-2
Water Testing ....................................................................................................................14-2
Antifreeze Content ............................................................................................................14-2
Conventional Antifreeze ....................................................................................................14-2
Extended Life Coolant ......................................................................................................14-3
Extended Life Coolant (ELC) Cooling System Maintenance......................................................14-4
Caterpillar ELC Extender ..................................................................................................14-4
Adding Caterpillar ELC Extender ......................................................................................14-4
Formula For Adding Extender to ELC ..............................................................................14-4
Diesel Antifreeze/Coolant (DEAC) ....................................................................................14-4
Supplemental Coolant Additive (SCA) ..............................................................................14-5
Supplemental Coolant Additive (SCA) to Conventional Coolant at Initial Fill ..................14-5
Supplemental Coolant Additive (SCA) to Conventional Coolant for Maintenance............14-6
Water/Supplement Coolant Additive..................................................................................14-6
Adding the SCA to Water at the Initial Fill ........................................................................14-7
Adding the SCA to Water for Maintenance ......................................................................14-7
Procedure for Testing Coolant Conditioner Levels............................................................14-7
S·O·S Coolant Analysis ..............................................................................................................14-9
Diesel Engine Systems - Fresh Water Cooling
Operating Parameters ................................................................................................................15-2

Basic System Configurations......................................................................................................15-2
Combined Circuit ........................................................................................................................15-2
Separate Circuit ..........................................................................................................................15-2
Engine Coolant Flow Control......................................................................................................15-2
Temperature Regulation ............................................................................................................15-3
Water Pumps ..............................................................................................................................15-3
Standby Pumps ..........................................................................................................................15-3
Flow Requirements ....................................................................................................................15-5
Heat Rejection ............................................................................................................................15-5
Aftercooler Correction Factors....................................................................................................15-5
Heat Rejection Tolerances..........................................................................................................15-6
Heat Exchanger ..........................................................................................................................15-6
Heat Exchanger ..........................................................................................................................15-7
Heat Exchanger Sizing ..............................................................................................................15-7
Expansion Tanks ........................................................................................................................15-8
Expansion Tank Volume ............................................................................................................15-9
System Pressures ....................................................................................................................15-11
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Water Pump ..............................................................................................................................15-11

Maximum Operating Pressures ................................................................................................15-11
External Circuit Resistance ......................................................................................................15-11
3606 and 3608 Combined Circuit ............................................................................................15-13
Keel Coolers ............................................................................................................................15-13
Fabricated Cooler Performance and Sizing ............................................................................15-13
Application ................................................................................................................................15-14
Baseline Performance Conditions ............................................................................................15-15
Correction Factors ....................................................................................................................15-16
Worksheet ................................................................................................................................15-17
Design/Installation Considerations ..........................................................................................15-17
Bypass Filters ..........................................................................................................................15-17
Strainers....................................................................................................................................15-17
Packaged Keel Coolers ............................................................................................................15-17
Keel Cooler Location ................................................................................................................15-17
Keel Cooler Sizing Worksheet..................................................................................................15-18
Keel Cooler Circuit Pump ........................................................................................................15-19
Keel Cooler Venting..................................................................................................................15-19
Marine Gear Heat Rejection ....................................................................................................15-19
Piping........................................................................................................................................15-19
Cleanliness ..............................................................................................................................15-19
Venting......................................................................................................................................15-19
Line Sizing ................................................................................................................................15-20
Connections..............................................................................................................................15-20
Jacket Water Heating System ..................................................................................................15-20
Water Treatment ......................................................................................................................15-21
System Monitoring ....................................................................................................................15-22
Serviceability ............................................................................................................................15-22
System Design ........................................................................................................................15-22
Design Forms ..........................................................................................................................15-22
Heat Recovery ..........................................................................................................................15-23
Heat Balance Example ............................................................................................................15-24
Cooling System
Basic Operating Parameters ......................................................................................................16-2

Coolant Flow Control ..................................................................................................................16-3
Coolant Temperature Control ....................................................................................................16-3
Water Pumps ..............................................................................................................................16-4
Expansion Tanks ........................................................................................................................16-4
Types of Cooling ........................................................................................................................16-5
Radiator Cooling ........................................................................................................................16-5
Heat Exchanger Cooling ............................................................................................................16-7
Central Cooling Systems ............................................................................................................16-7
System Pressures ......................................................................................................................16-7
Venting........................................................................................................................................16-9
Line Sizing ..................................................................................................................................16-9
Connections................................................................................................................................16-9
Heaters ......................................................................................................................................16-9
Cleanliness ................................................................................................................................16-9
Serviceability ............................................................................................................................16-10
Water Quality, Rust Inhibitors, and Antifreeze ..........................................................................16-10
Radiator Sizing..........................................................................................................................16-11
Heat Exchanger Sizing ............................................................................................................16-11
Fouling Resistance for Water ..................................................................................................16-12
Heat Rejection and Related Parameters..................................................................................16-12
Aftercooler Correction Factors..................................................................................................16-12
Heat Rejection Tolerances........................................................................................................16-12
Heat Exchangers ......................................................................................................................16-13
Radiators ..................................................................................................................................16-13
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Line Velocities ..........................................................................................................................16-16
Temperature Regulation ..........................................................................................................16-16
Expansion Tank Volume ..........................................................................................................16-17
Water Treatment ......................................................................................................................16-18
Emergency Pumps ..................................................................................................................16-18
Engine Systems - Air Intake
Engine Room Intake Air..............................................................................................................17-2

Combustion Air ..........................................................................................................................17-2
Filtered Air To Engine Room ......................................................................................................17-3
Outside Air To Engine Air Filters ................................................................................................17-4
Air Cleaners Outside The Engine Room ....................................................................................17-4
Air Cleaners In The Engine Room..............................................................................................17-4
Cleanliness ................................................................................................................................17-4
Inlet Restriction ..........................................................................................................................17-4
Mass/Volume Flow Conversions ................................................................................................17-4
Caterpillar Air Cleaners ..............................................................................................................17-5
Precleaners ................................................................................................................................17-6
Air Cleaner Dimensions..............................................................................................................17-6
Air Cleaner Restriction................................................................................................................17-6
Air Intake Silencer ......................................................................................................................17-7
Air Inlet Adapters ........................................................................................................................17-7
Air Inlet Shut Off ........................................................................................................................17-9
Turbocharger Speed Sensor ......................................................................................................17-9
Turbocharger Loading ................................................................................................................17-9
Turbocharger Air Inlet Design ....................................................................................................17-9
Ventilating Air Calculation Guide ................................................................................................17-9
Design Conditions ....................................................................................................................17-10
Engine Room Air Flow Calculations ................................................................................17-10
Combustion Air Flow Requirements ................................................................................17-10
Air Flow Requirements For Removal Of Radiated Heat ..........................................................17-12
Heat Radiated From Propulsion Engine..........................................................................17-12
Heat Radiated From Generator Set Engines ..................................................................17-12
Heat Rejected From Boilers ....................................................................................................17-12
Heat Rejected From Steam And Condensate Pipes ................................................................17-13
Heat Rejected From Electrical Equipment ..............................................................................17-14
Heat Rejected From Exhaust Pipes ........................................................................................17-14
Heat Rejected From Hot Tanks ................................................................................................17-14
Heat Rejected From Other Machinery......................................................................................17-15
Total Air Flow For Removal of Machinery Rejected Heat ........................................................17-15
Air Intake Systems
General ......................................................................................................................................18-2
Outside Ducting ................................................................................................................18-2
Air Cleaners ......................................................................................................................18-2
Engine Air Flow (General) ..........................................................................................................18-2
Turbocharger Air Plenum ..................................................................................................18-2
Aftercooler ........................................................................................................................18-2
Air Cleaner Piping ............................................................................................................18-2
Air Inlet Shut Off ................................................................................................................18-2
Inlet Air Flow ..............................................................................................................................18-2
Ducting ..............................................................................................................................18-3
Flex Connections ..............................................................................................................18-3
Turbocharger Loading ......................................................................................................18-3
Turbocharger Air Inlet Design............................................................................................18-5
Cleanliness ........................................................................................................................18-6
Maximum Loads For Turbocharger Intake ................................................................................18-7
Turbo Vertical Inlet Design Options ............................................................................................18-8
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Inlet Pipe Design Joining Two Turbochargers ............................................................................18-9

Turbocharger Inlet Design Option For Axial Compressor Inlet ................................................18-10
Air Cleaner Dust Calculation ....................................................................................................18-10
Inlet Air Duct Insulation ..................................................................................................18-12
Air Cleaner Icing..............................................................................................................18-13
Extreme Cold ..................................................................................................................18-13
Diesel Engine Exhaust Systems
Manifolds ....................................................................................................................................19-2
Exhaust Back pressure Limits ....................................................................................................19-2
Exhaust Back pressure Calculations ..........................................................................................19-5
Exhaust Flow ..............................................................................................................................19-5
Mass/Volume Conversions ........................................................................................................19-5
Exhaust Connections..................................................................................................................19-5
Turbocharger ..............................................................................................................................19-5
Flexible Connections ..................................................................................................................19-7
Exhaust Piping............................................................................................................................19-9
Cleanliness ................................................................................................................................19-9
Silencer ......................................................................................................................................19-9
Silencer Data ............................................................................................................................19-10
Exhaust Noise ..........................................................................................................................19-13
Exhaust Gas Economizer ........................................................................................................19-13
Exhaust Slobber ......................................................................................................................19-13
Emissions ................................................................................................................................19-13
Nitrogen Oxide..........................................................................................................................19-13
Hydrocarbons ..........................................................................................................................19-14
Particulates ..............................................................................................................................19-14
Carbon Monoxide ....................................................................................................................19-14
Carbon Dioxide ........................................................................................................................19-14
Sulfur Dioxide ..........................................................................................................................19-15
3600 Emissions Data................................................................................................................19-15
Effect of Ambient Conditions ....................................................................................................19-15
Control Methods ......................................................................................................................19-15
Measurement Units and Conversions ......................................................................................19-16
Exhaust Systems
Manifolds ....................................................................................................................................20-3
Exhaust Back Pressure ..............................................................................................................20-3
Piping..........................................................................................................................................20-4
Maximum Loads for Turbocharger Exhaust ..............................................................................20-6
Exhaust Connections..................................................................................................................20-7
Exhaust Slobber ................................................................................................................20-7
Cleanliness ........................................................................................................................20-8
Silencer Selection and Installation..............................................................................................20-8
Engine Systems - Crankcase Ventilation

Crankcase Ventilation ................................................................................................................21-2
Ventilation Systems
Engine Room ..............................................................................................................................22-2

Commissioning Guide
Design Review............................................................................................................................23-2
General ......................................................................................................................................23-2
Explanation of Design Review Report........................................................................................23-2
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Unsatisfactory System Design Review or Installation Audit ......................................................23-2
Explanation of the Installation Audit Report..............................................................................23-12

Air Intake System ............................................................................................................23-12
Cooling System ..............................................................................................................23-12
Starting System ..............................................................................................................23-17
Exhaust System ..............................................................................................................23-19
Fuel System ....................................................................................................................23-20
Governors/Actuators........................................................................................................23-21
Lubrication System..........................................................................................................23-21
Mounting and Alignment..................................................................................................23-22
Driven Equipment............................................................................................................23-22
Safety System ................................................................................................................23-23
Monitoring System ..........................................................................................................23-23
Ventilation ........................................................................................................................23-24
Serviceability ..................................................................................................................23-24
Equipment Safety ............................................................................................................23-25
Propulsion System Control..............................................................................................23-25
Operation and Maintenance ............................................................................................23-26
Crankcase Ventilation System ........................................................................................23-26
Main Propulsion Installation Audit Report ................................................................................23-27
Dock Trials ................................................................................................................................23-36
3600 Commissioning Sensor Points ........................................................................................23-37
3600 Commissioning Instruments Sensing ..............................................................................23-38
Location by Function ......................................................................................................23-39
Sea Trials..................................................................................................................................23-41
Engine Performance Data ........................................................................................................23-42
Performance Analysis Report ..................................................................................................23-44
Sea Trials Conditions................................................................................................................23-45
Commissioning Guide
Design Review............................................................................................................................24-3
Introduction........................................................................................................................24-3
Explanation of Design Review Report ..............................................................................24-3
Design Review Report ......................................................................................................24-3
Design Review Results ..............................................................................................................24-3
3600 Generator Set Design Review Report......................................................................24-4
Explanation of Construction Review Report......................................................................24-4
Design Review Results ....................................................................................................24-6
Construction Review ................................................................................................................24-10
Air Intake System Evaluation....................................................................................................24-17
Combustion Air ................................................................................................................24-17
Remote Mounted Air Cleaners ........................................................................................24-17
Air Inlet Ducting ..............................................................................................................24-18
Filtered Engine Room Air ................................................................................................24-18
Air Cleaner Provided by Others ......................................................................................24-18
Cooling System Evaluation ......................................................................................................24-18
Engine Cooling Circuits ..................................................................................................24-18
System Coolers ..............................................................................................................24-19
Cooling System External Pressure Drop ........................................................................24-19
Expansion Tanks ............................................................................................................24-19
Cooling System Protection ..............................................................................................24-20
Central Cooling Systems ................................................................................................24-20
External System Piping ..................................................................................................24-20
Corrosion Protection........................................................................................................24-21
Heat Recovery ................................................................................................................24-21
Cooling System Performance..........................................................................................24-21
Starting System Evaluation ......................................................................................................24-21
Air Compressor ..............................................................................................................24-21
Air Receiver Tanks ..........................................................................................................24-21
Air Supply Piping ............................................................................................................24-22
Engine Starters and Accessories ....................................................................................24-22
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Alternate Forms of Starting ............................................................................................24-22
Exhaust System Evaluation......................................................................................................24-22

Exhaust System Warnings ..............................................................................................24-22
Exhaust System Piping ..................................................................................................24-23
Distillate Fuel System Evaluation ............................................................................................24-23
Fuel Tanks ......................................................................................................................24-23
Fuel Lines........................................................................................................................24-24
Fuel Filters ......................................................................................................................24-24
Fuel Coolers ....................................................................................................................24-24
Governors and/or Actuators ............................................................................................24-24
Lubrication System Evaluation ................................................................................................24-24
Engine Oil........................................................................................................................24-25
Engine Sump ..................................................................................................................24-25
Engine Prelube................................................................................................................24-25
Oil Pressure and Temperature ........................................................................................24-25
Mounting and Alignment Evaluation ........................................................................................24-25
Vibration Isolators............................................................................................................24-25
Engine Base ....................................................................................................................24-26
Engine to Generator Alignment ......................................................................................24-26
Driven Equipment Evaluation ..................................................................................................24-26
Generator ........................................................................................................................24-26
Safety System Evaluation ..............................................................................................24-27
Engine Contactors ..........................................................................................................24-27
Generator Safety Relays ................................................................................................24-27
External Engine Support Systems ..................................................................................24-27
Emergency Stops ............................................................................................................24-27
Monitoring System ....................................................................................................................24-27
Engine Operating Parameters ........................................................................................24-27
Generator Operating Parameter......................................................................................24-28
Daily Log Sheet ..............................................................................................................24-28
Ventilation Evaluation ..............................................................................................................24-28
Engine Room Ventilation ................................................................................................24-28
Switchgear Room Ventilation ..........................................................................................24-29
Serviceability Evaluation ..........................................................................................................24-29
Engine Component Removal ..........................................................................................24-29
Engine Maintenance........................................................................................................24-29
Reserved Work Area ......................................................................................................24-29
Spare Parts Storage ........................................................................................................24-29
Equipment Safety Evaluation ..................................................................................................24-29
Engine Room ..................................................................................................................24-29
Control Room ..................................................................................................................24-30
Generator Control Evaluation ..................................................................................................24-30
Generator Voltage Control ..............................................................................................24-30
Generator Monitoring ......................................................................................................24-30
Switchgear Evaluation ..............................................................................................................24-31
Switchgear Cabinets ......................................................................................................24-31
Current and Potential Transformers ................................................................................24-31
Circuit Breakers ..............................................................................................................24-31
Electrical Cables..............................................................................................................24-31
Generator Protective Relays ..........................................................................................24-31
Control Voltage ................................................................................................................24-31
Paralleling Operations ....................................................................................................24-31
Operation and Maintenance Evaluation ..................................................................................24-32
Engine Operation and Maintenance................................................................................24-32
Engine Support Equipment ............................................................................................24-32
Mechanical Training ........................................................................................................24-32
Maintenance Contracts ..................................................................................................24-32
Crankcase Ventilation System Evaluation................................................................................24-32
Crankcase Breathers ......................................................................................................24-32
Crankcase Ventilation Piping ..........................................................................................24-32
Startup and Shutdown Procedure ............................................................................................24-33
Analysis of Test Data and Physical Systems ..........................................................................24-35
Engine Performance Data Form ..............................................................................................24-39
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C280 ..........................................................................................................................................25-1
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Service Support
Index Page
Service Support Center ................................................................................................................1-2

Locations For Information ............................................................................................................1-2
Introduction ..................................................................................................................................1-4
3600 Engine Family......................................................................................................................1-3
Marine Ratings, Conditions, 3600 Engine Features, Engine Model ............................................1-5
Specifications................................................................................................................................1-7
Propulsion Engine Dimensions, Caterpillar Gen Set Dimensions................................................1-8
Service Removal Distance In-line Engine ....................................................................................1-8
Publications ................................................................................................................................1-11
How to order a “Serial Number Specific Parts Book ..................................................................1-11
How to order a “Technical Manual ..............................................................................................1-11
Reference Publication Form Numbers........................................................................................1-11
Guidelines For Reusable Parts & Salvage Operations Publications..........................................1-13
Customer / Dealership Performance Information ......................................................................1-14
Plate Information ........................................................................................................................1-17
1-1 10/2005
Service Support Center

A new Service Support Center is available for the products that are assembled at the Large
Engine Center. This new Service Support Center is intended to be the starting point for Customer
Service inquiries about the above engines. This new Service Support Center will primarily be for
North American Dealers. Dealers that are outside of North America should contact the office of the
local Marketing Profit Center with any issues that require additional information. The service
support center will handle questions and issues that are related to the product after the engine
commissioning has occurred. For inquiries that occur before the engine commissioning or during
the engine commissioning, please contact the Application Support Group. The new Service
Support Center is open Monday through Friday during normal working hours. Customer Service
inquiries should be directed to the locations that follow:
Phone: 765-448-2200
Fax: 765-448-2222
E-mail: lecservicesupport@cat.com
internet: https://lecservicesupport.cat.com
Locations For Information About Products That Are Assembled in The

Griffin, Georgia Facility
For information about 3100 - 3500 Generator Sets, call the phone number that follows: Phone:
770-233-5630
For information about Power Modules and Enclosures, call the phone number that follows:
Phone: 770-233-4041
For information about Electronic Modular Control Panels, Uninterruptible Power Supplies and
Automatic Transfer Switches, call the phone number that follows:
Phone: 770-233-5877
1-2 10/2005
Locations For Information About Custom Kato Generators

The Product Service manager for Custom 3500 Generators and Custom 3600 Generators is
available at the locations that follow: Phone: 507-345-2821
E-mail: soost.john@LSUSA.com
The Warranty and Repair Manager for Custom 3500 Generators and Custom 3600 Generators is
available at the locations that follow: Phone: 507-345-2828
E-mail: kowceun.nick@LSUSA.com
Locations For Information About Remanufactured Products

A Hotline for remanufactured products is available at the locations that follow:
Phone: 888-887-3626
E-mail: reman_help@cat.com
Locations For Information About The Application and Installation Of

The Products That Are Assembled At The Large Engine Center
Information about the application and installation of the products that are assembled at the Large
Engine Center is available at the locations that follow:
Phone: 765-448-2400
Fax: 765-448-2300
E-mail: applicationsupport@cat.com
internet: http://applicationsupport.cat.com
internet: https://3600.cat.com
1-3 10/2005
Introduction
This Maintenance And Technical Service (MATS) Book enables dealers and their customers to
benefit from cost reductions made possible through an established parts reusability and salvage
program. Every effort has been made to provide the most current and relevant information known
to Caterpillar Inc. Since the Company makes on going changes and improvements to its products,
this Guideline must be used with the latest technical information available from Caterpillar to
ensure such changes and improvements are incorporated where applicable. This booklet is a
quick reference guide for service information on the 3600 Diesel Engines. This guide
complements, but not replace the following Caterpillar Service Manuals:
• Standard Bolt Torque

• Specifications
• System Operation Testing & Adjusting
• Dis-assembly and Assembly
• Operation & Maintenance Guide
• Parts Book
Please see these manuals for more details on the service needs of the 3600 Diesel Engine. The
ordering numbers for these manuals are in the reference publication section of this pocket guide.
3600 Engine Family

Whether your needs are marine, industrial, or electric power generation, the Caterpillar 3600
Engine Family will provide you with proven power to get the job done. The 3600 Engines are the
most powerful and reliable power sources ever produced by Caterpillar. Operating economy and
durability make it the logical choice; worldwide product support makes it the only choice.
The 3618 Marine Propulsion Engine is the newest addition to the 3600 Engine Family. It was
specifically designed to meet the needs of our marine fast ferry customers. For more information
on the new Caterpillar 3600 engine, consult your local Caterpillar Dealership.
This 3600 Series Engine "Maintenance and Technical Service" (MATS) Handbook & Check List
will assist certified technicians, dealers and customers as a quick reference to certain engine
history background, part numbers, torques, procedures, troubleshooting, conversions, and
documenting the condition of engine and components during maintenance intervals and at time of
overhaul. After the overhaul is completed, some pages from this document maybe copied and
placed in the engine history file for future reference or this MATS book can be the engines own
history book and kept close to the engine as a quick reference.
Note: This handbook is intended to be used as an aid to the Technician and NOT as a
replacement for the Service Manuals, Parts Books or other Technical Data
Books.
Rating Definitions
Generator Set Ratings
Continuous Rating: Typical application is base load generator set, 8000 hrs/year, load factor < =
100%, 10% overload.
Prime Power: Typical application is peak shaving, 6000 hrs/year, load factor < = 60%. Rated load
(100%) usage is 1 hour in 12, 10% overload.
Standby: Typical application is emergency generator set, < 200 hrs/year, 100% during emergency
outage, no overload.
1-4 10/2005
Marine Ratings
Continuous Service Rating (CSR): Typical application is U.S. inland river vessel, continuous
engine operation, fuel stop power equals rated power.
Maximum Continuous Rating (MCR): Typical application is tugboat, 1 hour in 12 at rated power,
fuel stop power equals rated power.
Conditions
The following engine ratings are based on SAE J1995 January 1990 and ISO 3046 standard
conditions of 100 kPa (99 kPa dry barometric pressure) and 25° C air. Performance and fuel
consumption are based on 35 API, 16°C fuel having an LHV of 42 780 kJ/kg used at 29° C with a
density of 838.9 g/L. Tolerances include -0/+5% on specific fuel consumption and ±3% on brake
kilowatt power at the flywheel demonstrated at the Caterpillar production test cell. The maximum
inlet air temperature to the turbocharger is 45° C before derating. Engine ratings are net power
and include deduction for the following parameters: cooling water pumps, lube oil pumps, fuel
pump, typical exhaust restriction, and typical air filter restriction.
3600 Engine Features

The 3600 Engine Family is a modern, highly efficient engine series consisting of in-line six and
eight cylinder engines and vee engines of 12, 16 and 18 cylinders. These are four stroke, non-
reversible engines rated at speeds from 720 to 1000 rpm with the 3618 going to a maximum 1050.
They are turbocharged and aftercooled with a direct injection fuel system that uses unit fuel
injectors.
Engine Model
3606 ---------------------------------------------------------------------------------- In-line 6 cylinder
3608 ---------------------------------------------------------------------------------- In-line 8 cylinder
3612----------------------------------------------------------------------------------- Vee 12 cylinder
3616------ ---------------------------------------------------------------------------- Vee 16 cylinder
3618 ---------------------------------------------------------------------------------- Vee 18 cylinder
1-5 10/2005
Weights of Piece Parts:

kg. lbs.
Engine 3606 15700 34500
3608 20412 45000
3612 25140 55300
3616 30418 67000
Block 3606 4180 9200
3608 5584 12300
3612 6646 14620
3616 8630 18986
Oil Pan 3606 564 1241
3608 735 1617
3612 628 1385
3616 661 1457
Crankshaft 3606 a900 4185
3608 2400 5290
3612 2091 4600
3616 2602 5750
Main Bearing Cap 69 152
Crankshaft Adapters 77 170
Crankshaft Gear 38 83
Damper Narrow 228 639
Wide 402 886
Flywheel 499 1100
Front Housing 258 569
Rear Housing 456 1005
Engine Support 64 141
Camshaft Drive Gear 44 96
Camshaft Journal 6
Camshaft Segment 29 63
Piston 38 82
Piston Pin 20 42
Connecting Rod 61 134
Connecting Rod Cap 16 35
Piston Rod Assembly 102 225
Cylinder Head 235 517
Cylinder Liner 128 282
Oil Pump 104 230
Water Pump 120 265
Oil Coolers 137 302
Aftercooler Housing 236 520
Aftercooler Cover 45 99
Aftercooler Core 104 232
Turbocharger 401 883
1-6 10/2005
Specifications
Bore - mm (in) ------------------------------------------ 280 (11)
Stroke - mm (in) ---------------------------------------- 300 (11.8)
Displacement per cyl. L (in 3 -------------------------- 18.5 (1127)
Rotation (from flywheel end) --------------------------- cw or ccw
Compression Ratio (Distillate/HFO) ----------------- 13.0:1/12.4:1
Aspiration --------------------------------------------------- Turbocharged/Aftercooled
Rated Speed (3606, 3608, 3612, 3616)------------- 720-1000 rpm
Rated Speed (3618)-------------------------------------- 1050
Piston Speed m/s (ft/s) --------------------------------- 7.2 (23.6) -10.0 (32.8)
Engine blocks are made from a heavily ribbed, one piece gray iron alloy casting. Integral air
intake plenums run the full length of the block, providing an even air distribution to the cylinders.
The engine block is designed for four or six point mounting.
Crankshafts are forged with a continuous grain flow, induction hardened, and re-grindable.
Counterweights at each cylinder are welded to the crankshaft and ultrasonically inspected to
assure weld integrity. The crankshaft end flanges are identical, allowing full power to be taken
from either end.
Pistons are two-piece with a forged steel crown and forged aluminum skirt. This piston
construction ensures excellent strength and durability, and minimal weight. Pistons have four
rings - two in hardened grooves in the piston crown, and two in the skirt. The top ring is plasma
coated; this provides extra wear resistance and lowers lube oil resistance and consumption. The
two middle rings are taper faced and chrome plated. The lower oil control ring is double rail and
chrome faced with a spring expander.
Main bearings are made of steel backed aluminum with a nickel bonded lead/tin/copper overlay.
Rillenlager technology, which alternates stripes of aluminum and overlay on the surface, is used.
This provides higher load carrying capability and reduces wear rates when compared to trimetal
aluminum bearings. The bearings have no grooves in the lower bearing shell. This greatly
reduces unit pressure loading when compared to grooved bearings.
Rod and camshaft bearings are made of steel backed aluminum with a copper bonded lead/tin
overlay. Aluminum bearing material provides better characteristics in the areas of heat
conduction, resistance against corrosion, and ability to embed small particles that may otherwise
damage journal surfaces. Bearings have no grooves, greatly reducing unit pressure load on the
bearings.
Cylinder liners are induction hardened. The combination of induction hardened liners, one
chrome/plasma-coated piston top ring, and three chrome-coated piston rings provides the lowest
wear on running surfaces. The 3600 liners are plateau honed for better oil control. Located at the
top of the liner is a sleeve or "cuff" that removes carbon deposits from the top land of the piston.
This sleeve prevents the loss of oil control and reduced cylinder liner life by preventing carbon
deposits from accumulating and polishing the cylinder liner.
Connecting rods are forged, heat treated, and shot peened before machining. The special four-
bolt design and the elimination of bearing grooves allows for an extra large bearing which
reduces bearing load and extends bearing life.
Valves seat on replaceable induction-hardened inserts. Rotators on all valves maintain uniform
temperature and wear pattern across the valve face and seat. The exhaust valves used in heavy
fuel engines are given special attention to extend their life. The exhaust valve temperature is
reduced to approximately 410° C to minimize the possibility of vanadium induced corrosion. A
mnemonic 80A material is used in the exhaust valve. The valve head is coated with ceramics
and water-cooled valve seats are used to maintain the low valve temperatures.
1-7
12/2004
Propulsion Engine Dimensions
Caterpillar Generator Set Dimensions
1-8 10/2005
1-9 10/2005
1 - 10 10/2005
Publications
A set of the following publications should have been sent with engine.
- Service Manual (contains):
• Product Safety
• Service Manual Contents Sheet
• Torque Specifications
• Engine Specifications
• System Operation / Testing & Adjusting
• Disassembly & Assembly
- The Parts Book (serial number specific custom parts book contains all the standard Caterpillar
production parts).
- Technical Manual (contains all the custom iron for that specific engine(s).
- Special Instructions (any related)
How to order a "Serial Number Specific Parts Book.”

- Place a Caterpillar literature order media number: SEBP3600 and specify the serial number of
the engine.
How to order a "Technical Manual.”

- Place a "Miscellaneous Engine Order" with the Caterpillar Subsidiary specifying the price list
sales code (905.5) and the engine serial number.
Reference Publication Form Numbers

SEBU6965 3600 Diesel Operation & Maintenance Manual (Distillate)
SEBU6966 3600 Diesel Operation & Maintenance Manual (Heavy Fuel)
SENR3599 System Operation Testing & Adjusting (inline)
SENR3593 System Operation Testing & Adjusting (vee)
SENR3600 Dis-assembly & Assembly Manual (inline)
SENR3594 Dis-assembly & Assembly Manual (vee)
SENR3598 Specifications Manual (inline)
SENR3592 Specifications Manual (vee)
RENR1338 UG Actuators
SENR3585 2301A Governor
SENR6473 721 Digital Governor
SENR2228 723 Plus Governor
SENR3028 3161 Governor
SENR6444 PGEV & PGE Governors (Locomotive application)
SENR4622 Heinzman Governor (Generator Set)
SENR4661 Heinzman Governor (Marine)
LECQ4021 3600 Family of Heavy Fuel Engines
LECQ4022 3600 Family of Engines
1 - 11 10/2005
Reference Publication Form Numbers (cont.)

LEXQ7766 3600 Engine Family Pocket Guide
YEHS0201 3600 Diesel Service Pocket Guide
LEDQ8363 3600 Diesel Lube Oil Selection
LEHX5458 3600 Family Generator Sets for Heavy Fuel (spec sheet)
LEHX5459 3600 Family Generator Sets (spec sheet) Performance Data
PEHP7076 Understanding the S.O.S Oil Analysis Test
RENR1357 Diesel Plant Operation Handbook
RENR1358 3600 Diesel Service Handbook (3-Volume Set)
SEBD0640 Oil & Your Engine
SEBD0717 Diesel Fuels & Your Engine
SEBD0970 Coolant & Your Engine
SEBD9129 3600 Engine News Special Edition (all Articles from 10/85 to 10/99)
SEBU7003 3600 Fluids Recommendations for Lube Oil, Fuel & Coolants
SELU6965 Maintenance Wall Chart (distillate)
SELU6966 Maintenance Wall Chart (heavy fuel)
SENR4619 3600 Marine Propulsion Emergency Repair Procedures
LEKM9011 3600 Marine Monitoring System
SEBU7134 Marine Monitoring System (MMS) Owners Manual
RENR2458 Electric Schematic for MMS
REHS0257 Installation & Commissioning Special Instructions
LEXM8589 Product News (MMS)
RENR2225 Service Manual for Oil Mist Detector
SEBP3773 Parts Book for 3612
SEBU6103 Schedules for Equipment Maintenance
SELU6121 3600 Maintenance Mgt. Recommendation
SEBR3595 Service Manual 3606-3608
SEBR3590 Service Manual 3612-3616
SEHS9031 Special Instructions Storage
NENG7002 3600 Tool Guide
LEBV0546 Maintenance and Technical Handbook (MATH)
LEKQ4028 Oil Consumption Data
SEHS9929 Turbo Wash Procedure
LEKQ6070 Blending Crankcase Oil with Fuel
RENR5851 Service Manual for 150-7700 Tachometer
RENR2493 Service Manual for Engine Control Panel
LERV0530 CD of Maintenance And Technical Handbook (Math)
REHS0285 D&A of the NAPIER NA297 Turbocharger
PELE0776 New Service Center for 3600 Engine Components
RENR2459 Electrical System Schematics for 3600 MMS II & GMS II
1 - 12 10/2005
02 Maint-Serv_Maint.qxd 2/24/2006 1:50 PM Page 1
Maintenance Interval Schedule - Distillate Fuel of the 3606, 3608, 3612

& 3616 Engines.
Before performing any operation or maintenance procedures, ensure that the Safety
Information , warnings, and instructions are read and understood.
To determine the maintenance intervals, use service hours or calendar time, which ever occurs
first.
Note: For information on generator maintenance, see the Operation and Maintenance
Manual for the generator.
When Required

Engine Air Cleaner Element - Replace ......................................................................................2-27
Engine Crankcase Breather - Clean ..........................................................................................2-32
Engine Oil - Change ..................................................................................................................2-35
Fuel Analysis - Obtain ................................................................................................................2-50
Fuel System - Prime ..................................................................................................................2-51
Metal Particle Detector - Inspect ................................................................................................2-60
Every Service Hour
Trend Data - Record ..................................................................................................................2-75
Daily

Cooling System Coolant Level - Check......................................................................................2-19
Driven Equipment - Inspect/Replace/Lubricate ..........................................................................2-26
Engine Air Precleaner - Clean ....................................................................................................2-31
Engine Oil Level - Check............................................................................................................2-41
Fuel System Primary Filter/Water Separator - Drain..................................................................2-52
Fuel Tank Water and Sediment - Drain ......................................................................................2-57
Governor Actuator Oil Level - Check..........................................................................................2-62
Instrument Panel - Inspect ........................................................................................................2-59
Walk-Around Inspection..............................................................................................................2-82
Every 50 Service Hours or Weekly
Every 250 Service Hours or 6 Weeks
Air Shutoff - Test ..........................................................................................................................2-7

Air Starting Motor Lines Screen - Clean ......................................................................................2-8
Cooling System Supplemental Coolant Additive (SCA) - Test/Add ............................................2-21
Engine Oil Sample - Obtain........................................................................................................2-42
Governor Actuator Linkage - Check ..........................................................................................2-58
Oil Mist Detector - Check ..........................................................................................................2-60
2-1 10/2005
Engine Mounts - Inspect ............................................................................................................2-33

Engine Protective Devices - Check ............................................................................................2-45


Engine Mounts - Check ..............................................................................................................2-35
Exhaust Piping - Inspect ............................................................................................................2-49
Magnetic Pickups - Clean/Inspect ..............................................................................................2-59
Prelube Pump - Lubricate ..........................................................................................................2-74
Aftercooler Condensation - Drain ................................................................................................2-5

Aftercooler Core - Clean/Test ......................................................................................................2-6

Air Starting Motor Lubricator Bowl - Clean ..................................................................................2-9
Starting Motor - Inspect ..............................................................................................................2-74
Engine Protection Devices - Calibrate........................................................................................2-45

Cooling System Coolant (DEAC) - Change ..............................................................................2-14
Cooling System Coolant Extender (ELC) - Add ........................................................................2-17
Crankshaft Vibration Damper - Inspect ......................................................................................2-24
Driven Equipment - Check ........................................................................................................2-25
Engine Oil Temperature Regulator - Replace ............................................................................2-44
Exhaust Shields - Inspect ..........................................................................................................2-49
Governor Actuator Oil - Replace ................................................................................................2-58
Turbocharger - Inspect ..............................................................................................................2-81
Water Pump - Inspect ................................................................................................................2-84
Water Temperature Regulator - Replace....................................................................................2-84
Overhaul (Top End) ..................................................................................................................2-61

2-2 10/2005
Every 16 000 Service Hours or 6 Years
Cooling System Coolant (ELC) - Change ..................................................................................2-17
Overhaul (Major) ........................................................................................................................2-64

Maintenance Interval Schedule for the 3618 Engine

Before performing any operation or maintenance procedures, ensure that the Safety
Information , warnings, and instructions are read and understood.
When Required
Centrifugal Oil Filter - Clean ......................................................................................................2-94

Engine Air Cleaner Element - Replace ....................................................................................2-107
Engine Crankcase Breather - Clean ........................................................................................2-108
Engine Oil and Filter - Change ................................................................................................2-113
Fuel Analysis - Obtain ..............................................................................................................2-121
Fuel System - Prime ................................................................................................................2-122
Fuel System Primary Filter/Water Separator Element - Replace ............................................2-123
Fuel System Secondary Filter - Replace..................................................................................2-123
Metal Particle Detector - Inspect ..............................................................................................2-123
Daily

Annunciator Panel - Inspect ......................................................................................................2-92
Cooling System Coolant Level - Check....................................................................................2-100
Driven Equipment - Inspect/Replace/Lubricate ........................................................................2-106
Engine Oil Level - Check ..........................................................................................................2-111
Fuel System Primary Filter/Water Separator - Drain................................................................2-122
Fuel Tank Water and Sediment - Drain ....................................................................................2-126
Trend Data - Record ................................................................................................................2-141
Walk-Around Inspection............................................................................................................2-147
Air Starting Motor Lines Screen - Clean ....................................................................................2-87

Cooling System Supplemental Coolant Additive (SCA) - Test/Add ..........................................2-103
Engine Oil Sample - Obtain ......................................................................................................2-111

Engine Mounts - Inspect ..........................................................................................................2-110
Governor Actuator Linkage - Check ........................................................................................2-127

2-3 10/2005

Engine Mounts - Check ............................................................................................................2-108

Engine Protective Devices - Check ..........................................................................................2-117
Aftercooler Core - Clean/Test ....................................................................................................2-86

Air Starting Motor Lubricator Bowl - Clean ................................................................................2-88
Crankshaft Vibration Damper - Inspect ....................................................................................2-105
Driven Equipment - Check ......................................................................................................2-106
Exhaust Shields - Inspect ........................................................................................................2-120
Starting Motor - Inspect ............................................................................................................2-141
Turbocharger - Inspect ............................................................................................................2-147
Water Pump - Inspect ..............................................................................................................2-149
Cooling System Coolant - Change..........................................................................................2-95
Between 12 605 000 and 14 763 000 L (3 330 000 and 3 900 000 US gal) of Fuel or between

Engine Oil Temperature Regulator - Replace ..........................................................................2-113
Overhaul (Top End) ..................................................................................................................2-133
Water Temperature Regulator - Replace..................................................................................2-149
Between 25 211 000 and 29 526 000 L (6 660 000 and 7 800 000 US gal) of Fuel or Between
Overhaul (Major) ......................................................................................................................2-129

2-4 10/2005
Aftercooler Condensation - Drain

The aftercooler is similar to a radiator. Coolant passes through the tubes in the aftercooler core.
Inlet air that is warmed by the turbocharger compressor is directed through the aftercooler core.
The air is cooled in the aftercooler.
Condensation can form in the passages of the aftercooler system. Drain plugs are provided for
draining the moisture.
3606 and 3608 Engines
3606 and 3608 Engines have one drain plug for draining moisture from the aftercooling system.
Note: Prepare a suitable container for the moisture.
1. Remove plug from the right rear corner .

2. Drain the moisture into a suitable container.
3. Install the plug.
3612 and 3616 Engines
3612 and 3616 Engines have two drain plugs for draining moisture from the aftercooling system.
One of the plugs is located at the right rear of the cylinder block and the other is at the front left
corner of the cylinder block
Note: Prepare a suitable container for the moisture.
1. Remove plugs.
2. Drain the moisture into a suitable container.
3. Install the plugs.
2-5 10/2005
Aftercooler Core - Clean/Test

Before cleaning the aftercooler core, determine if the aftercooler requires cleaning. Use the 152-
2067 Differential Pressure Gauge to measure the differential pressure of the air side of the
aftercooler. If the differential pressure of the air side is greater than 2 kPa (8 inches of H2O), clean
the aftercooler core.
Cleaning the Aftercooler
See the Service Manual, "Disassembly and Assembly" module for instructions on removal,
disassembly, assembly, and installation.
Note: The following procedure may be used for cleaning both the aftercooler core
and the oil cooler core.
1. Remove the core. Disassemble the core.

2. Turn the core upside-down in order to remove debris.
NOTICE
Do not use a high pressure spray for cleaning the fins of the core. A high pressure spray
can damage the surface of the fins and reduce the flow of air through the core.
NOTICE
Do not use a high concentration of caustic cleaner to clean the core. A high concentration
of caustic cleaner can attack the internal metals of the core and cause leakage. Only use
the recommended concentration of cleaner.
3. Back flush the core with cleaner.
Caterpillar recommends the use of Hydrosolv liquid cleaner. Consult your Caterpillar
dealer for the part numbers and quantities that are available.
Use a two to five percent concentration of the cleaner at temperatures up to 93 °C (200

°F). Refer to Application Guide, NEHS0526 or consult your Caterpillar dealer for more
information.
4. Steam clean the core in order to remove any residue. Flush the fins of the aftercooler
core. Remove any other trapped debris.
5. Wash the core with hot, soapy water. Rinse the core thoroughly with clean water.
2-6 10/2005
WARNING!
Personal injury can result from air pressure.
Personal injury can result without following proper procedure. When using pressure air,
wear a protective face shield and protective clothing.
Maximum air pressure at the nozzle must be less than 205 kPa (30 psi) for cleaning
purposes.
6. Dry the core with compressed air. Direct the air in the reverse direction of the normal
flow.
7. Inspect the core in order to ensure cleanliness. Pressure test the core. Many shops that
service radiators are equipped to perform pressure tests. If necessary, repair the core.
8. Install the core.
For more information on cleaning the core, consult your Caterpillar dealer.
Air Shutoff - Test

The air shutoff must operate properly in case an emergency shutdown is needed. Test the
operation of the air shutoff. It is not necessary for the engine to be operating in order to test the
shutoff.
1. To activate the air shutoff, pull knob on top of the air shutoff.
A plate that is inside of the apparatus will cover the air inlet. This prevents air from entering
the inlet manifold.
Reset lever on the side of the air shutoff should move to the "CLOSED" position. If this fails
to occur, investigate the problem. See the Service Manual, "Disassembly and
Assembly" topic.
DO NOT operate the engine if the air shutoff will not activate.
Note: The air shutoff must be reset before the engine can be started.
2. To reset the air shutoff, move reset lever to the "OPEN" position.
2-7 10/2005
Air Starting Motor Lines Screen - Clean

If the engine is equipped with an air starting motor, use the following procedure:
1. Ensure that the air supply to the air lines is OFF.

2. Remove plug on the end of the filter screen .
3. Carefully remove screen. Clean the screen with nonflammable solvent. Inspect the
screen for damage. If the screen is damaged, replace the damaged screen with a
new screen.
4. Install clean, dry screen. Clean plug and reinstall the plug.
2-8 10/2005
Air Starting Motor Lubricator Bowl - Clean

WARNING!
Personal injury can result from removing hoses or fittings in a pressure system.
Failure to relieve pressure can cause personal injury.
Do not disconnect or remove hoses or fittings until all pressure in the system has been
relieved.
1. Ensure that the air supply to the lubricator is OFF.

2. Slowly loosen filler plug on top of the lubricator housing in order to release the
pressure from the lubricator.
NOTICE
Care must be taken to ensure that fluids are contained during performance of inspection,
maintenance, testing, adjusting and repair of the product. Be prepared to collect the fluid
with suitable containers before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Tools and Shop Products Guide" for
tools and supplies suitable to collect and contain fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
3. Place a suitable container under bowl and open drain valve in order to drain the oil
from the bowl.
4. Remove bowl. Clean the bowl with warm water.
5. Dry the bowl. Inspect the bowl for cracks. If the bowl is cracked, replace the
damaged bowl with a new bowl. Inspect the gasket. If the gasket is damaged,
replace the gasket.
6. Install the bowl.
7. Make sure that drain valve is closed.
8. For instructions on filling the lubricator, see this Operation and Maintenance Manual,
"Air Starting Motor Lubricator Oil Level - Check" topic.
2-9 10/2005
Air Starting Motor Lubricator Oil Level - Check
NOTICE
Never allow the lubricator bowl to become empty. The air starting motor will be damaged
by a lack of lubrication. Ensure that sufficient oil is in the lubricator bowl.
1. Observe the oil level in sight gauge. If the oil level is less than 1/2, add oil to the
lubricator bowl.
WARNING!
Personal injury can result from removing hoses or fittings in a pressure system.
Failure to relieve pressure can cause personal injury.
relieved.
2. Ensure that the air supply to the lubricator is OFF. Slowly loosen filler plug on top of
the lubricator housing in order to release pressure from the lubricator bowl.
3. Remove filler plug (4). Pour oil into the lubricator bowl. Use nondetergent SAE 10W
oil for temperatures that are greater than 0 °C (32 °F). Use air tool oil for
temperatures that are below 0 °C (32 °F).
4. Install filler plug (4) .
Adjust the Lubricator

Note: Adjust the lubricator with a constant rate of air flow. After the adjustment, the
lubricator will release oil in proportion to variations of the air flow.
1. Ensure that the fuel supply to the engine is OFF.
NOTICE
Do not crank the engine continuously for more than 30 seconds. Allow the starting motor
to cool for two minutes before cranking the engine again.
2. Operate the air starting motor. Observe the drops of oil that are released in dome (1)
.
Note: Some lubricators have an adjustment screw rather than a knob.
3. If necessary, adjust the lubricator in order to release from one to three drops of oil
per second. To increase the rate, turn knob (2) counterclockwise. To decrease the
rate, turn the knob clockwise.
2 - 10 10/2005
Air Tank Moisture and Sediment - Drain
Moisture and sediment in the air starting system can cause the following conditions:
• Freezing
• Corrosion of internal parts
• Malfunction of the air starting system
WARNING!
When opening the drain valve, wear protective gloves, a protective face shield, protective
clothing, and protective shoes. Pressurized air could cause debris to be blown and result
in personal injury.
1. Open the drain valve that is on the bottom of the air tank. Allow the moisture and
sediment to drain.
2. Close the drain valve.
2 - 11 10/2005
Barring Device - Lubricate
NOTICE
Do not use an impact wrench to operate the barring device. The use of an impact wrench
will cause gear tooth failure.
WARNING!
Guards must be in place prior to operating barring device motor.
Remove all hand tools prior to operating barring device motor.
Note: Prelube of the engine is recommended before the crankshaft is rotated for
normal maintenance.
The barring device provides a means for slowly turning the flywheel in order to service the engine.
The barring device can also be used to prevent rotation of the crankshaft. When the barring
device is in the engaged position, the engine starting system is disabled.
When the barring device is not used, the barring device must be fully disengaged from the
flywheel and secured in the disengaged position.
NOTICE
Do not operate the engine starting motor until the barring group pinion gear is fully
disengaged from the flywheel ring gear. Serious damage to the engine could result.
Lubricating the Pinion
1. Ensure that the barring device is locked in the disengaged position.

2. Lubricate grease fitting with MPGM until the grease is visible at vent.
Lubricating the Reducer

2. Remove level plugs on the end of the barring device and check the lubricant level.
3. If necessary, remove fill cap and add Caterpillar 4C-6767 Synthetic Oil until the oil is
visible at the level plugs.
4. Reinstall the level plugs and reinstall the cap.
2 - 12 10/2005
Camshaft Roller Followers - Inspect

For instructions on disassembly and assembly of the valve lifter group, see the Service Manual,
"Disassembly and Assembly" module.
Inspect the following components for wear at each metal to metal contact point:
· Rollers for the valve lifters
· Camshaft
Inspect each roller for wear, excessive movement, and end play.
If excessive wear or other signs of deterioration are found, replace the damaged components.
Centrifugal Oil Filter - Inspect
WARNING!
Hot oil and components can cause personal injury.
Do not allow hot oil or components to contact skin.
Note: If the engine is operating, close the filter shut off valve to the centrifugal oil
filter that will be cleaned. Prepare a cover for base. The cover will prevent the
oil mist from flowing through the orifice in the base.
1. Disassemble the centrifugal oil filter according to the instructions in the Service
Manual.
2. Thoroughly clean all of the parts of the centrifugal oil filter. Carefully inspect all of the
parts.
3. Measure the clearance between the bearing and the base and measure the
clearance between the bearing and the spindle. Follow the instructions that are in
the Service Manual. Replace any part that does not meet the specifications that are
in the Service Manual.
NOTICE
Ensure that all of the rotor components are thoroughly clean before assembling the rotor.
Failure to do so can cause an out of balance condition that can cause rapid wear to the
bearings and the spindle.
Note: Install a new paper liner when the centrifugal oil filter is assembled.
4. Assemble the centrifugal oil filter according to the instructions in the Service Manual.
2 - 13 10/2005
Cooling System Coolant (DEAC) - Change

Clean the cooling system before the recommended maintenance interval if the following conditions
exist:
• The engine overheats frequently.

• The coolant is foaming.
• Oil or fuel has entered the cooling system and the coolant is contaminated.
Drain the Cooling System

1. Stop the engine and allow the engine to cool. Ensure that the engine will not start
when the cooling system is drained.
2. Loosen the cooling system filler cap slowly in order to relieve any pressure.
Remove the cooling system filler cap.
3. Open the cooling system drain valves (if equipped). Remove the cooling system
drain plugs. Allow the coolant to drain.
NOTICE
Dispose of used engine coolant properly or recycle. Various methods have been proposed
to reclaim used coolant for reuse in engine cooling systems. The full distillation procedure
is the only method acceptable by Caterpillar to reclaim the used coolant.
For information regarding the disposal and the recycling of used coolant, consult your Caterpillar
dealer or consult Caterpillar Service Technology Group (CSTG):
Outside U.S.A.: (309) 675-6277Inside U.S.A.: 1-800-542-TOOLInside Illinois: 1-800-541-
TOOLCanada: 1-800-523-TOOLCSTG COSA Geneva, Switzerland: 41-22-849 40 56
Clean the Cooling System
NOTICE
Use of commercially available cooling system cleaners may cause damage to cooling
system components. Use only cooling system cleaners that are approved for Caterpillar
engines.
1. After the cooling system has been drained, flush the cooling system with clean
water in order to remove any debris.
2. Close the cooling system drain valves (if equipped). Clean the cooling system drain
plugs and install the cooling system drain plugs.
2 - 14 10/2005
NOTICE
Fill the cooling system no faster than 19 L (5 US gal) per minute to avoid air locks.
3. Fill the cooling system with a mixture of clean water and Caterpillar Fast Acting
Cooling System Cleaner. Add .5 L (1 pint) of cleaner per 15 L (4 US gal) of the
cooling system capacity. Install the cooling system filler cap.
4. Start the engine. Operate the engine for a minimum of 30 minutes with a coolant
temperature of at least 82 °C (180 °F).
5. Stop the engine and allow the engine to cool. Loosen the cooling system filler cap
slowly in order to relieve any pressure. Remove the cooling system filler cap. Open
the cooling system drain valves (if equipped). Remove the cooling system drain
plugs. Allow the water to drain.
NOTICE
Improper or incomplete rinsing of the cooling system can result in damage to copper and
other metal components.
To avoid damage to the cooling system, make sure to completely flush the cooling system
with clear water. Continue to flush the system until all signs of the cleaning agent are gone.
6. Flush the cooling system with clean water until the water that drains is clean. Close
the cooling system drain valves (if equipped). Clean the cooling system drain plugs
and install the cooling system drain plugs.
Cleaning a Cooling System that has Heavy Deposits or Plugging
Note: For the following procedure to be effective, there must be an active flow
through the cooling system components.
1. After the cooling system has been drained, flush the cooling system with clean water
in order to remove any debris.
Cooling System Cleaner. Add .5 L (1 pint) of cleaner per 3.8 to 7.6 L (1 to 2 US gal)
of the cooling system capacity. Install the cooling system filler cap.
temperature of at least 82 °C (180 °F).
the cooling system drain valves (if equipped). Remove the cooling system drain
plugs. Allow the water to drain.
2 - 15 10/2005
NOTICE
6. Flush the cooling system with clean water until the water that drains is clean. Close
the cooling system drain valves (if equipped). Clean the cooling system drain plugs
and install the cooling system drain plugs.
Fill the Cooling System
NOTICE
Note: For information about the proper coolant to use, see this Operation and
Maintenance Manual, "Coolant Recommendations" (Maintenance Section). For
the capacity of the cooling system, see this Operation and Maintenance
Manual, "Refill Capacities" (Maintenance Section).
1. Fill the cooling system with coolant/antifreeze.
The water lines for the turbochargers must be vented when the cooling system is
filled. Remove plug (1). Press a small screwdriver into the check valve in order to
vent the line.
After filling the cooling system, do not install the cooling system filler cap.
2. Start the engine. Operate the engine in order to purge the air from the cavities of the
engine block. Allow the coolant to warm and allow the coolant level to stabilize. Stop
the engine.
3. Check the coolant level. Maintain the coolant to the proper level on the sight gauge
(if equipped). If a sight gauge is not equipped, maintain the coolant to the level that
is specified by the OEM of the cooling system.
4. Clean the cooling system filler cap. Inspect the gaskets of the cooling system filler
cap. If the gaskets of the cooling system filler cap are damaged, discard the old
cooling system filler cap and install a new cooling system filler cap. If the gaskets of
the cooling system filler cap are not damaged, use a 9S-8140 Pressurizing Pump in
order to pressure test the cooling system filler cap. The correct pressure is stamped
on the face of the cooling system filler cap. If the cooling system filler cap does not
maintain the correct pressure, install a new cooling system filler cap.
5. Start the engine. Inspect the cooling system for leaks and for proper operating
temperature.
2 - 16 10/2005
Cooling System Coolant (ELC) - Change

Use only clean water to flush the cooling system when Extended Life Coolant (ELC) is drained
and replaced.
2. Loosen the cooling system filler cap slowly in order to relieve any pressure. Remove
the cooling system filler cap.
3. Open the cooling system drain valves (if equipped). Remove the cooling system
drain plugs. Allow the coolant to drain.
NOTICE
dealer or consult Caterpillar Service Technology Group:
Outside U.S.A.: (309) 675-6277Inside U.S.A.: 1-800-542-TOOLInside Illinois: 1-800-541-
TOOLCanada: 1-800-523-TOOLCSTG COSA Geneva, Switzerland: 41-22-849 40 56
1. After the cooling system has been drained, flush the cooling system with clean
water in order to remove any debris.
2. Close the cooling system drain valves (if equipped). Clean the drain plugs and install
the drain plugs.
NOTICE
3. Fill the cooling system with clean water. Install the cooling system filler cap. Install
the vent plug. Operate the engine until the temperature reaches 49 °C (120 °F) to
66 °C (150 °F).
when the cooling system is drained. Loosen the cooling system filler cap slowly in
order to relieve any pressure. Remove the cooling system filler cap.
5. Open the cooling system drain valves (if equipped). Remove the drain plugs. See
Illustration 1. Allow the coolant to drain. Flush the cooling system with clean water.
Close the cooling system drain valves (if equipped). Install the drain plugs.
6. Repeat Steps 3, 3, 4, and 5.
2 - 17 10/2005
NOTICE
1. Fill the cooling system with Extended Life Coolant (ELC).
The water lines for the turbochargers must be vented when the cooling system is filled.
Remove plug. Press a small screwdriver into the check valve in order to vent the line.
After filling the cooling system, do not install the cooling system filler cap.
2. Start the engine. Operate the engine in order to purge the air from the cavities of
the engine block. Allow the ELC to warm and allow the coolant level to stabilize.
Stop the engine.
(if equipped). If a sight gauge is not equipped, maintain the coolant within 13 mm
(.5 inch) below the bottom of the filler pipe.
maintain the correct pressure, install a new cooling system filler cap.
temperature.
Cooling System Coolant Extender (ELC) - Add
Cat ELC (Extended Life Coolant) does not require the frequent Supplemental Coolant Additive
(SCA) additions which are associated with the present conventional coolants.
The Extender only needs to be added once.
Check the cooling system only when the engine is stopped and cool.
1. Loosen the cooling system filler cap slowly in order to relieve pressure. Remove the
cooling system filler cap.
2. It may be necessary to drain enough coolant from the cooling system in order to
add the Extender.
3. Add Extender according to the requirements for your engine's cooling system
capacity. Refer to the Operation and Maintenance Manual, "Refill Capacities and
Recommendations" in the Maintenance Section for more information concerning the
Cat ELC Extender additions.
4. Clean the cooling system filler cap. Inspect the gaskets on the cooling system filler
cap. Replace the cooling system filler cap if the gaskets are damaged. Install the
cooling system filler cap.
2 - 18 10/2005
Cooling System Coolant Level - Check
WARNING!
Climbing equipment may be required to access this service point. Refer to the Operation
and Maintenance Manual, "Mounting and Dismounting" topic for safety information.
Engines That Are Equipped With a Sight Gauge
If the engine is equipped with a sight gauge, observe the position of the coolant in the sight gauge.
At normal operating temperature, the proper coolant level is in the upper half of the sight gauge. If
the coolant level is low, add the proper coolant mixture.
Engines That Are Not Equipped With a Sight Gauge
WARNING!
Pressurized System: Hot coolant can cause serious burns. To open the cooling system filler
cap, stop the engine and wait until the cooling system components are cool. Loosen the
cooling system pressure cap slowly in order to relieve the pressure.
Check the coolant level when the engine is stopped and cool. Check the coolant level only after
the engine has been stopped and the cooling system filler cap is cool enough to touch with your
bare hand.
Remove the cooling system filler cap slowly in order to relieve any pressure. Maintain the coolant
within 13 mm (0.5 inch) below the bottom of the filler pipe.
Add Coolant
Note: For the proper coolant mixture to use, see this Operation and Maintenance
Manual, "Refill Capacities and Recommendations" (Maintenance Section).
1. Stop the engine. Allow the engine to cool.

2. Remove the cooling system filler cap slowly in order to relieve any pressure. Pour
the proper coolant mixture into the filler pipe.
cap. If the gaskets are damaged, replace the old cooling system filler cap with a new
cooling system filler cap. Install the cooling system filler cap.
4. Start the engine. Inspect the cooling system for leaks.
2 - 19 10/2005
Cooling System Coolant Sample (Level 1) - Obtain
NOTICE
Always use a designated pump for oil sampling, and use a separate designated pump for
coolant sampling. Using the same pump for both types of samples may contaminate the
samples that are being drawn. This contaminate may cause a false analysis and an
incorrect interpretation that could lead to concerns by both dealers and customers.
For conventional heavy-duty coolant/antifreeze, check the concentration of supplemental coolant

additive (SCA) regularly. The concentration of SCA can be checked with an S·O·S coolant analysis
(Level 1).
Obtain the sample of the coolant as close as possible to the recommended sampling interval. In
order to receive the full effect of S·O·S analysis, you must establish a consistent trend of data. In
order to establish a pertinent history of data, perform consistent samplings that are evenly spaced.
Supplies for collecting samples can be obtained from your Caterpillar dealer.
Use the following guidelines for proper sampling of the coolant:
- Never collect samples from expansion bottles.
- Never collect samples from the drain for a system.
- Keep the unused sampling bottles stored in plastic bags.
- Keep the lids on empty sampling bottles until you are ready to collect the sample.
- Complete the information on the label for the sampling bottle before you begin to
take the samples.
- Obtain coolant samples directly from the coolant sample port. You should not obtain
the samples from any other location.
- In order to avoid contamination, immediately place the sample in the tube that is
provided for mailing.
Submit the sample for Level 1 analysis.
Note: Level 1 results may indicate a need for Level 2 Analysis.
For additional information about coolant analysis, see the Special Publication, SEBU6400,
"Caterpillar Gas Engine Lubricant, Fuel and Coolant Recommendations" or consult your
Caterpillar dealer.
2 - 20 10/2005
NOTICE
Obtain the sample of the coolant as close as possible to the recommended sampling
interval. Supplies for collecting samples can be obtained from your Caterpillar dealer.
Refer to this Operation and Maintenance Manual, "Cooling System Coolant Sample
(Level 1) Obtain" (Maintenance Section) for the guidelines for proper sampling of the
coolant.
For additional information about coolant analysis, see the Special Publication,
SEBU6400, "Caterpillar Gas Engine Lubricant, Fuel, and Coolant Recommendations"
or consult your Caterpillar dealer.
Cooling System Supplemental Coolant Additive (SCA) - Test/Add

This maintenance procedure is required for conventional coolants such as DEAC and for mixtures
of water and SCA. This maintenance is NOT required for cooling systems that are filled with
Extended Life Coolant.
WARNING!
Cooling system coolant additive contains alkali. To help prevent personal injury, avoid
contact with the skin and eyes. Do not drink cooling system coolant additive.
Note: Caterpillar recommends an S·O·S coolant analysis (Level 1).
2 - 21 10/2005
Test the Concentration of the SCA

Coolant/Antifreeze and SCA
NOTICE
Do not exceed the recommended six percent supplemental coolant additive concentration.
Test the concentration of the SCA with the 8T-5296 Coolant Conditioner Test Kit .
Water and SCA
NOTICE
Do not exceed the recommended eight percent supplemental coolant additive

concentration.
Test the concentration of the SCA with the 8T-5296 Coolant Conditioner Test Kit. Use the
instructions that follow:
1. Fill the syringe to the "1.0 ml" mark with the coolant.
2. Dispense the 1.0 mL coolant sample from the syringe into the empty mixing bottle.
3. Add tap water to the mixing bottle in order to bring the level up to the "10 ml" mark.
Place the cap on the bottle and shake the bottle.
4. Add 2 to 3 drops of the "NITRITE INDICATOR SOLUTION B" to the mixing bottle.
Move the bottle in a circular motion in order to mix the solution.
5. Add 1 drop of "NITRITE TEST SOLUTION A" to the mixing bottle. Move the bottle in
a circular motion in order to mix the solution.
6. Repeat 5 until the solution changes color from red to light gray, green, or blue.
Record the number of drops of "NITRITE TEST SOLUTION A" that were required to
cause the color change.
7. Use Table 1 to interpret the results.
Table 1
Number of Drops Concentration of SCA Maintenance

Required
Less than 25 Less than the recommended Add SCA

concentration of SCA Retest the coolant
25 to 30 The recommended concentration None

of SCA
More than 30 More than the recommended Remove the coolant

concentration of SCA Replace with water
Retest the coolant
2 - 22 10/2005
Add the SCA, If Necessary
WARNING!
Pressurized System: Hot coolant can cause serious burns. To open the cooling system
filler cap, stop the engine and wait until the cooling system components are cool. Loosen
the cooling system pressure cap slowly in order to relieve the pressure.
1. Remove the cooling system filler cap slowly.
Note: Always dispose of fluids according to local regulations.
2. If necessary, drain some coolant in order to allow space for the addition of the SCA.
NOTICE
Excessive supplemental coolant additive concentration can form deposits on the higher
temperature surfaces of the cooling system, reducing the engine's heat transfer
characteristics. Reduced heat transfer could cause cracking of the cylinder head and other
high temperature components.
Excessive supplemental coolant additive concentration could also result in blockage of the
heat exchanger, overheating, and/or accelerated wear of the water pump seal.
Do not exceed the recommended amount of supplemental coolant additive concentration.
3. Add the proper amount of SCA. For the proper amount of SCA, refer to this
Operation and Maintenance Manual, "Refill Capacities and Recommendations"
topic. The proper concentration of SCA depends on the type of coolant that is used.
For the proper concentration of SCA, refer to Special Publication, SEBU6251,
"Caterpillar Commercial Diesel Engine Fluids Recommendations".
4. Clean the cooling system filler cap. Install the cooling system filler cap.
2 - 23 10/2005
Crankshaft Vibration Damper - Inspect

The crankshaft vibration damper limits the torsional vibration of the crankshaft. The visconic
damper has a weight that is located inside a fluid filled case.
Damage to the crankshaft vibration damper or failure of the damper can increase torsional
vibrations. This can result in damage to the crankshaft and to other engine components. A
deteriorating damper can cause excessive gear train noise at variable points in the speed range.
A damper that is hot may be the result of excessive friction. This could be due to misalignment.
Use an infrared thermometer to monitor the temperature of the damper during operation. If the
temperature reaches 93 °C (200 °F), consult your Caterpillar dealer.
Inspect the damper for evidence of dents, cracks, and leaks of the fluid.
If a fluid leak is found, determine the type of fluid. The fluid in the damper is silicone. Silicone has
the following characteristics: transparent, viscous and smooth.
If the fluid leak is oil, inspect the crankshaft seals for leaks. If a leak is observed, replace all of the
seals.
Inspect the damper and repair or replace the damper for any of the following reasons.
· The damper is dented, cracked, or leaking.
· The paint on the damper is discolored from heat.
· The engine has had a failure because of a broken crankshaft.
· The crankshaft bearings are showing excessive wear.
· There is a large amount of gear train wear that is not caused by a lack of oil.
Dampers With Sampling Ports
Some dampers have ports for fluid samples. If the damper has no external damage, collect a 2 to
5 mL sample of the damper fluid. The fluid should be analyzed in order to check for a loss of
viscosity. Use the results of the analysis to determine if the damper should be rebuilt or replaced.
Kits for fluid samples are available from the address that follows. Return the kits to the same
address for analysis.
Hasse & Wrede GmbH

Mohriner Allee 30-42
D-12347 Berlin
Germany
Phone: 49 30 / 70 181 195
Fax: 49 30 / 70 09 08-11
Dampers Without Sampling Ports
Some dampers do not have a port for a fluid sample. These dampers must be rebuilt or the
dampers must be replaced when one of the following criteria has been met:
· The damper has reached 20,000 hours of operation.
· The engine is undergoing a major overhaul.
Removal and Installation
Refer to the Service Manual or consult your Caterpillar dealer for information about damper
replacement.
2 - 24 10/2005
Driven Equipment - Check

Check the Alignment
To minimize bearing problems and vibration of the engine crankshaft and the driven equipment,
the alignment between the engine and driven equipment must be properly maintained.
Check the alignment according to the instructions that are provided by the following
manufacturers:
· Caterpillar
· OEM of the drive coupling
· OEM of the driven equipment
Torque all of the fasteners to the proper specifications.
Inspect the Drive Coupling
Inspect the drive coupling according to the instructions that are provided by the OEM of the
coupling. For the following service information, see the literature that is provided by the OEM of
the coupling:
· Lubrication requirements
· Specifications for the end play
· "Reusability Guidelines"
· Replacement instructions
Inspect the Rear Gear Train
Inspect the crankshaft gear. If excessive wear is found, replace the crankshaft gear and the large
cluster idler.
If any gear causes damage to other gears through failure, replace the entire rear gear train.
For the correct parts, see the Parts Manual for the engine. For removal and replacement
instructions, see the Service Manual, "Disassembly and Assembly" module. Consult your
Caterpillar dealer for assistance.
2 - 25 10/2005
Driven Equipment - Inspect/Replace/Lubricate
Observe the driven equipment during operation. Look for the following items:
· Unusual noise and vibration

· Loose connections
· Damaged parts
Perform any maintenance that is recommended by the OEM of the driven equipment. Refer to the
literature of the OEM of the driven equipment for the following service instructions.
· Inspection
· Lubricating grease and lubricating oil requirements
· Specifications for adjustment
· Replacement of components
· Requirements for ventilation
2 - 26 10/2005
Engine Air Cleaner Element - Replace
NOTICE
Never run the engine without an air cleaner element installed. Never run the engine with a
damaged air cleaner element. Do not use air cleaner elements with damaged pleats, gaskets
or seals. Dirt entering the engine causes premature wear and damage to engine
components. Air cleaner elements help to prevent airborne debris from entering the air
inlet.
NOTICE
Never service the air cleaner element with the engine running since this will allow dirt to
enter the engine.
Servicing the Air Cleaner Elements
If the air cleaner element becomes plugged, the air pressure can split the filter material of the
element. Unfiltered air will drastically accelerate internal engine wear. Your Caterpillar dealer has
the proper air cleaner elements for your application.
- Check the precleaner (if equipped) daily for accumulation of dirt and debris.
Remove any dirt and debris, as needed.
- Operating conditions (dust, dirt and debris) may require more frequent service of
the air cleaner element.
- Replace the element when the air restriction reaches 3.75 kPa (15 inches of H2O).
- Replace the element when the red piston of the service indicator locks in the visible
position.
- The air cleaner element may be cleaned up to six times if the element is properly
cleaned and inspected.
- Replace the element at least one time per year. Perform this replacement regardless
of the number of cleanings.
Replace the dirty paper elements with clean elements. Before installation, thoroughly inspect the
element for tears and/or holes in the filter material. Inspect the gasket or the seal of the element
for damage. Maintain a supply of suitable elements for replacement purposes.
1. Open access door and remove element.

2. Seal the air inlet to the turbocharger with a cover or tape. This will help to prevent
dirt from entering the turbocharger when the body of the air cleaner is cleaned.
3. Loosen clips. Remove cup. Clean the inside of the cup.
4. Clean screen with pressurized air or water.
5. Use a cloth to clean the inside of the access door and the body of the air cleaner.
6. Install cup. Fasten clips.
7. Inspect a clean, dry air cleaner element for good condition.
8. Remove the tape or the cover from the air inlet to the turbocharger. Install the air
cleaner element.
9. Secure the access door.
10. If necessary, reset the air cleaner service indicator.
2 - 27 10/2005
Replace the Soot Filter
Some applications use an air silencer that is wrapped in a washable soot filter. The soot filter
helps prevent airborne dust and debris from entering the air inlet. As the soot filter becomes dirty,
the air restriction increases. Replace the soot filter when the air restriction reaches 3.75 kPa (15
inches of H2O).
1. Remove the dirty soot filter from the air silencer.
2. Inspect the air silencer. Clean the air silencer, if necessary.
3. Inspect a clean, dry soot filter for good condition. Install the soot filter.
Cleaning the Air Cleaner Elements
The air cleaner element can be used up to six times if the element is properly cleaned and
inspected. When the element is cleaned, check the filter material for rips or tears. Replace the
element at least one time per year regardless of the number of cleanings.
Use clean elements while dirty elements are being cleaned.
NOTICE
Do not clean the air cleaner elements by bumping or tapping.
This could damage the seals. Do not use elements with damaged pleats, gaskets or seals.
Damaged elements will allow dirt to pass through. Engine damage could result.
Visually inspect the elements before cleaning. Inspect the elements for damage to the seal, the
gaskets, and the outer cover. Discard any damaged elements.
Four methods are used to clean air cleaner elements:
· Pressurized water
· Pressurized air
· Vacuum cleaning
· Washing with nonsudsing detergent
Pressurized Water
Pressurized water will clean the element unless carbon and oil have accumulated on the surface
of the element. The maximum water pressure for cleaning purposes must be below 275 kPa
(40 psi). Do not use a spray nozzle.
Note: When the element is cleaned, always begin with the clean side (inside) in order
to force dirt particles toward the dirty side (outside).
Aim the hose so that the water flows inside the element along the length of the filter in order to
help prevent damage to the paper pleats. Do not aim the stream of water directly at the element. A
direct stream of water could cause dirt to be forced into the pleats.
Note: Refer to "Drying the Air Cleaner Elements". Refer to "Inspecting the Air Cleaner
Elements".
2 - 28 10/2005
Pressurized Air
Pressurized air can be used to clean elements that have not been cleaned more than two times.
Pressurized air will not remove deposits of carbon and oil. Use filtered, dry air with a maximum
pressure of 207 kPa (30 psi).
Note: When the elements are cleaned, always begin with the clean side (inside) in
order to force dirt particles toward the dirty side (outside).
Aim the hose so that the air flows inside the element along the length of the filter in order to help
prevent damage to the paper pleats. Do not aim the stream of air directly at the element. Dirt
could be forced into the pleats.
Note: Refer to "Inspecting the Air Cleaner Elements".
Vacuum Cleaning
Vacuum cleaning is a good method for cleaning elements which require daily cleaning because of
a dry, dusty environment. Cleaning with pressurized air is recommended prior to vacuum cleaning.
Vacuum cleaning will not remove deposits of carbon and oil.
Note: Refer to "Inspecting the Air Cleaner Elements".
Washing the Air Cleaner Elements with Nonsudsing Detergent
WARNING!
Do not wash air cleaner elements in any flammable solution such as diesel fuel or gasoline.
Doing so can cause fire or an engine runaway and can result in personal injury.
Washing with nonsudsing detergent is effective for cleaning elements that have deposits of carbon
or oil. Use a cleaning agent that is specifically manufactured for cleaning air cleaner elements.
Cleaning with pressurized water, pressurized air, or a vacuum cleaner is recommended prior to
washing with nonsudsing detergent.
1. Place the element into a wash tank so that the gasket is up. The wash tank should
be equipped with a rack so that the element does not rest on the bottom of the
wash tank.
Note: Caterpillar does not recommend agitating the element. Agitating may cause
carbon particles to be distributed.
2. Fill the wash tank with the cleaning agent and warm water to a maximum
temperature of 60 °C (140 °F). Follow the manufacturers recommendations for the
cleaning agent. Allow the element to soak for six hours.
3. Drain the wash tank. Do not use the cleaning agent more than one time. Remove
the element from the wash tank. Rinse the element with the method for using
pressurized water.
Note: Refer to "Drying the Air Cleaner Elements". Refer to "Inspecting the Air Cleaner
Elements".
2 - 29 10/2005
Drying the Air Cleaner Elements
The oven method may be used in order to dry the elements. If an oven is used, do not expose the
elements to temperatures that exceed 82 °C (160 °F).
Note: Do not use compressed air in order to dry the elements.
The elements may be allowed to air dry. Allow two days for the elements to air dry before the
elements are inspected and installed.
Inspecting the Air Cleaner Elements
Inspect the clean, dry element. Use a 60 watt blue light in a dark room or in a similar facility. Place
the blue light in the element. Rotate the element. Inspect the element for tears and/or holes.
Inspect the element for light that may show through the filter material. If it is necessary in order to
confirm the result, compare the element to a new element that has the same part number.
Do not use an element that has any tears and/or holes in the filter material. Do not use an
element with damaged pleats, gaskets or seals. Discard damaged elements.
Storing Air Cleaner Elements
If an element that passes inspection will not be used immediately, store the element for future use.
Do not use paint, a waterproof cover, or plastic as a protective covering for storage. Restricted air
flow may result. To protect against dirt and damage, wrap the elements in Volatile Corrosion
Inhibiter (VCI) paper.
Place the element into a cardboard box for storage. For identification, mark the outside of the
container and mark the element. Include the following information:
· Date of cleaning
· Number of cleanings
Store the container in a dry location.
For more detailed information on cleaning the air cleaner element, refer to Special Publication,
SEBF8062, "Procedure to Inspect and Clean Air Filters".
2 - 30 10/2005
Engine Air Cleaner Service Indicator - Inspect

A service indicator may be mounted on the air cleaner or in a remote location.
Some engines may be equipped with a different service indicator.
Observe the service indicator. Clean the air cleaner element or replace the element when the
following conditions occur:
· The yellow diaphragm enters the red zone.

· The red piston locks in the visible position.
· The air restriction reaches 3.75 kPa (15 inches of H2O).
Inspect the service indicator daily for cracks, holes, or loose fittings. If any of these conditions are
present, repair the service indicator or replace the service indicator.
Test the Service Indicator After Every 1000 Service Hours

Service indicators are important instruments. Use the following procedure to verify that the service
indicator is operating properly.
1. Unscrew the service indicator from fitting. A porous filter is part of the fitting.
2. Inspect the porous filter for cleanliness. Clean the filter, if necessary. Use
compressed air or a clean, nonflammable solvent.
3. Apply vacuum (suction) to the service indicator.
4. The yellow diaphragm should enter the red zone and the piston should lock into
position. If this does not occur, obtain a new service indicator.
5. Reset the service indicator by pressing reset button. If the service indicator does not
reset easily, obtain a new service indicator.
Note: Excessive force may crack the top of the service indicator.
6. Install the service indicator. Tighten the service indicator to a torque of 2 N·m (18 lb
in).
The service indicator may need to be replaced frequently in environments that are severely dusty.
Replace the service indicator annually regardless of the operating conditions. Replace the service
indicator when the engine is overhauled, and whenever major engine components are replaced.
Engine Air Precleaner - Clean

Note: More frequent cleaning may be required in dusty environments.
1. Loosen clips. Remove cup.

2. Clean the inside of the cup.
3. Install the cup. Fasten the clips.
2 - 31 10/2005
Engine Crankcase Breather - Clean
Clean the crankcase breather elements and replace the O-ring seals at every oil change. Perform
this maintenance when the engine is stopped.
If the crankcase breather is not maintained on a regular basis, the crankcase breather will become
plugged. A plugged crankcase breather will cause excessive crankcase pressure that may cause
crankshaft seal leakage.
1. Loosen hose clamps. Remove tee.

2. Loosen retaining clamps. Remove breather assemblies and O-ring seals.
3. Wash the breather elements in clean nonflammable solvent. Inspect tee for cracks
that can be caused by vibration. Replace the old tee with a new tee if cracking is
found.
4. Install new O-ring seals.
5. Allow the breather elements to dry before installation. Install the breather assemblies
in the original position. Coat the rubber parts with clean engine oil or petroleum jelly
in order to make installation easier.
6. Install the retaining clamps and the hose clamps. See the Service Manual,
"Specifications" module for the proper torque.
2 - 32 10/2005
Engine Mounts - Check
Measure the Isolators
Spring Type Isolators
Obtain the overall height dimension for each isolator. If any of the following conditions are found,
adjust the isolators:
- If the overall height dimension is different from the original dimension that was
obtained during the engine commissioning.
-If the overall height dimension is not within 3 mm (.12 inch) for all of the isolators.
-Snubber bolts are not finger tight against the plates.
For instructions on adjustment, see Special Instruction, SEHS9162, "Spring Isolator Group
Installation and Adjustment Procedure".
Resilient Isolators
Measure the loaded height of each isolator. Use an inside micrometer and measure dimension
between the top of the soleplate and the bottom of the engine support assembly. Measure each
corner of each isolator in order to ensure that the top and the bottom of each isolator is parallel.
The four measurements for each isolator should not differ by more than 0.5 mm (.02 inch).
Compare the measurements to the specifications from the engine commissioning. Adjust the
height of the engine support assembly in order to maintain the specifications for alignment.
Adjust the Height Of the Engine Support Assembly, If Necessary
Note: When shims are used in order to maintain the height of the engine support
assembly, the alignment of the engine and the driven equipment must be
verified.
To adjust the height of the engine support assembly, use setscrew. To raise the height of the
engine support assembly, add shims. To reduce the height of the engine support assembly,
remove shims.
Maintain a record of all of the shims that are added from the time of the engine commissioning.
When the combined total of the shims that are added to any isolator exceeds 5 mm (.2 inch), the
isolator must be repaired or replaced.
2 - 33 10/2005
Engine Mounts - Inspect
Inspect the condition of the isolators. The isolators must be kept clean and dry. Ensure that the
isolators are free of oil and contamination.
Resilient Isolators
Each isolator has four rubber elements. The most usual cause for failure of the isolator is oil
contamination of the rubber elements. Inspect the rubber elements of each isolator for the
following conditions.
· Swelling
· Blistering
· Cracking
Perform the following procedures when deterioration of the rubber elements is initially observed:
· Record the observation in a log.

· Check the alignment of the driven equipment.
After deterioration of the rubber elements is initially observed, the rubber elements must be
carefully inspected. Any further deterioration of the rubber elements must be recorded. The
isolator must be repaired or replaced if rapid deterioration of the rubber elements is observed.
Deterioration of the rubber elements is usually accompanied by settling of the isolator. Settling of
the isolator will result in misalignment between the engine and the driven equipment.
Check the Center Bolt
Check the tightness of locknut on the center bolt. Use a minimum torque of 100 N·m (75 lb ft).
If locknut is loose, perform the following Steps:
1. Tighten locknut to 140 N·m (105 lb ft).

2. Measure clearance above adjustable assembly.
3. Compare the clearance to the specification from the engine commissioning. The
clearance and the specification from the engine commissioning must be equal.
Any difference in the dimension indicates that the height of the isolator has changed. A change in
the height of the isolator will result in misalignment between the engine and the driven equipment.
2 - 34 10/2005
Engine Oil - Change

Oil Change Interval
Considerations for the oil change interval include the type of fuel and the engine application. The
establishment of an S·O·S oil analysis program will enable an evaluation of the used oil. The
evaluation can be used to determine the oil change interval that is suitable for your specific
engine. Change the engine oil when oil analysis determines that the oil has reached the
condemning limit.
In the absence of oil analysis, change the engine oil according to the interval that is listed in
Table 1.
Table 1
Oil Change Intervals For 3600 Engines (Distillate Fuel )
Engine Lube Oil Capacity (1) Oil Change Interval (2)
Industrial Engines and Generator Set Engines
3606 880 L (229 US gal) 1400 Service Hours
Marine Engines (Zero Degree Tilt)
( 1 ) The capacity includes the oil sump plus oil filters that are installed at the factory.
Engines with auxiliary oil filters will require additional oil. The capacity is
approximate. The actual capacity may vary by five percent. Caterpillar recommends
using the capacity that is listed and then adjusting the oil level according to the oil
level gauge (dipstick).
( 2 ) Use this oil change interval in the absence of oil analysis.
2 - 35 10/2005
Change the Engine Oil
WARNING!
Do not drain the oil when the engine is cold. As the oil cools, suspended waste particles settle on
the bottom of the oil pan. The waste particles are not removed when the cold oil is drained. Drain
the crankcase with the oil warm. This method allows the waste particles to be removed.
Failure to follow this recommended procedure will allow the waste particles to be recirculated
through the engine lubrication system with the new oil.
1. After the engine has been operated at normal operating temperature, STOP the
engine.
NOTICE
Ensure that the engine is stopped before performing this procedure. Attach a DO NOT
OPERATE tag to the starting controls.
Note: Drain the oil into a suitable container. Dispose of fluids according to local
regulations.
2. Open drain valve in order to drain used oil. After the oil has drained, close drain
valve.
Note: If a suction device is used in order to remove the oil from the oil pan, ensure
that the suction device is clean. This will prevent dirt from entering the oil pan.
Be careful not to strike the engine oil suction tubes or the piston cooling jets.
3. Clean the oil suction screen.
Note: Approximately 1 L (1 qt) of oil will remain in the housing after the sump has
been completely drained. This oil will pour out of the housing when the cover
for the oil suction screen is removed. Prepare to catch the oil in a suitable
container. Clean up any spilled oil with absorbent wipes or pillows. DO NOT
use absorbent particles to clean up the oil.
a. Remove cover and sea. Discard the used seal. Slide screen assembly from the
tube.
b. Wash the screen assembly in clean nonflammable solvent. Allow the screen
assembly to dry before installation.
2 - 36 10/2005
4. Clean the bottom of the sump. Remove side covers in order to gain access to the
sump. When the bottom of the sump is clean, install the side covers.
5. Install the oil suction screen. Install the cover and a new seal.
6. Change the engine oil filters. See this Operation and Maintenance Manual, "Engine
Oil Filter - Change" topic (Maintenance Section).
7. Clean the centrifugal oil filters.
8. Disassemble the centrifugal oil filters according to the instructions in the Service
Manual.
a. Thoroughly clean all of the parts of the centrifugal oil filter. Carefully inspect all
of the parts.
NOTICE
Note: Install a new paper liner when the centrifugal oil filter is assembled.
b. Assemble the centrifugal oil filters according to the instructions in the Service
Manual.
NOTICE
Only use oils that are recommended by Caterpillar. For the proper oil to use, refer to this
Operation and Maintenance Manual, "Engine Oil" topic (Maintenance Section).
NOTICE
Engine damage can occur if the crankcase is filled above the "FULL" mark on the oil level
gauge (dipstick).
An overfull crankcase can enable the crankshaft to dip into the oil. This will reduce the
power that is developed and also force air bubbles into the oil. These bubbles (foam) can
cause the following problems: reduction of the oil's ability to lubricate, reduction of oil
pressure, inadequate cooling of the pistons, oil blowing out of the crankcase breathers and
excessive oil consumption.
Excessive oil consumption will enable deposits to form on the pistons and in the
combustion chamber. Deposits in the combustion chamber lead to the following problems:
guttering of the valves, packing of carbon under the piston rings and wear of the cylinder
liner.
If the oil level is above the "FULL" mark on the oil level gauge, drain some of the oil
immediately.
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9. Remove the oil filler cap. Fill the crankcase through the oil filler tube only. Clean
the oil filler cap. Install the oil filler cap.
10. Start the engine according to this Operation and Maintenance Manual, "Engine
Starting" topic (Operation Section).
11. Operate the engine at low idle for two minutes. Inspect the engine for oil leaks.
a. Ensure that the oil level is at the "FULL" mark on the "LOW IDLE" side
of the oil level gauge.
12. Stop the engine and allow the oil to drain back into the sump for a minimum of ten
minutes.
13. Remove the oil level gauge and check the oil level. Maintain the oil level to the
"FULL" mark on the "ENGINE STOPPED" side of the oil level gauge.
Engine Oil Filter - Change
Replace the engine oil filters when the following conditions are met:
· Every oil change

· The engine oil filter differential pressure reaches 100 kPa (15 psi).
· The oil filters have been used for 1000 service hours or six months.
Note: Do not attempt to clean the used oil filters. Used oil filters will retain waste
particles. The used oil filters would not filter the oil properly.
Service tools are available to aid in the service of oil filters. Consult your Caterpillar dealer for the
part names and the part numbers. Follow the instructions that are supplied with the service tools.
If the service tools are not used, perform the following appropriate procedure.
Replacing the Engine Oil Filters With the Engine Stopped
WARNING!
Hot oil and components can cause personal injury. Do not allow hot oil or components to
contact skin.
Perform the following procedure after the oil has been drained.
Note: Use this procedure if the engine oil filters do not have a control valve.
1. Connect a hose from each drain valve to a suitable container in order to catch the
oil.
2. Open both drain valves. Allow the oil to drain.
Note: Some oil will remain in the housing after the oil has been drained. This oil will
pour out of the housing when cover is removed. Prepare to catch the oil in a
suitable container. Clean up any spilled oil with rags. DO NOT use absorbent
particles to clean up the oil.
2 - 38 10/2005
WARNING!
Personal injury can result from parts and/or covers under spring pressure.
Spring force will be released when covers are removed.
Be prepared to hold spring loaded covers as the bolts are loosened.
3. Be alert to the spring force. The cover has a spring force up to 240 N (54 lb).
Gradually loosen but do not remove the last two bolts or nuts that are located at
opposite ends of covers. Before removing the last two bolts or nuts, pry the covers
loose or tap the covers with a rubber mallet in order to relieve any spring pressure.
4. Elements are mounted on wire racks inside the housing. Use a pan to catch the oil
that drips when wire racks are removed. Remove wire racks. Remove used
elements. Clean up any oil that is spilled.
NOTICE
Caterpillar oil filters are built to Caterpillar specifications. Use of an oil filter not
recommended by Caterpillar could result in severe engine damage to the engine bearings,
crankshaft, etc., as a result of the larger waste particles from unfiltered oil entering the
engine lubricating system. Only use oil filters recommended by Caterpillar.
5. Ensure that the new oil filter elements are in good condition. Place the elements on
wire rack. Install the wire rack and the elements.
6. Ensure that the surfaces for O-ring seals are clean. Inspect the O-ring seals. If the
old O ring seals are damaged or deteriorated, replace the old O-ring seals with
new O-ring seals. Install the O-ring seals.
7. Install covers. Ensure that the spring is seated properly between elements and
covers. Close drain valves.
8. Ensure that the crankcase is filled with oil. Operate the prelube pump and rotate
the control valve (if equipped) to the "FILL" position for each housing. After both of
the housings are full of oil, turn the control valve (if equipped) to the "RUN"
position.
9. Start the engine. Check for oil leaks.
Replacing the Engine Oil Filters During Engine Operation
WARNING!
Filter contains hot pressurized fluid when engine is running.
Follow instructions on control valve to avoid personal injury.
If rapid air movement exists to blow fluid, Stop the engine to avoid fire.
If it is necessary to replace the oil filters during engine operation, perform the following procedure.
1. Connect a hose from drain valve to a suitable container in order to catch the oil.
2. Rotate control valve to the "LOWER SERVICE" position.
3. Open drain valve and drain the lower oil filter housing. Observe pressure gauge
until the pressure is "0".
pour out of the housing when cover is removed. Prepare to catch the oil in a
suitable container. Clean up any spilled oil with rags. DO NOT use absorbent
particles to clean up the oil.
2 - 39 10/2005
WARNING!
4. After zero pressure has been reached, remove cover. Be alert to the spring force.
The cover has a spring force up to 240 N (54 lb). Gradually loosen but do not
remove the last two bolts or nuts that are located at opposite ends of cover. Before
removing the last two bolts or nuts, pry the cover loose or tap the cover with a
rubber mallet in order to relieve any spring pressure.
5. Elements are mounted on wire rack inside the housing. Use a pan to catch the oil
that drips when wire rack is removed. Remove wire rack. Remove used elements.
Clean up any oil that is spilled.
NOTICE
Caterpillar oil filters are built to Caterpillar specifications. Use of an oil filter not
recommended by Caterpillar could result in severe engine damage to the engine bearings,
crankshaft, etc., as a result of the larger waste particles from unfiltered oil entering the
engine lubricating system. Only use oil filters recommended by Caterpillar.
6. Ensure that the new oil filter elements are in good condition. Place the elements on
wire rack. Install the wire rack and the elements.
7. Ensure that the surfaces for O-ring seal are clean. Inspect the O-ring seal. If the
old O ring seal is damaged or deteriorated, replace the old O-ring seal with a new
O-ring seal. Install the O-ring seal.
8. Install cover. Ensure that the spring is seated properly between element and cover.
Close drain valve.
9. Rotate control valve to the "LOWER FILL" position. Observe pressure gauge.
Check cover for leaks.
Note: A hydraulic stop will limit the rotation of the control valve until the oil filter
housing is full of oil.
10. After the pressure of the lower oil filter and the upper oil filter is equal, rotate
control valve to the "UPPER SERVICE" position. Repeat Step 1 through Step 9 for
the upper oil filter.
11. After the oil filters have been serviced and after the pressure of the lower oil filter
and the upper oil filter is equal, rotate control valve to the "RUN" position.
Inspect the Used Oil Filter Elements
Cut the used oil filter element open with a utility knife. Remove the metal wrap. Cut the filter
element free from the end caps. Spread apart the pleats and inspect the element for metal debris.
An excessive amount of debris in the element may indicate early wear or a pending failure.
Use a magnet to differentiate between the ferrous metals and the nonferrous metals that are found
in the element. Ferrous metals may indicate wear on the steel and the cast iron parts of the
engine. Nonferrous metals may indicate wear on the aluminum parts, the brass parts, or the
bronze parts of the engine. Parts that may be affected include the following components: main
bearings, rod bearings, turbocharger bearings and cylinder heads.
Aluminum debris may indicate problems with the bearings of the front gears. If aluminum debris is
found, inspect the crankshaft vibration damper and the bearings of the front idler gear.
Due to normal wear and friction, it is not uncommon to find small amounts of debris in the oil filter
element. If an excessive amount of debris is found in the oil filter element, consult your Caterpillar
dealer in order to arrange for further oil analysis.
2 - 40 10/2005
Engine Oil Level - Check
The most accurate check of the oil level is performed when the engine is stopped. Perform this
maintenance on a surface that is as level as possible.
1. Ensure that oil level gauge is seated.

a. If the engine is stopped, remove oil level gauge. Observe the oil level on
"ENGINE STOPPED WITH OIL COLD" side.
b. If the engine is operating, reduce the engine speed to low idle. Remove oil level
gauge and observe the oil level on "ENGINE AT LOW IDLE WITH WARM OIL"
side.
The oil level should be between "ADD" mark and "FULL" mark.
NOTICE
Engine damage can occur if the crankcase is filled above the "FULL" mark on the oil level
gauge (dipstick).
An overfull crankcase can cause the crankshaft to dip into the oil. This will reduce the
power that is developed and also force air bubbles into the oil. These bubbles (foam) can
cause the following problems: reduction of the oil's ability to lubricate, reduction of oil
pressure, inadequate cooling, oil blowing out of the crankcase breathers and excessive oil
consumption.
Excessive oil consumption will cause deposits to form on the pistons and in the
combustion chamber. Deposits in the combustion chamber lead to the following problems:
guttering of the valves, packing of carbon under the piston rings and wear of the cylinder
liner.
If the oil level is above the "FULL" mark on the oil level gauge, drain some of the oil
immediately.
2. If necessary, remove oil filler cap and add oil. For the correct oil to use, see this
Operation and Maintenance Manual, "Refill Capacities and Recommendations" topic
(Maintenance Section). Do not fill the crankcase above "FULL" mark. Clean the oil
filler cap. Install the oil filler cap.
3. Record the amount of oil that is added. For the next oil sample and analysis, include
the total amount of oil that has been added since the previous oil change. This will
help to provide the most accurate oil analysis.
2 - 41 10/2005
Engine Oil Sample - Obtain

In addition to a good preventive maintenance program, Caterpillar recommends using S·O·S oil
analysis at regularly scheduled intervals in order to monitor the condition of the engine and the
maintenance requirements of the engine.
Obtain the Sample and the Analysis
WARNING!
Hot oil and hot components can cause personal injury. Do not allow hot oil or hot
components to contact the skin.
After zero pressure has been reached, remove cover. Be alert to the spring force.
Before taking the sample, complete the Label, PEEP5031 for identification of the sample. To help
obtain the most accurate analysis, provide the following information:
· Engine model
· Service hours on the engine
· The oil's hours of use
· The amount of oil that has been added since the last oil change
To ensure that the sample is representative of the oil in the crankcase, obtain a warm, well mixed
oil sample.
To avoid contamination of the oil samples, the tools and the supplies that are used for obtaining oil
samples must be clean.
Caterpillar recommends using the sampling valve in order to obtain oil samples. The quality and
the consistency of the samples is better when the sampling valve is used. The location of the
sampling valve allows oil that is flowing under pressure to be obtained during normal engine
operation.
The 8T-9190 Fluid Sampling Bottle Group is recommended for use with the sampling valve. The
bottle group includes the parts that are needed for obtaining oil samples. Instructions are also
provided.
NOTICE
Do not use the same vacuum sampling pump for extracting oil samples that is used for
extracting coolant samples.
A small residue of either type sample may remain in the pump and may cause a false
positive analysis for the sample being taken.
Always use a designated pump for oil sampling and a designated pump for coolant
sampling.
Failure to do so may cause a false analysis which could lead to customer and dealer
concerns.
2 - 42 10/2005
If the engine is not equipped with a sampling valve, use the 1U-5718 Vacuum Pump. The pump is
designed to accept sampling bottles. Disposable tubing must be attached to the pump for insertion
into the sump.
For instructions, see Special Publication, PEHP6001, "How To Take A Good Oil Sample". Consult
your Caterpillar dealer for complete information and assistance in establishing an S·O·S program
for your engine.
Engine Timing, Synchronization, and Valve Lash - Inspect/Adjust

For instructions on the following procedures, see the Service Manual, "Systems Operation/Testing
and Adjusting". Consult your Caterpillar dealer for assistance.
Check the Timing of the Crankshaft and Camshaft
The timing of the crankshaft and camshaft must be checked, and the valve bridge must be
adjusted before the valve lash is adjusted. The camshafts must be correctly timed with the
crankshaft before the fuel timing is adjusted.
NOTICE
If the camshaft is rotated with the timing pin installed, the timing pin will break. This can
result in further damage. Make sure to remove the timing pin before the camshaft is
rotated.
NOTICE
DO NOT use the starting motor to rotate the crankshaft. The lubrication oil can drain out
from between the crankshaft and the engine bearings if the engine has not been operated
for a period of time. Damage can result if the crankshaft is rotated on dry bearing surfaces.
To prevent damage to the crankshaft bearings, DO NOT crank the engine before prelube,
especially after this maintenance procedure.
NOTICE
The prelube pump should not be operated continuously for extended periods of time. If,
during repairs, the prelube pump has run continuously for a period of three hours or more,
it will be necessary to remove any oil that may have collected in the cylinders and/or above
the valves.
Prelube of the engine is required before the crankshaft is rotated for normal maintenance. Activate
the prelube pump for rotating the engine crankshaft.
2 - 43 10/2005
NOTICE
The barring device can also be used to prevent rotation of the crankshaft.
Fuel Injector Timing (Fuel Timing)
The camshafts must be correctly timed with the crankshaft before the fuel timing is adjusted. The
fuel timing dimension is stamped on the engine Information Plate.
Fuel Injector Clamp
The top surface of the clamp for the fuel injector must be parallel to the top surface of the cylinder
head.
Fuel Injector Synchronization
Synchronize the fuel injectors. When this maintenance procedure is complete, ensure that the
barring device is disengaged from the flywheel and ensure that the handle of the barring device is
secured in the disengaged position.
Valve Bridge
NOTICE
Do NOT attempt to adjust the valves if the crankshaft and camshaft are not synchronized.
Disregard for this can result in engine damage such as bent valves.
Check the valve bridge and adjust the valve bridge, if necessary. Perform the procedure for both
valve bridges for each cylinder. After the valve bridge is satisfactory, check the valve lash.
Engine Valve Lash
If the valve lash is within the tolerance, an adjustment of the valve lash is NOT necessary.
The crankshaft and camshaft timing must be checked, and valve bridge adjustment must be
performed before making a valve lash adjustment.
Perform the valve lash setting when the engine is cold. After the engine has been shut down and
the valve covers are removed, the engine is considered cold.
Before performing maintenance, prevent the entry of foreign matter into the top of the cylinder
head and the valve mechanism. Thoroughly clean the area around the valve mechanism covers.
Engine Oil Temperature Regulator - Replace

The oil temperature regulators divert the engine oil to the oil cooler in order to maintain engine oil
temperature.
For instructions on replacing the oil temperature regulators, see the Service Manual, "Disassembly
and Assembly" module.
2 - 44 10/2005
Engine Protection Devices - Calibrate

A calibration check of the engine protective devices will ensure that the alarms and shutoffs
activate at the setpoints.
To prevent damage to the engine, only authorized service personnel or your Caterpillar dealer
should perform the tests.
· For the calibration of temperature contactors, see Special Instruction, SEHS9827,

"Calibration of Temperature Contactors".
· For the calibration of pressure contactors, see Special Instruction, SEHS9828,
"Calibration of Pressure Contactors".
· For engines with the Caterpillar Marine Monitoring System, see Owner's Manual,
SEBU7134, "3600 Diesel Marine Monitoring System".
Consult your Caterpillar dealer or refer to the Service Manual for more information.
Engine Protective Devices - Check

Alarms and shutoffs must function properly. Alarms provide timely warning to the operator.
Shutoffs help to prevent damage to the engine. It is impossible to determine if the engine
protective devices are in good working order during normal operation. Malfunctions must be
simulated in order to test the engine protective devices.
NOTICE
During testing, abnormal operating conditions must be simulated.
The tests must be performed correctly in order to prevent possible damage to the engine.
Perform a Static Test
Inspect the components of the alarm and shutoff systems for good condition. Test the operation of
the alarms and shutoffs.
A static test of the engine protective devices will ensure that the alarms and shutoffs are
functioning properly.
2 - 45 10/2005
Inspect the Connections of the Engine Protective Devices
Inspect the wiring and the electrical connections for these components:
• Connectors
• Control panel
• Junction box
• Sensors
1. Turn the engine control switch to the "OFF/RESET" position. Open the circuit
breaker
or circuit breakers of the main power supply.
2. Inspect all of the wiring for the following conditions:
• Fraying
• Damaged insulation
• Corrosion
Make repairs, as needed.
3. Check the wiring for secure connections at these points of the junction box and the
control panel:
• Connectors
• Relays
• Switches
• Terminal strips
Perform a pull test for each wire. This test will ensure that the wiring is properly
attached. Test each wire individually.
a. Pull each wire with approximately 45 N (10 lb) of force. Pull the wire
firmly.
If a wire is loose, repair the connection.
4. Inspect the wiring at the relays and terminal strips for these conditions:
• Corrosion
• Fraying
a. If corrosion is found, scrape large deposits. Use cotton swabs with

denatured alcohol to clean any corrosion that remains.
Investigate the source of the corrosion. Correct the condition.
If damage is found, replace the part.
• Remove frayed strands of wire or tin the wire.
b. Perform Steps 6 and 7 for the connectors of the control panel and the
junction box.
Note: The wiring is soldered to the pins and sockets of Military Standard and Jaeger
connectors. The wiring is crimped into the pins and sockets of Deutsch DT
connectors.
2 - 46 10/2005
5. Check the wiring for secure connections at these points:
• Connectors
• Sensors
Perform a pull test for each wire. This test will ensure that the wiring is properly
attached. Test each wire individually.
a. For wiring that is attached to a connector, hold the body of the

connector with one hand. Pull each wire with approximately 45 N (10 lb)
of force. Pull the wire firmly.
b. Before testing the wiring of the sensors, ensure that the sensors are
securely installed. Then pull each wire with approximately 45 N (10 lb)
of force.
If a wire is loose, repair the connection.
6. Disconnect the connectors at the following locations. Inspect the connectors.
• Engine sensors
• Junction box
• Modules of the control panel
a. Inspect each pin and each socket for corrosion and damage.
If corrosion is found, scrape large deposits. Use cotton swabs with

denatured alcohol to clean any corrosion that remains.
Investigate the source of the corrosion. Correct the condition.
If damage is found, replace the part.
7. Reconnect the connectors.
a. For Military Standard and Jaeger connectors, ensure the following

conditions:
• The connection is threaded properly.

• The connection is threaded completely. Very little thread or no thread is
visible.
b. For Deutsch DT connectors, ensure that the plug and the receptacle are
securely connected.
8. Close the circuit breaker or circuit breakers of the main power supply.
2 - 47 10/2005
Engine Valve Rotators - Inspect
NOTICE
A valve rotator which does not operate properly will accelerate valve face wear and valve
seat wear and shorten valve life. If a damaged rotator is not replaced, valve face guttering
could result and cause pieces of the valve to fall into the cylinder. This can cause piston
and cylinder head damage.
Note: Use of a platform may be necessary to reach the engine valve rotators.
Perform this procedure after the valve lash has been set.
1. Mark the tops of the valve rotators with a permanent marker. Note the position of
the marks.
2. Install the valve covers. See the Service Manual for the procedure.
3. Start the engine. Operate the engine for 5 minutes. Stop the engine.
4. Remove the valve covers. Observe the position of the marks that are on the valve
rotators.
If a valve fails to rotate, consult your Caterpillar dealer.
Exhaust Piping - Inspect
WARNING!
Hot engine components can cause injury from burns. Before performing maintenance on
the engine, allow the engine and the components to cool.
Inspect the components of the exhaust system. Repair the components or replace the
components for any of the following conditions:
• Damage
• Cracks
• Leaks
• Loose connections
For information on removal and installation, see the Service Manual, "Disassembly and Assembly"
module. Consult your Caterpillar dealer for assistance.
2 - 48 10/2005
Exhaust Shields - Inspect
WARNING!
NOTICE
The exhaust shields can be damaged if work is performed on the exhaust shields or
around the exhaust shields.
Remove the exhaust shields or protect the exhaust shields before performing work on the
exhaust shields or around the exhaust shields. Handle the exhaust shields carefully.
Do not tear the foil that is inside of the exhaust shields. Torn foil will allow the insulation to
absorb flammable liquids and a fire can result from engine heat.
Ensure that the exhaust manifold is cool. Inspect the exhaust shields. Replace any exhaust shield
that is damaged. Refer to the Service Manual for the procedure to remove the exhaust shields
and install the exhaust shields.
2 - 49 10/2005
Fuel Analysis - Obtain

To ensure optimum performance of the engine, obtain a complete fuel analysis when fuel is
delivered. Obtain the analysis before using the fuel.
1. Ask the supplier of the fuel for the fuel specifications.

2. Obtain samples of the fuel.
Note: If a fuel supply is delivered to the site by trucks, obtain samples from
approximately five percent of the supply tanks.
a. Submit a sample of the fuel immediately to an independent laboratory

for analysis.
The fuel analysis must include all of the properties that are listed in
Special Publication, SEBU7003, "3600 Diesel Engine Fluids
Recommendations For Lubricants, Fuels, and Coolants".
b. Retain samples of the fuel in case future analysis is needed. Label the
samples accurately for future identification. The samples may be
needed for future analysis if questions about quality, stability, or
compatibility arise.
3. Compare the supplier's report to the report from the analysis.
The reports may indicate variations within the fuel. If the reports are inconsistent,
obtain another analysis of the fuel. This will eliminate the possibility of testing error.
4. Compare the reports to Special Publication, SEBU7003, "3600 Diesel Engine Fluids
If the fuel does not meet the minimum requirements, deposits and/or corrosion could
cause excessive wear on the fuel system and/or failure of the fuel system.
Clean fuel that meets the fuel recommendations will help ensure rated engine performance and
maximum engine service life.
2 - 50 10/2005
Fuel System - Prime
WARNING!
Fuel leaked or spilled onto hot surfaces or electrical components can cause a fire.
NOTICE
Do not allow dirt to enter the fuel system. Thoroughly clean the area around a fuel system
component that will be disconnected. Fit a suitable cover over disconnected fuel system
component.
Prime the fuel system in order to fill dry fuel filters and purge air from the fuel system. Prime the
fuel system after the following occurrences:
• The fuel filter elements are replaced.

• The engine is run dry.
• The fuel lines have been disconnected.
• The engine has been overhauled.
• The engine is removed from storage.
1. Loosen the vent plugs that are on the top of the fuel filter covers.
2. Operate priming pump. Turn the handle clockwise until fuel appears at the openings
of the vent plugs. Operate the priming pump until the fuel flows free of air bubbles.
Clean up any spilled fuel immediately.
3. Tighten the vent plugs.
Priming the Fuel System After Disconnecting Fuel Lines or After an

Overhaul
1. Loosen connector. The connector is above the fuel pressure regulator valve. Use a
cloth to catch any fuel and clean up any fuel that overflows.
2. Operate priming pump. Turn the handle clockwise until fuel appears at the opening
of the connector. Operate the priming pump until the fuel flows free of air bubbles.
Clean up any spilled fuel immediately.
3. Tighten connector.
2 - 51 10/2005
Fuel System Primary Filter/Water Separator - Drain
WARNING!
NOTICE
Use a suitable container to catch any fuel that might spill. Clean up any spilled fuel
immediately.
Primary Filter
1. To drain filter, lift lock and turn lever to the "FILTER 2 RUN" position. Release the
lock.
2. Hold a suitable container under drain valve. Open the drain valve. Allow the
moisture to drain. Close the drain valve.
3. Lift lock and move lever to the "BOTH RUN" position for one minute.
4. To drain filter, lift lock and turn lever to the "FILTER 1 RUN" position. Release the
lock.
5. Repeat Steps 2 and 3 for filter.
Water Separator
For specific instructions on draining the water separator, see the service information that is
provided by the OEM of the water separator.
NOTICE
The water separator is under suction during normal engine operation. Ensure that the drain
valve is tightened securely to help prevent air from entering the fuel system.
2 - 52 10/2005
Fuel System Primary Filter (Water Separator) Element - Replace
WARNING!
Fuel leaked or spilled onto hot surfaces or electrical components can cause a fire. To help
prevent possible injury, turn the start switch off when changing fuel filters or water
separator elements. Clean up fuel spills immediately.
NOTICE
component.
Primary Filter
Servicing the Primary Filters During Engine Operation
1. To service "FILTER 2", lift lock and turn lever to the "FILTER 1 RUN" position.
Release the lock.
2. Hold a suitable container under drain valve. Open the drain valve. Allow the
moisture to drain. Close the drain valve.
3. Remove nut. Remove the filter case.
4. Remove element and seals.
5. Clean the filter case, the element, and the seals with clean, nonflammable solvent.
Allow the parts to dry.
6. Inspect the element and the seals for good condition. Obtain new parts, if
necessary. See the Parts Manual for the engine.
7. Assemble the clean, dry element, seals, and filter case. Use clean diesel fuel on
the seals to make installation easier. Tighten nut. Close drain valve.
8. Lift lock and move lever to the "BOTH RUN" position for one minute.
9. To service "FILTER 1", lift lock and turn lever to the "FILTER 2 RUN" position.
Release the lock.
10. Repeat Steps 2 through 8 for "FILTER 1".
Servicing the Primary Filters With the Engine Stopped
1. Ensure that the fuel to the engine is OFF.
2. Refer to "Servicing the Primary Filters During Engine Operation". Perform Steps 2
through 7 for both filters.
It may be necessary to prime the fuel system before the engine will start. See this Operation and
Maintenance Manual, "Fuel System - Prime" topic (Maintenance Section).
Water Separator
Replace the water separator element according to the instructions that are provided by the OEM
of the water separator.
2 - 53 10/2005
Fuel System Secondary Filter - Replace

Replace the secondary fuel filter elements when either of the following conditions occur:
• The engine is operating at rated speed and at operating temperature and the fuel
filter
differential pressure reaches 69 kPa (10 psi).
• The fuel filter elements have been used for 1000 hours of operation.
Service tools are available to aid in the service of oil filters and fuel filters. Consult your Caterpillar
dealer for the part names and the part numbers. Follow the instructions that are supplied with the
service tools. If the service tools are not used, perform the following appropriate procedure.
Replacing the Secondary Filters With the Engine Stopped
WARNING!
1. Stop the engine. Connect one end of a hose to each drain valve. Insert the other
end of the hoses into a suitable container in order to catch the fuel.
NOTICE
component.
NOTICE
immediately.
2. Remove both vent plugs. Open both drain valves in order to drain the secondary
fuel filters.
2 - 54 10/2005
WARNING!
Personal injury can result from parts and/or covers under spring pressure. Spring force will
be released when covers are removed. Be prepared to hold spring loaded covers as the
bolts are loosened.
3. Gradually loosen but do not remove the last two bolts or nuts that are located at
opposite ends of cover. Before removing the last two bolts or nuts, pry the cover
loose in order to relieve any spring pressure. Remove covers from both fuel filter
housings.
4. Four elements are installed on wire rack. Remove wire racks. Discard the used
elements. Remove O-ring seals. Discard the used O-ring seals.
5. Clean covers. Clean wire racks. Install new O-ring seals.
6. Inspect new elements for good condition. Install elements and wire racks.
7. Install covers. Ensure that the spring is seated properly between covers and
elements.
8. Close drain valves. Clean vent plugs. Install the vent plugs loosely. Prime the fuel
system. See this Operation and Maintenance Manual, "Fuel System - Prime" topic
(Maintenance Section).
9. Start the engine and check for fuel leaks.
Replacing the Secondary Filters During Engine Operation
WARNING!
Filter contains hot pressurized fluid when engine is running.
Follow instructions on control valve to avoid personal injury. If rapid air movement exists
to blow fluid, Stop the engine to avoid fire.
WARNING!
1. To service the lower secondary fuel filter, turn control valve to the "UPPER RUN"
position.
2. Connect one end of a hose to drain valve. Insert the other end of the hose into a
suitable container in order to catch the fuel.
2 - 55 10/2005
NOTICE
component.
NOTICE
immediately.
3. Remove vent plug. Open drain valve in order to drain the lower secondary fuel
filter.
WARNING!
4. Gradually loosen but do not remove the last two bolts or nuts that are located at
opposite ends of cover. Before removing the last two bolts or nuts, pry the cover
loose in order to relieve any spring pressure. Remove cover.
5. Four elements are installed on wire rack. Remove wire rack. Discard the used
elements. Remove O-ring seal. Discard the used O-ring seal.
6. Clean covers. Clean wire racks. Install new O-ring seals.
7. Inspect new elements for good condition. Install elements and wire rack.
8. Install cover. Ensure that the spring is seated properly between cover and
elements.
9. Close drain valve. Clean vent plug. Install the vent plug loosely. Slowly turn control
valve to the "LOWER FILL" position. After five minutes, turn control valve to the
"BOTH RUN" position. Tighten vent plug.
10. To service the upper secondary fuel filter, turn control valve to the "LOWER RUN"
position. Perform Steps 1 through 9 for the upper secondary fuel filter.
11. After both of the secondary fuel filters have been serviced, turn control valve to the
"BOTH RUN" position.
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Fuel Tank Water and Sediment - Drain
Day Tank
Fuel quality is critical to the performance and to the service life of the engine. Water in the fuel
can cause excessive wear to the fuel system. Condensation occurs during the heating and cooling
of fuel. The condensation occurs as the fuel passes through the fuel system and the fuel returns
to the day tank. This causes water to accumulate in the day tank. Draining the day tank regularly
and obtaining fuel from reliable sources can help to eliminate water from the fuel.
Day tanks should have a provision for draining water and sediment.
Open the drain valve on the bottom of the day tank in order to drain the water and the sediment.
Close the drain valve.
Drain the water and sediment from the day tank daily. The quality of the fuel or the operating
conditions may require the water and sediment to be drained more often.
Fill the day tank after operating the engine in order to drive out moist air. This will help prevent
condensation. Do not fill the tank to the top. The fuel expands as the fuel gets warm. The tank
may overflow.
Some day tanks use supply pipes that allow water and sediment to settle below the end of the fuel
supply pipe. Some day tanks use supply lines that take fuel directly from the bottom of the tank. If
the engine is equipped with this system, regular maintenance of the fuel system filter is important.
Fuel Storage Tanks
Drain the water and the sediment from the fuel storage tank daily. Ensure that the water and
sediment is drained from the fuel storage tank when the tank is refilled. This will help prevent
water and/or sediment from being pumped from the fuel storage tank into the engine fuel tank.
If a bulk storage tank has been refilled or moved recently, allow adequate time for the sediment to
settle before filling the engine fuel tank. Internal baffles in the bulk storage tank will also help trap
sediment. Filtering fuel that is pumped from the storage tank helps to ensure the quality of the
fuel. When possible, water separators should be used.
2 - 57 10/2005
Governor Actuator Linkage - Check

Check the governor actuator linkage for proper operation. Refer to the Service Manual for the
procedure to adjust the governor actuator linkage.
Governor Actuator Oil - Replace
NOTICE
Contamination of oil is a major cause of problems for governor actuators. Only use new oil.
A container that is used to fill the governor actuator must be clean. Rinse the container
with the new oil before filling the container.
NOTICE
containing fluids.
1. Attach one end of a hose to drain cock (1). Insert the other end of the hose into a
suitable container. Open filler cap (3). Open drain cock (1). Allow the oil to drain.
2. Close drain cock (1). Pour clean engine oil into the oil filler until the oil flows out of
the vent hole in sight gauge (2). Approximately 1.4 L (1.50 qt) of oil will be required.
Clean filler cap (3). Install the filler cap.
3. Check the oil level in sight gauge (2) immediately after the engine is started. Add
more oil or drain oil until the oil level is at the center of the sight gauge. Remove the
hose from drain cock (1). Clean up any oil that has spilled.
Check the Operation of the Governor Actuator
After the oil has been replaced, check the governor actuator for proper operation. Refer to the
instructions that are provided by the OEM of the governor actuator or refer to the Service Manual.
Consult your Caterpillar dealer for assistance.
2 - 58 10/2005
Governor Actuator Oil Level - Check
NOTICE
Contamination of oil is a major cause of problems for governor actuators. Only use new oil.
A container that is used to fill the governor actuator must be clean. Rinse the container
with the new oil before filling the container.
Instrument Panel - Inspect

Inspect the instrument panel for good condition. Perform the self-test. All of the warning lamps
should illuminate. If a warning lamp does not illuminate, replace the bulb immediately. If the alarm
does not sound, investigate the problem and correct the problem.
Check the condition of all of the gauges. If a gauge is broken, repair the gauge or replace the
gauge immediately.
Frequently monitor the gauges during normal operation.
Record the data in a log. Compare the new data to the data that was previously recorded.
Comparing the new data to the recorded data will help to establish the trends of engine
performance. A gauge reading that is abnormal may indicate a problem with operation or a
problem with the gauge.
Magnetic Pickups - Clean/Inspect

1. Remove the magnetic pickup from the flywheel housing.
2. Clean the face of the magnet. Check the condition of the magnetic pickup.
3. Install the magnetic pickup in the flywheel housing. Turn the magnetic pickup
clockwise until the magnet contacts a tooth of the flywheel ring gear.
4. Turn the magnetic pickup counterclockwise for 1 1/4 turns (450 ± 30 degrees).
Maintain a clearance of 0.70 ± 0.15 mm (.028 ± .006 inch) between the magnetic
pickup and the tooth of the flywheel ring gear. Tighten the locknut to 47 ± 7 N·m (35
± 5 lb ft).
2 - 59 10/2005
Metal Particle Detector - Inspect

If the metal particle detector causes a shutdown, inspect the detector.
Note: For instructions on servicing the metal particle detector, see the literature that
is provided by the OEM of the detector.
1. Remove the grid from the inside of the detector.

2. If metal particles are found, determine the source of the particles.
NOTICE
Metal particles in the lube oil may indicate a serious condition that requires immediate
attention.
If metal particles are found in the grid of the detector, do not start the engine until the
source of the particles is found and the condition is corrected. Failure to do so could cause
severe damage to the engine.
3. Clean the grid with nonflammable solvent. Install the clean, dry grid.
Oil Mist Detector - Check
Drain the Condensation
Note: More frequent draining may be required in humid environments.
Inspect vent line for proper ventilation.
Open drain in order to drain the condensation trap. Drain the condensation into a suitable
container. Close the drain.
Check the Vacuum in the Measuring Track
Check the vacuum in the measuring track according to the service instructions that are provided
by the OEM of the oil mist detector. Adjust the driving air pressure, if necessary. Refer to the
Testing and Adjusting, RENR2225 for additional information about the oil mist detector or the
literature that is provided by the OEM of the oil mist detector.
2 - 60 10/2005
Oil Mist Detector - Clean/Replace

Note: For all maintenance and service procedures for the oil mist detector, refer to
the Testing and Adjusting, RENR2225 for additional information about the oil
mist detector or refer to the service instructions that are provided by the OEM
of the oil mist detector.
Every Three Months
Perform the following maintenance items according to the instructions that are provided by the
OEM of the oil mist detector.
• Clean the two fresh air bores in the measuring device.

• Clean the glasses for the infrared filter in the measuring device.
• Replace the sintered bronze filters in the measuring device.
Yearly
Replace the sintered bronze filters in the pressure regulator.
Follow the instructions that are provided by the OEM of the oil mist detector.
Overhaul (Top End)

A top end overhaul involves the removal, the inspection, and the rework of the cylinder head
components. Some additional components are replaced and serviced.
Your Caterpillar dealer can provide these services and components. Your Caterpillar dealer can
ensure that the components are operating within the appropriate specifications.
Note: The driven equipment may also require service when the engine is overhauled.
Refer to the literature that is provided by the OEM of the driven equipment.
If you elect to perform an overhaul without the services of a Caterpillar dealer, be aware of the
following recommendations.
Fuel Consumption Before A Top End Overhaul
The overhaul interval that is listed in this Operation and Maintenance Manual, "Maintenance
Interval Schedule" is expressed in service hours. A more accurate figure to use is fuel
consumption. Fuel consumption corresponds more accurately to the engine load.
Table 1 lists an average range of fuel consumption for a reasonable load factor before a top end
overhaul. Use the range of fuel consumption only as a guideline.
Table 1
Approximate Fuel Consumption Before A Top End Overhaul
Engine Model Fuel Consumption
3606 5 685 000 L (1,500,000 US gal)
3608 7 580 000 L (2,000,000 US gal)
3612 11 370 000 L (3,000,000 US gal)
3616 15 160 000 L (4,000,000 US gal)
2 - 61 10/2005
Remanufacturing or Rebuilding of Components
Rework the following components:
• Air shutoff valve

• Cylinder heads
• Cylinder dowels
• Exhaust valves
• Exhaust valve seat inserts
• Inlet valves
• Inlet valve seat inserts
• Inner valve springs
• Outer valve springs
• Unit injectors
• Valve spring guides
• Valve spring locks
• Valve rotators
Note: The angles of the valves and seats are different.
If the valves and seats are not replaced, lap the valves and seats. The valve and the outer
diameter of the seat must have 360 degrees of contact. If the valves and the seats require
regrinding, see the Service Manual, "Specifications" module for the angles.
Inspection and/or Replacement of Components
Inspect the following components according to the instructions that are in Caterpillar reusability
publications. Refer to Guidelines for Reusable Parts and Salvage Operations, SEBF8029, "Index
of Publications on Reusability or Salvage of Used Parts". Replace the components, if necessary.
• Cylinder sleeves
• Exhaust shields
• Starting motor
• Thermocouples
Replacement of Components
Replace the following components.
• Connecting rod bearings

• Cylinder head gaskets and seals
• Exhaust manifold gaskets
• Fuel transfer pump seals
• Inlet air line seals
• Oil cooler seals
• Oil pump bearings and seals
• Oil temperature regulators and seals
• Turbocharger bearings, bushings, and seals
• Valve lubricator pump (if equipped)
• Water pump bearings and seals
• Water temperature regulators and seals
2 - 62 10/2005
Cleaning and Inspection of Components

Clean the following components. Inspect the components for good condition. Replace the
components, if necessary.
• Oil cooler core

• Oil suction screen
Oil Cooler Core
For cleaning the oil cooler core, see this Operation and Maintenance Manual, "Aftercooler Core -
Clean/Test" procedure. The procedure may be used for cleaning both the aftercooler core and the
oil cooler core.
Oil Suction Screen
For cleaning the oil suction screen, see this Operation and Maintenance Manual, "Engine Oil -
Change" procedure.
2 - 63 10/2005
Overhaul (Major)
The need for a major overhaul is determined by several factors.
• An increase of oil consumption

• An increase of crankcase blowby
• A decrease and variation of cylinder compression
Other factors must also be considered for determining a major overhaul:
• The total amount of fuel consumption

• The service hours of the engine
• The wear metal analysis of the lube oil
• An increase in the levels of noise and vibration
An increase of wear metals in the lube oil indicates that the bearings and the surfaces that wear
may need to be serviced. An increase in the levels of noise and vibration indicates that rotating
parts require service.
Note: It is possible for oil analysis to indicate a decrease of wear metals in the lube
oil. The cylinder liners may be worn so that polishing of the bore occurs. Also,
the increased use of lube oil will dilute the wear metals.
Monitor the engine as the engine accumulates service hours. Consult your Caterpillar dealer about
scheduling a major overhaul.
A major overhaul includes all of the work that is done for top end overhauls. A major overhaul
includes additional parts and labor. Additional parts and labor are required in order to completely
rebuild the engine.
For the major overhaul, all of the bearings, seals, gaskets, and components that wear are
disassembled. The parts are cleaned and inspected. If necessary, the parts are replaced. The
crankshaft is measured for wear. The crankshaft may require regrinding. Alternatively, the
crankshaft may be replaced with a Caterpillar replacement part.
following recommendations.
Fuel Consumption Before A Major Overhaul
Interval Schedule" is expressed in service hours. A more accurate figure to use is fuel
consumption. Fuel consumption corresponds more accurately to the engine load.
Table 1 lists an average range of fuel consumption for a reasonable load factor before a major
2 - 64 10/2005
Table 1
Approximate Fuel Consumption Before A Major Overhaul
Engine Model Fuel Consumption
3606 11 370 000 L (3,000,000 US gal)
3608 15 160 000 L (4,000,000 US gal)
3612 22 740 000 L (6,000,000 US gal)
3616 30 320 000 L (8,000,000 US gal)
Remanufacturing or Rebuilding of Components
Rework the following components.
• Air shutoff valve

• Centrifugal oil filter bearings
• Cylinder heads
• Starting motor
Replacement of Components
Replace the following components.
• Accessory group bearings

• Cylinder head gaskets
• Cylinder head valves and valve guides
• Cylinder head valve spring guides
• Exhaust manifold gaskets
• Exhaust manifold seals and bellows
• Exhaust shields
• Front gear train bearings
• Inlet air line seals
• Oil temperature regulators and seals
• Unit injectors
• Water pump bearings and seals
• Water temperature regulators and seals
2 - 65 10/2005
Inspection and/or Replacement of Components
Inspect the following components according to the instructions that are in Caterpillar reusability
of Publications on Reusability or Salvage of Used Parts". Replace the components, if necessary.
• Aftercooler core
• Alarm and shutoff controls
• Camshafts
• Camshaft bearings
• Crankshaft
• Cylinder liners
• Cylinder sleeves
• Exhaust manifolds
• Front gear group
• Fuel transfer pump seals
• Main bearings
• Oil cooler seals
• Oil pump bushings and seals
• O-Ring seals and plugs
• Pistons and piston rings
• Priority valve
• Rear gear group
• Rear gear train bearings and seals
• Rocker arm bearings
• Thermocouples
·• Thrust bearings
• Turbocharger bearings, bushings, and seals
• Valve lubricator pump, gaskets, and seals
• Valve mechanism group
• Water pump bearing and seals
Inspect the camshaft for damage to the journals and the lobes. Inspect the following components
for signs of wear and/or for signs of scuffing:
• camshaft bearings
• camshaft followers
Inspect the crankshaft for any of the following conditions:
• deflection
• damage to the journals
• bearing material that has seized to the journals
2 - 66 10/2005
Check the journal taper and the profile of the crankshaft journals. Check these components by
interpreting the wear patterns on the following components:
• rod bearing
• main bearings
Note: If the crankshaft or the camshaft are removed for any reason, use the magnetic
particle inspection process to check for cracks.
Replace the crankshaft vibration damper if any of the following conditions occur:
• Engine failure due to a broken crankshaft

• Excessive wear of the front bearing for the crankshaft
• Excessive wear of the gear train that is not caused by a lack of lubrication
Inspect the gears of the gear train and inspect the gear train bushings for the following conditions:
• Worn gear teeth

• Unusual fit
• Unusual wear
Cleaning and Inspection of Components
Clean the following components. Inspect the components for good condition. Replace the
components, if necessary.
Replace the gaskets and seals for the components.
• Air inlet lines

• Camshaft front covers
• Camshaft drive gear covers
• Central structure covers
• Crankcase side covers
• Crankshaft
• Crankshaft vibration damper
• Front housing group
• Fuel lines
• Fuel transfer pump
• Gear inspection group
• Oil cooler core
• Oil lines
• Oil suction screen
• Piston undercrown
• Power take-off covers
• Priority valve group
• Rear housing group
• Rear structure covers
• Valve covers
• Water lines
2 - 67 10/2005
Overhaul Considerations
Severe Operation
Severe operation is the use of an engine that exceeds current published standards for that engine.
Caterpillar maintains standards for the following engine parameters:
• Horsepower
• Range of rpm
• Fuel consumption
• Fuel quality
• Altitude
• Maintenance intervals
• Selection of oil
• Selection of coolant
• Environmental qualities
• Installation
Refer to the standards for your engine or consult your Caterpillar dealer in order to determine if
your engine is operating within the defined parameters.
Severe operation can accelerate component wear. Engines that are operating under severe
conditions may need more frequent maintenance intervals for the following reasons:
• Maximum reliability
• Retention of full service life
Because of individual applications, it is not possible to identify all of the factors which can
contribute
to severe operation. Consult your Caterpillar dealer about the maintenance that is needed for your
specific engine.
The following factors can contribute to severe operation: environment, improper operating
procedures and improper maintenance practices.
Environmental Factors
Extreme Ambient Temperatures
Extended operation in environments that are extremely cold or hot can damage components.
Valve components can be damaged by carbon buildup if the engine is frequently started and
stopped in very cold temperatures. Extremely hot inlet air reduces the performance capabilities of
the engine.
Note: See this Operation and Maintenance Manual, "Cold Weather Operation" topic
(Operation Section), or see Supplement, SEBU5898, "Cold Weather
Recommendations".
Cleanliness
Unless the equipment is cleaned regularly, extended operation in a dirty environment and in a
dusty environment can damage components. Built up mud, dirt, and dust can encase components.
This can make maintenance difficult. The buildup can contain corrosive chemicals. Corrosive
chemicals and salt can damage some components.
2 - 68 10/2005
Improper Operating Procedures

• Extended operation at low idle
• Minimum cool down periods after high load factor operation
• Operating the engine beyond the guidelines for the engine rating
• Operating the engine at loads that are greater than the rated load
• Operating the engine at speeds that are greater than the rated speed
• Use of the engine for an application that is not approved
Improper Maintenance Practices

• Extension of maintenance intervals
• Not using recommended fuel, lubricants, and coolant/antifreeze
Overhaul Information
An overhaul is replacing the major worn components of the engine. An overhaul interval is a
maintenance interval that is planned. The engine is rebuilt with certain rebuilt parts or new parts
that replace the worn parts.
An overhaul also includes the following maintenance:
• Inspection of all the parts that are visible during the disassembly
• Replacement of the seals and gaskets that are removed
• Cleaning of the internal passages of the engine and the engine block
Most owners will save money by overhauling the engine at the intervals that are recommended in
this Operation and Maintenance Manual which represents the maintenance and repair costs for an
owner that followed the recommendations for inspection, maintenance, and repair.
By following the "repair-before-failure" guidelines in this Operation and Maintenance Manual could
significantly reduce the overhaul cost. By not following this philosophy the cost of overhaul could
be higher, because of two key factors:
• Delaying an overhaul until a breakdown increases the chance of a catastrophic

failure.
This type of failure requires more parts, labor, and cleanup.
• Excessive wear means that fewer components will be reusable. More labor may be
required for salvage or repair of the components.
When all of the costs are considered, "repair-before-failure" is the least expensive alternative for
most components and engines.
It is not practical to wait until the engine exhibits symptoms of excessive wear or failure. It is not
less costly to wait. A planned overhaul before failure may be the best value for the following
reasons:
• Costly unplanned downtime can be avoided.

• Many original parts can be reused according to the guidelines for reusable parts.
• The service life of the engine can be extended without the risk of a major catastrophe
due to engine failure.
• Achieve the best cost/value relationship per hour of extended service life.
2 - 69 10/2005
Overhaul Intervals
Some factors that are important for determining the overhaul intervals include the following
considerations:
• Performance of preventive maintenance

• Use of recommended lubricants
• Use of recommended coolants
• Use of recommended fuels
• Proper installation
• Operating conditions
• Operation within acceptable limits
• Engine load
• Engine speed
Generally, engines that are operated at a reduced load and/or speed achieve more service life
before an overhaul. However, this is for engines that are properly operated and maintained.

Note:The driven equipment may also require service when the engine is overhauled.
Using Fuel Consumption For Calculating the Overhaul Intervals
Experience has shown that maintenance intervals are most accurately based on fuel consumption.
Fuel consumption corresponds more accurately to the engine load. Tables 1, 2, and 3 list average
ranges of fuel consumption for a load factor of approximately 60 percent.
2 - 70 10/2005
Table 1
Maintenance Intervals for Overhaul
Fuel Consumption for 3508B Engines and 3508 Engines with the EUI System
High High High
Interval Rated Up To Rated 1301 To Rated 1601 To Performance B Performance D
1300 RPM (1) 1600 RPM (1) 1800 RPM (1) and C Ratings (1) and E Ratings (2)
666,667 L 500,000 L
Top End 1,000,000 L
(176113.4214 (132,085
Overhaul (264,170 US gal)
US gal) US gal)
Second
2,000,000 L
Top End n/a n/a
(528,340 US gal)
Overhaul
Major 3,000,000 L 2,000,000 L 1,500,000 L

Overhaul (792,510 US gal) (792,510 US gal) (396,255 US gal)
(1) Fuel consumption is based on a load factor of approximately 60 percent.

Table 2
High High High
1,000,000 L 750,000 L
Top End 1,500,000 L
(264,170 (198,127
US gal) US gal)
Second
3,000,000 L
Top End n/a n/a
(792,510 US gal)
Overhaul
Major 4,500,000 L 3,000,000 L 2,250,000 L

Overhaul (1,188,765 US gal) (792,510 US gal) (594,382 US gal)

2 - 71 10/2005
Table 3
Rated Up Rated 1301 Rated 1601 High High High
Interval To 1300 To 1600 To1800 Performance Performance B Performance D
RPM (1) RPM (1) RPM (1) A Ratings (2) and C Ratings (1) and E Ratings (3)
Top End 2,000,000 L 1,000,000 L

Overhaul (528,340 US gal) (264,170 US gal)
Second
4,000,000 L
Top End n/a n/a n/a
(1,056,680 US gal)
Overhaul
Major 6,000,000 L 4,000,000 L 3,000,000 L

Overhaul (1,585,020 US gal) (1,056,680 US gal) (792,510 US gal)

Table 4
Equation For Calculating Overhaul Intervals
F/R = H
"F" is the estimated total amount of fuel consumption of the engine.
"R" is the rate of fuel consumption in liters per hour or gallons per hour.
"H" is the number of estimated hours until the overhaul interval
Use the actual records of fuel consumption, when possible. If the actual records are not available,
use the following procedure in order to estimate the fuel consumption.
1. Estimate the average percent of the load for the operation of the engine.
2. Refer to the fuel consumption data in the Technical Marketing Information (TMI) for
your engine. This will determine the fuel consumption for the percent of the load that
was estimated in Step 1. Use this figure as variable "F" for the equation in Table 4.
For more information about the Technical Marketing Information (TMI) for your
engine, consult your Caterpillar dealer.
Oil Consumption as an Overhaul Indicator
Oil consumption, fuel consumption, and maintenance information can be used to estimate the total
operating cost for your Caterpillar engine. Oil consumption can also be used to estimate the
required capacity of a makeup oil tank that is suitable for the maintenance intervals.
Oil consumption is in proportion to the percentage of the rated engine load. As the percentage of
the engine load is increased, the amount of oil that is consumed per hour also increases.
2 - 72 10/2005
The oil consumption rate (brake specific oil consumption) is measured in grams per kW/h (lb per
bhp). The brake specific oil consumption (BSOC) depends on the engine load. Consult your
Caterpillar dealer for assistance in determining the typical oil consumption rate for your engine.
When an engine's oil consumption has risen to three times the original oil consumption
rate due to normal wear, an engine overhaul should be scheduled.
There may be a corresponding increase in blowby and a slight increase in fuel consumption.
Overhaul Inspection
Refer to the Service Manual for the disassembly and assembly procedures that are necessary in
order to perform the required maintenance on the items that are listed. Consult your Caterpillar
dealer for assistance.
To determine the reusability publications that are needed to inspect the engine, refer to Guidelines
for Reusable Parts and Salvage Operations, SEBF8029, "Index of Publications on Reusability or
Salvage of Used Parts".
The Guidelines For Reusable Parts and Salvage Operations is part of an established Caterpillar
parts reusability program. These guidelines were developed in order to assist Caterpillar dealers
and customers reduce costs by avoiding unnecessary expenditures for new parts. If the engine
parts comply with the established inspection specifications, the parts can be reused.
The use of out-of-spec parts could result in unscheduled downtime and/or costly repairs. The use
of out-of-spec parts can also contribute to increased fuel consumption and reduction of engine
efficiency. New parts are not necessary if the old parts can be reused, repaired, or salvaged.
Otherwise, the old parts can be replaced or exchanged.
Your Caterpillar dealer can provide the parts that are needed to rebuild the engine at the least
possible cost.
Overhaul Programs
An economical way to obtain most of the parts that are needed for overhauls is to use Caterpillar
remanufactured parts. Caterpillar remanufactured parts are available at a fraction of the cost of
new parts. These parts have been rebuilt by Caterpillar and certified for use. The following
components are examples of the remanufactured parts:
• Cylinder heads
• Oil Pumps
• Turbochargers
• Water pumps
Consult your Caterpillar dealer for details and for a list of the remanufactured parts that are
available.
Your Caterpillar dealer may be offering a variety of overhaul options.
A Flat Rate Overhaul guarantees the maximum price that you will pay for an overhaul. Flat rate
prices on preventive maintenance programs or major repair options are available from many
servicing dealers for all Caterpillar Engines. Consult your Caterpillar dealer in order to schedule a
before failure overhaul.
Overhaul Recommendation
Caterpillar recommends a scheduled overhaul in order to minimize downtime. A scheduled

overhaul will provide the lowest cost and the greatest value. Schedule an overhaul with your
Caterpillar dealer.
Overhaul programs vary between dealers. To obtain specific information about the types of
overhaul programs and services, consult your Caterpillar dealer.
2 - 73 10/2005
Prelube Pump - Lubricate

Lubricate the two motor bearings. Apply one pump of MPGM to each fitting with a hand operated
grease gun.
Starting Motor - Inspect

If the starting motor fails, the engine may not start in an emergency situation. A scheduled
inspection of the starting motor is recommended.
The starting motor pinion and the flywheel ring gear must be in good condition in order for the
engine to start properly. The engine will not start if the starting motor pinion does not engage the
flywheel ring gear. The teeth of the starting motor pinion and the flywheel ring gear can be
damaged because of irregular engagement.
Inspect the starting motor for proper operation. Listen for grinding when the engine is started.
Inspect the teeth of the starting motor pinion and the flywheel ring gear. Look for patterns of wear
on the teeth. Look for teeth that are broken or chipped. If damaged teeth are found, the starting
motor pinion and the flywheel ring gear must be replaced.
Electric Starting Motor
Note: Problems with the electric starting motor can be caused by the following
conditions: malfunction of the solenoid and malfunction of the electric starting
system.
Inspect the electrical system for the following conditions:
• Corrosion
• Wires that are worn or frayed
• Cleanliness
Make repairs, if necessary.
2 - 74 10/2005
Air Starting Motor

WARNING!
Personal injury or death can result from improperly checking for a leak.
Always use a board or cardboard when checking for a leak. Escaping air or fluid under
pressure, even a pin-hole size leak, can penetrate body tissue causing serious injury, and
possible death.
If fluid is injected into your skin, it must be treated immediately by a doctor familiar with
this type of injury.
Inspect all of the components in the air circuit for the starting motor. Inspect all of the air lines and
connections for leaks.
If the teeth of the starting motor pinion and/or the flywheel ring gear are damaged, the air circuit
for the starting motor must be examined in order to determine the cause of the problem.
Removal and Installation of the Starting Motor
Refer to the Service Manual, "Disassembly and Assembly" module for information on removing the
starting motor and installing the starting motor.
Consult your Caterpillar dealer for assistance.
Trend Data - Record

Records of engine performance are an important element of a maintenance program. The data on
engine performance can help to predict problems with operation. Also, the data can provide
information that is useful for achieving optimum operation.
Traditionally, data on engine performance might be recorded regularly. However, the data might
not be reviewed until the occurrence of a problem. This method of monitoring engine operation
has several disadvantages:
• The engine may not be providing optimum performance. This may not be noticed
because the engine does not exhibit excessive changes in performance.
• Because a problem occurs, the engine may be in an alarm condition that requires a
quick response.
• Repairs may cause more downtime.
• The cost of downtime is compounded by the cost of parts and labor for repairs.
The absence of an alarm condition does NOT guarantee normal operation. Not all parameters
have alarms and/or shutdowns. Setpoints for alarms are outside of the normal ranges in order to
avoid occasional nuisance warnings. An alarm indicates a serious condition that requires
immediate attention. Service or repair is a reaction to an alarm condition.
A different approach is necessary in order to schedule service before an alarm condition occurs.
Monitor the trends of the engine's performance. The following benefits can be realized:
• Reduction of engine performance will be noticed sooner.

• Problems can be predicted. This enables prevention of the problems. Service can be
planned before an alarm condition occurs.
• Planning for downtime will also reduce downtime.
• The cost of parts and labor for service that is planned will be less than the cost of
repairs that are not anticipated.
2 - 75 10/2005
Monitoring the Trends of Engine Performance

To maintain a program that is successful, several factors are important:
• Record the data regularly when the engine is operating at similar loads and speeds.
• Obtain accurate data.
• At regular intervals, review the data in a graphic format.
• Perform corrections before damage and/or downtime occurs.
Accurate data is provided by accurate instruments and proper use of the instruments. The gauges
and the sensing devices must be in good condition. This is especially true for thermocouples.
Establish a program for calibrating the instruments periodically. Avoid using infrared thermometers
for obtaining data. Be sure to read the gauges properly. Accurate recording of the data is also
important.
Use the following Steps to establish a program:
1. Establish a baseline for the engine parameters. The baseline is necessary in order to
know the normal gauge readings. The new data will be compared to the baseline.
• Use the data from the engine commissioning. The data is recorded for various loads.
The data is recorded before any wear or deterioration takes place.
• If there is no data from the engine commissioning, use data from the engine test cell.
Understand that the data will not be specific to the site.
• If data is not available from the engine commissioning or the engine test cell,
calculate an average of the existing data.
• Establish a new baseline after an overhaul.
2. Frequently record the new data during engine operation. For an example of a log to
use, see this Operation and Maintenance Manual, "Hourly Performance Log"
(Reference Information Section).
Be aware that the readings of some parameters depend on the engine load. Record
the data when the engine is operating at a high load. This increases the accuracy of
the data. Also, any reduction in performance will be revealed sooner. A load of 75 to
100 percent is recommended.
• For operations with a consistent load cycle, record the data at the same time for
each day.
• If the load can be controlled, set the load to the same amount for each reading.
Some parameters that are NOT affected by the load ARE affected by the engine rpm.
Obtain the readings for these parameters when the engine is operating at the same
rpm.
2 - 76 10/2005
Some parameters are not affected by either the load or the rpm. See Table 1.
Table 1
Parameters of Engine Operation
Parameters That Depend On the Load
Aftercooler and oil cooler water temperature (outlet)
Exhaust manifold pressure
Exhaust manifold temperature
Exhaust port temperature
Generator stator temperature
Inlet air restriction
Inlet manifold air pressure (boost pressure)
Inlet manifold air temperature
Jacket water coolant temperature (outlet)
Parameters That Depend On the RPM
Fuel filter differential pressure
Jacket water pressure
Lube oil pressure
Oil filter differential pressure
Parameters That Are Independent of the Load and RPM
Aftercooler and oil cooler water temperature (inlet)
Jacket water coolant temperature (inlet)
Lube oil temperature
Note: A gauge reading that is abnormal may indicate a problem with operation or a
3. Average the data for each day. Use a computer or graph paper in order to produce
a graph of the data. Compare the new data to the baseline. This will help to reveal
the trends of the engine performance.
4. Compare the new data to the data from previous months. This comparison will be
useful for scheduling reconditioning for the engine.
2 - 77 10/2005
Monitoring the Trends of Fuel Consumption
Fuel consumption depends on the following factors:
• Engine load
• The fuel efficiency of the engine
Use these two methods in order to obtain accurate data on fuel consumption:
• Calculate the Specific Fuel Consumption. For this calculation, the weight of the fuel
that was burned is divided by the electrical energy that was produced.
• Calculate the Heat Rate. This calculation compensates for the fuel energy content of
different fuels. For this calculation, the low heat value (LHV) of the fuel is divided by
the electrical energy that was produced.
Calculating the Specific Fuel Consumption
Use the equation that is in Table 2 to calculate the Specific Fuel Consumption.
Table 2
Equation For Calculating the Specific Fuel Consumption
FD
= SFC
ekW-hr
F is the liters of fuel that have been burned.
D is the density of the fuel. The density is expressed in grams per liter.
ekW-hr is th electrical kilowatt hours that were produced with the fuel.
SFC is the specific fuel consumption.
Table 3 is an example for using the equation that is in Table 2. The data in the example assumes
the following conditions:
• During this operation, the engine used 18 440 liters of fuel.

• The density of the fuel was 987 grams per liter.
• The operation generated 88 800 ekW.
Table 3
Example of the Equation For Calculating the Specific Fuel Consumption
18 440 987 g/L 1 205 g
=
88 800 ekW-hr L ekW-hr
2 - 78 10/2005
Calculating the Heat Rate
The specific fuel consumption must be determined before the heat rate can be calculated. Use the
equation that is in Table 4 to calculate the heat rate.
Table 4
Equation For Calculating the Heat Rate
SFC LHV = HR
SFC is the specific fuel consumption.
LHV is the low heat value of the fuel.
HR is the heat rate.
• The specific fuel consumption is 205 grams per ekW-hr.

• The LHV of the fuel is 42 000 kilojoules per kilogram.
Table 5
205g 42,000 kJ kg 8608 kJ
=
ekW-hr kg 1000 g ekW-hr
The equation in Table 6 includes a conversion factor for calculating BTU from kJ. The data is from
the example in Table 5.
Table 6
Conversion of kJ From the Heat Rate to BTU
8608 kJ 1 BTU 8159 BTU
=
ekW-hr 1.055 kJ 1000 g
2 - 79 10/2005
Monitoring the Trends of Oil Consumption
The consumption of lube oil depends on the following factors:
• Engine load
• Hours of operation
• Type of oil
Monitor the engine's oil consumption by calculating the Specific Oil Consumption on a daily basis.
Be aware that the following conditions can produce misleading data on oil consumption:
• Improper operation of the lube oil centrifuge

• Inaccurate measurement of additions of oil
• Leaking of lube oil
• Overfilling of the oil sump
To measure additions of oil accurately, use a meter to monitor additions of oil at the engine. Also,
check the total oil consumption against the delivery of oil.
Calculating Specific Oil Consumption
Use the equation that is in Table 7 in order to calculate the Specific Oil Consumption.
Table 7
Equation For Calculating the Specific Fuel Consumption
0D
= SOC
ekW-hr
0 is the liters of oil that have been consumed.
D is the density of the oill. The density is expressed in grams per liter.
ekW-hr is th electrical kilowatt hours that have been produced during
consumption of the oil.
SOC is the specific oil consumption.
2 - 80 10/2005
• The engine consumed 66 liters of oil during the operation.

• The operation generated 88 800 ekW.
Table 8
66L 910 g 1 0.676 g
=
1 L 88 888 ekW-hr ekW-hr
Turbocharger - Inspect
Periodic inspection and cleaning is recommended for the turbocharger compressor housing (inlet
side).
Fouling of the compressor can contribute to loss of engine power, increased black smoke and
overall loss of engine efficiency.
If the turbocharger fails during engine operation, damage to the turbocharger compressor wheel
and/or to the engine may occur. Damage to the turbocharger compressor wheel could allow parts
from the compressor wheel to enter an engine cylinder. This can cause additional damage to the
pistons, the valves, and the cylinder head.
NOTICE
Turbocharger bearing failures can cause large quantities of oil to enter the air inlet and
exhaust systems. Loss of engine lubricant can result in serious engine damage.
Minor leakage of a turbocharger housing under extended low idle operation should not
cause problems as long as a turbocharger bearing failure has not occurred.
When a turbocharger bearing failure is accompanied by a significant engine performance

loss (exhaust smoke or engine rpm up at no load), do not continue engine operation until
the turbocharger is repaired or replaced.
An inspection of the turbocharger can minimize unscheduled downtime. An inspection of the

turbocharger can also reduce the chance for potential damage to other engine parts.
Note: Turbocharger components require clearances that are precise. The

turbocharger cartridge must be balanced due to high rpm. Severe service
applications can accelerate the wear of the components. Severe service
applications may require more frequent inspections of the turbocharger.
2 - 81 10/2005
For options regarding the removal, installation, repair and replacement, consult your Caterpillar
dealer. Refer to the Service Manual for this engine or consult your Caterpillar dealer for the
procedure and specifications.
Cleaning and Inspecting
1. Remove the exhaust outlet piping and remove the air inlet piping from the
turbocharger. Visually inspect the piping for the presence of oil.
2. Turn the compressor wheel and the turbine wheel by hand. The assembly should
turn freely. Inspect the compressor wheel and the turbine wheel for contact with the
turbocharger housing. There should not be any visible signs of contact between the
turbine wheel or compressor wheel and the turbocharger housing. If there is any
indication of contact between the rotating turbine wheel or the turbocharger wheel
and the turbocharger housing, the turbocharger should be reconditioned or
replaced.
3. Check the compressor wheel for cleanliness. If only the blade side of the wheel is
dirty, dirt and/or moisture is passing through the air filtering system. If oil is found
only on the back side of the wheel, there is a possibility of a failed turbocharger oil
seal.
The presence of oil may be the result of extended engine operation at low idle. The presence of
oil may also be the result of a restriction of the line for the inlet air (plugged air filters), which
causes the turbocharger to slobber.
4. Inspect the bore of the turbine housing for corrosion.

5. Clean the turbocharger housing with standard shop solvents and a soft bristle
brush.
6. Fasten the air inlet piping and the exhaust outlet piping to the turbocharger housing.
Walk-Around Inspection
Inspect the Engine for Leaks and for Loose Connections
A walk-around inspection should only take a few minutes. When the time is taken to perform these
checks, costly repairs and accidents can be avoided.
For maximum engine service life, thoroughly inspect the engine compartment before starting the
engine. Look for items such as leaks, loose bolts, loose connections and trash buildup. Make
repairs, as needed.
• The guards must be in the proper place. Repair damaged guards or replace missing
guards.
• Wipe all caps and plugs before the engine is serviced in order to reduce the chance
of system contamination.
2 - 82 10/2005
NOTICE
For any type of leak (coolant, lube, or fuel) clean up the fluid. If leaking is observed, find
the source and correct the leak. If leaking is suspected, check the fluid levels more often
than recommended until the leak is found or fixed, or until the suspicion of a leak is proved
to be unwarranted.
NOTICE
Accumulated grease and/or oil on an engine or deck is a fire hazard. Remove this debris
with steam cleaning or high pressure water.
• Ensure that cooling lines are properly clamped and tight. Check for leaks. Check the
condition of all pipes.
• Inspect the water pumps for coolant leaks.
Note: The water pump seal is lubricated by coolant in the cooling system. It is normal
for a small amount of leakage to occur when the engine cools and the parts
contract.
Excessive coolant leakage may indicate the need to replace the water pump seal. For the removal
of water pumps and the installation of water pumps and/or seals, refer to the Service Manual for
the engine or consult your Caterpillar dealer.
• Inspect the lubrication system for leaks at the front crankshaft seal, the rear
crankshaft seal, the oil pan, the oil filters and the valve cover.
• Inspect the fuel system for leaks. Look for loose fuel line clamps.
• Inspect the piping for the air inlet system and the elbows for cracks and for loose
clamps.
• Drain the water and the sediment from fuel tanks on a daily basis in order to ensure
that only clean fuel enters the fuel system.
• Inspect the wiring and the wiring harnesses for loose connections and for worn wires
or frayed wires.
• Inspect the ground strap for a good connection and for good condition.
• Check the condition of the gauges. Replace any gauge that is damaged. Replace
any gauge that can not be calibrated.
• Inspect the exhaust system for leaks. Inspect the gaskets and the exhaust bellows
joint. If a leak is found, make repairs.
2 - 83 10/2005
Water Pump - Inspect

A failed water pump might cause severe engine overheating problems that could result in cracks
in the cylinder head, a piston seizure or other potential damage to the engine.
Visually inspect the water pump for leaks. If leaking of the water pump seals is observed, replace
all of the water pump seals. Refer to the Service Manual for the disassembly and assembly
procedure.
Inspect the water pump for wear, cracks, pin holes and proper operation. Refer to the Service
Manual or consult your Caterpillar dealer if repair is needed or replacement is needed.
Cooling System Water Temperature Regulator - Replace

Replace the water temperature regulators for these systems:
• Jacket water
• Oil cooler
• Aftercooler
Replace the water temperature regulators before the water temperature regulators fail. This is a
recommended preventive maintenance practice. Replacing the water temperature regulators
reduces the chances for unscheduled downtime.
A water temperature regulator that fails in a partially opened position can cause overheating or
overcooling of the engine.
A water temperature regulator that fails in the closed position can cause excessive overheating.
Excessive overheating could result in cracking of the cylinder head or a seizure of the pistons.
A water temperature regulator that fails in the open position will cause the engine operating
temperature to be too low during partial load operation. Low engine operating temperatures during
partial loads could cause an excessive carbon buildup inside the cylinders. This excessive carbon
buildup could result in an accelerated wear of the piston rings and wear of the cylinder liner. Also,
a low temperature can allow moisture to condense in the oil. This can form damaging acids.
NOTICE
Failure to replace the water temperature regulator on a regularly scheduled basis could
cause severe engine damage. Never operate an engine without the water temperature
regulator installed.
If the water temperature regulator is installed incorrectly, the engine may overheat, causing
cylinder head damage. Ensure that the new water temperature regulator is installed in the
original position.
Note: If only the water temperature regulators are replaced, drain the coolant from
the cooling system to a level that is below the water temperature regulator
housing.
2 - 84 10/2005
Zinc Rods - Inspect/Replace

Corrosion in sea water circuits can result in premature deterioration of cooling system
components, leaks, and possible cooling system contamination. The corrosion may be caused by
the lack of zinc rods in the sea water system.
Zinc rods are installed in the sea water cooling system of the engine in order to help prevent the
corrosive oxidation that is caused by sea water. Electrical current is conducted through the contact
of the zinc rods with the cooling system components. The zinc rods oxidize rather than the cooling
system components. Rapid deterioration of zinc rods may indicate the presence of uncontrolled
electrical currents from improperly installed electrical attachments or improperly grounded
electrical attachments.
The engineer for the operation must determine the interval for inspecting the zinc rods. The
interval for inspecting the zinc rods will depend on the size of the zinc rods and the number of zinc
rods that are installed.
For the location of the zinc rods, see the literature that is provided by the OEM of the installation.
Inspect the Zinc Rods
1. Remove the zinc rod.
2. Inspect the zinc rod.
Ensure that the zinc rod will remain effective until the next scheduled inspection.
a. If the zinc rod has deteriorated excessively, install a new zinc rod.
2 - 85 10/2005
Aftercooler Core - Clean/Test
Before cleaning the aftercooler core, determine if the aftercooler requires cleaning. Use the 152-
2067 Differential Pressure Gauge to measure the differential pressure of the air side of the
aftercooler. If the differential pressure of the air side is greater than 10 kPa (40 inches of H2O),
clean the aftercooler core.
Cleaning the Aftercooler
See the Service Manual, "Disassembly and Assembly" module for instructions on removal,
disassembly, assembly, and installation.
1. Remove the core.
2. Turn the core upside-down in order to remove debris.
NOTICE
Do not use a high pressure spray for cleaning the fins of the core. A high pressure spray
can damage the surface of the fins and reduce the flow of air through the core.
NOTICE
Do not use a high concentration of caustic cleaner to clean the core. A high concentration
of caustic cleaner can attack the internal metals of the core and cause leakage. Only use
the recommended concentration of cleaner.
3. Back flush the core with cleaner. Table 1 lists liquid cleaners that are available from
your Caterpillar dealer.
Use a two to five percent concentration of the cleaner at temperatures up to 93 °C

(200 °F). Refer to Application Guide, NEHS0526 or consult your Caterpillar dealer
for more information.
2 - 86 10/2005
Table 1
Liquid Cleaners (1)
Part Number Description Size
1U-5490 Hydrosolv 4165 19 L (5 US gallon)
174-6854 Caterpillar Cabinet

and Tank Liquid Cleaner 19 L (5 US gallon)
174-6855 Caterpillar Cabinet

and Tank Liquid Cleaner 208 L (55 US gallon)
( 1 ) Use a two to five percent concentration of the cleaner at temperatures up to 93°C (200°F).
Refer to Application Guide, NEHS0526 or consult your Caterpillar dealer for more information.
4. Steam clean the core in order to remove any residue. Flush the fins of the
aftercooler core. Remove any other trapped debris.
5. Wash the core with hot, soapy water. Rinse the core thoroughly with clean water.
WARNING!
Personal injury can result from air pressure.
Personal injury can result without following proper procedure. When using pressure air,
wear a protective face shield and protective clothing.
Maximum air pressure at the nozzle must be less than 205 kPa (30 psi) for cleaning
purposes.
6. Dry the core with compressed air. Direct the air in the reverse direction of the
normal flow.
7. Inspect the core in order to ensure cleanliness. Pressure test the core to a
pressure of 1.5 times the working pressure of the cooling circuit for one hour.
Many shops that service radiators are equipped to perform pressure tests. If
necessary, repair the core.
8. Install the core.
For more information on cleaning the core, consult your Caterpillar dealer.
2 - 87 10/2005
Air Starting Motor Lines Screen - Clean
1. Ensure that the air supply to the air lines is OFF.

2. Remove plug from screen housing.
3. Carefully remove screen. Clean the screen with nonflammable solvent. Inspect the
screen for damage. If the screen is damaged, replace the damaged screen with a
new screen.
4. Install clean, dry screen. Clean plug and re-install the plug.
Air Starting Motor Lubricator Bowl - Clean
WARNING!
Personal injury can result from removing hoses or fittings in a pressure system. Failure to
relieve pressure can cause personal injury. Do not disconnect or remove hoses or fittings
until all pressure in the system has been relieved.
1. Ensure that the air supply to the lubricator is OFF.

2. Slowly loosen filler plug on top of housing in order to release the pressure from the
lubricator.
2 - 88 10/2005
NOTICE
containing fluids.
3. Place a suitable container under bowl of the lubricator bowl and open drain valve in
order to drain the oil from the bowl.
4. Remove bowl . Clean the bowl with warm water.
5. Dry the bowl. Inspect the bowl for cracks. If the bowl is cracked, replace the
damaged bowl with a new bowl. Inspect the gasket. If the gasket is damaged,
replace the gasket.
6. Install the bowl.
7. Make sure that drain valve is closed.
8. For instructions on filling the lubricator, see this Operation and Maintenance
Manual, "Air Starting Motor Lubricator Oil Level - Check" topic.
Air Starting Motor Lubricator Oil Level - Check
NOTICE
Never allow the lubricator bowl to become empty. The air starting motor will be damaged
by a lack of lubrication. Ensure that sufficient oil is in the lubricator bowl.
1. Observe the oil level in sight gauge. If the oil level is less than 1/2, add oil to the
lubricator bowl.
2 - 89 10/2005
WARNING!
Personal injury can result from removing hoses or fittings in a pressure system. Failure to
relieve pressure can cause personal injury.
relieved.
2. Ensure that the air supply to the lubricator is OFF. Slowly loosen filler plug in order
to release pressure from the lubricator bowl.
3. Remove filler plug. Pour oil into the lubricator bowl. Use nondetergent SAE 10W oil
for temperatures that are greater than 0 °C (32 °F). Use air tool oil for temperatures
that are below 0 °C (32 °F).
4. Install filler plug.
Adjust the Lubricator
Note: Adjust the lubricator with a constant rate of air flow. After the adjustment, the
lubricator will release oil in proportion to variations of the air flow.
1. Ensure that the fuel supply to the engine is OFF.
NOTICE
Do not crank the engine continuously for more than 30 seconds. Allow the starting motor
to cool for two minutes before cranking the engine again.
2. Operate the air starting motor. Observe the drops of oil that are released in dome .
Note: Some lubricators have an adjustment screw rather than a knob.
3. If necessary, adjust the lubricator in order to release from one to three drops of oil
per second. To increase the rate, turn knob counterclockwise. To decrease the rate,
turn the knob clockwise.
2 - 90 10/2005
Air Tank Moisture and Sediment - Drain
Moisture and sediment in the air starting system can cause the following conditions:
• Freezing
• Corrosion of internal parts
• Malfunction of the air starting system
WARNING!
When opening the drain valve, wear protective gloves, a protective face shield, protective
clothing, and protective shoes. Pressurized air could cause debris to be blown and result
in personal injury.
1. Open the drain valve that is on the bottom of the air tank. Allow the moisture and
sediment to drain.
2. Close the drain valve.
2 - 91 10/2005
Annunciator Panel - Inspect
Inspect the annunciator panel for good condition. Perform a lamp test. All of the warning lamps
should illuminate. If a warning lamp does not illuminate, replace the bulb immediately. If the alarm
does not sound, investigate the problem and correct the problem.
Check the Gauges
Check the condition of all of the gauges. If a gauge is broken, repair the gauge or replace the
gauge immediately.
Record the Data and Review the Data
Check the oil pressure and the fuel pressure on an hourly basis during normal operation. Record
the data in a log. Compare the new data to the data that was previously recorded. Comparing the
new data to the recorded data will establish the normal gauge readings for the engine. A gauge
reading that is abnormal may indicate a problem with operation or a problem with the gauge.
Oil Pressure
Normal oil pressure at low idle rpm and at operating temperature is 172 kPa (25 psi). Normal oil
pressure at rated rpm and at operating temperature is 448 kPa (65 psi).
Oil Filter Differential Pressure
Replace the oil filter elements when one or more of the following situations occur:
• The engine is operating at rated speed and at operating temperature and the oil filter
differential pressure reaches 103 kPa (15 psi)
• The engine oil is changed
Fuel Pressure
The typical fuel pressure range is from 450 kPa (65 psi) at low idle to 700 kPa (102 psi) at high
idle.
Fuel Filter Differential Pressure
Replace the fuel filter elements when either of the following situations occur:
filter differential pressure reaches 69 kPa (10 psi)
• The fuel filter elements have been used for 1000 hours of operation
Air Restriction
When the air restriction reaches 3.7 kPa (15 inch of H2O) then replace the soot filter. If the air
restriction exceeds this limit, excessive fuel consumption and exhaust temperatures will result.
2 - 92 10/2005
Barring Device - Lubricate
NOTICE
WARNING!
Guards must be in place prior to operating barring device motor. Remove all hand tools
prior to operating barring device motor.
Note: Prelube of the engine is recommended before the crankshaft is rotated for
normal maintenance.
The barring device can also be used to prevent rotation of the crankshaft. When the barring
device is in the engaged position, the engine starting system is disabled.
When the barring device is not used, the barring device must be fully disengaged from the
flywheel and secured in the disengaged position.
NOTICE
Do not operate the engine starting motor until the barring group pinion gear is fully
disengaged from the flywheel ring gear. Serious damage to the engine could result.
Lubricating the Pinion

2. Lubricate grease fitting with MPGM until the grease is visible at vent.
Lubricating the Reducer

2. Remove level plugs and check the lubricant level.
3. If necessary, remove cap and add Caterpillar 4C-6767 Synthetic Oil until the oil is
visible at the level plugs.
4. Reinstall the level plugs and reinstall the cap.
2 - 93 10/2005
Camshaft Roller Followers - Inspect

For instructions on disassembly and assembly of the valve lifter group, see the Service Manual,
"Disassembly and Assembly" module.
Inspect the following components for wear at each metal to metal contact point:
• Rollers for the valve lifters

• Camshaft
Inspect each roller for wear, excessive movement, and end play.
If excessive wear or other signs of deterioration are found, replace the damaged components.
Centrifugal Oil Filter - Clean
WARNING!
Intervals for cleaning the centrifugal oil filters depend on the buildup of sludge in the centrifugal oil
filters. After disassembling the centrifugal oil filter, measure the buildup of sludge in the rotor
cover.
If the buildup of sludge is more than 12 mm (.47 inch) thick, the centrifugal oil filters must be
cleaned more often.
If the buildup of sludge is not more than 12 mm (.47 inch) thick, clean the centrifugal oil filters after
every 100 operating hours.
If the buildup of sludge is less than 12 mm (.47 inch) thick, the interval for cleaning the centrifugal
oil filters can be increased. Increase the interval in 50 hour increments until a suitable interval is
determined.
Note: To prevent oil from spraying, shut down the engine prior to removal of the
centrifugal oil filter. The shutoff valve for the centrifugal oil filter must also be
in the closed position.
Manual, "Disassembly and Assembly".
2. Thoroughly clean all of the parts of the filter. Carefully inspect all of the parts.
NOTICE
Note: Install a new paper liner when the filter is assembled.
3. Assemble the filter according to the instructions in the Service Manual,

"Disassembly and Assembly".
2 - 94 10/2005
Centrifugal Oil Filter - Inspect
WARNING!
Note: To prevent oil from spraying, the engine should be shut down prior to removal
of the centrifugal oil filter. The shutoff valve for the filter must also be in the
closed position.
2. Thoroughly clean all of the parts of the filter. Carefully inspect all of the parts.
3. Measure the clearance between the bearing and the base and measure the
clearance between the bearing and the spindle. Follow the instructions that are in
the Service Manual. Replace any part that does not meet the specifications that are
in the Service Manual.
NOTICE
Note: Install a new paper liner when the filter is assembled.
4. Assemble the centrifugal oil filter according to the instructions in the Service
2 - 95 10/2005
Cooling System Coolant - Change

Clean the cooling system before the recommended maintenance interval if the following conditions
exist:
• The engine overheats frequently.

• Foaming is observed.
• Oil or fuel has entered the cooling system and the coolant is contaminated.
NOTICE
Use of commercially available cooling system cleaners may cause damage to cooling
system components. Use only cooling system cleaners that are approved for Caterpillar
engines.
2. Loosen the cooling system filler cap slowly in order to relieve any pressure.
Remove the cooling system filler cap.
Note: Vent valves and must be open during engine operation.
3. Ensure that vent valves and are open during this procedure. Open the cooling
system drain valves or drain plugs. Allow the coolant to drain.
NOTICE
dealer or consult Caterpillar Service Technology Group:
Outside Illinois: 1-800-542-TOOLInside Illinois: 1-800-541-TOOLCanada: 1-800-523-TOOL
2 - 96 10/2005
1. Flush the cooling system with clean water in order to remove any debris.
NOTICE
Cooling System Cleaner. Add .5 L (1 pint) of cleaner per 15 L (4 US gal) of the
cooling system capacity. Install the cooling system filler cap.
temperature of at least 82°C (180°F).
NOTICE
the cooling system drain valves (if equipped) or remove the cooling system drain
plugs. Allow the water to drain. Flush the cooling system with clean water until the
water that drains is clean. Close the cooling system drain valves (if equipped). Clean
the cooling system drain plugs and install the cooling system drain plugs.
2 - 97 10/2005
Cleaning a Cooling System that has Heavy Deposits or Plugging
Note: For the following procedure to be effective, there must be an active flow
through the cooling system components.
1. Flush the cooling system with clean water in order to remove any debris.
NOTICE
Cooling System Cleaner. Add .5 L (1 pint) of cleaner per 3.8 to 7.6 L (1 to 2 US gal)
of the cooling system capacity. Install the cooling system filler cap.
temperature of at least 82°C (180°F).
NOTICE
the cooling system drain valves (if equipped) or remove the cooling system drain
plugs. Allow the water to drain. Flush the cooling system with clean water until the
water that drains is clean. Close the cooling system drain valves (if equipped). Clean
the cooling system drain plugs and install the cooling system drain plugs.
2 - 98 10/2005
NOTICE
1. Fill the cooling system with water and SCA. For information about the proper
mixture to use, see this Operation and Maintenance Manual, "Water/Supplemental
Coolant Additive (SCA)". For the capacity of the cooling system, see this Operation
and Maintenance Manual, "Refill Capacities". Do not install the cooling system filler
cap.
2. Start the engine. Operate the engine in order to purge the air from the cavities of
the engine block. Allow the coolant to warm and allow the coolant level to stabilize.
Stop the engine.
(if equipped). If a sight gauge is not equipped, maintain the coolant within 13 mm
(.5 inch) below the bottom of the filler pipe.
retain the correct pressure, install a new cooling system filler cap.
temperature.
2 - 99 10/2005
Cooling System Coolant Level - Check
WARNING!
Climbing equipment may be required to access this service point. Refer to the Operation
and Maintenance Manual, "Mounting and Dismounting" topic for safety information.
Engines That Are Equipped With a Sight Gauge
If the engine is equipped with a sight gauge, observe the position of the coolant in the sight
gauge. At normal operating temperature, the proper coolant level is in the upper half of the sight
gauge. If the coolant level is low, add the proper coolant mixture.
Engines That Are Not Equipped With a Sight Gauge
WARNING!
Check the coolant level when the engine is stopped and cool. Check the coolant level only after
the engine has been stopped and the cooling system filler cap is cool enough to touch with your
bare hand.
Remove the cooling system filler cap slowly in order to relieve any pressure. Maintain the coolant
within 13 mm (0.5 inch) below the bottom of the filler pipe.
Add Coolant
Note: For the proper coolant mixture to use, see this Operation and Maintenance
Manual, "Refill Capacities and Recommendations" (Maintenance Section).
1. Stop the engine. Allow the engine to cool.

2. Remove the cooling system filler cap slowly in order to relieve any pressure. Pour
the proper coolant mixture into the filler pipe.
cap. If the gaskets are damaged, replace the old cooling system filler cap with a
new cooling system filler cap. Install the cooling system filler cap.
4. Start the engine. Inspect the cooling system for leaks.
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NOTICE
Check the concentration of supplemental coolant additive (SCA) regularly. The concentration of
SCA can be checked with an S·O·S coolant analysis (Level I).
Obtain the sample of the coolant as close as possible to the recommended sampling interval. In
order to receive the full effect of S·O·S analysis, you must establish a consistent trend of data. In
order to establish a pertinent history of data, perform consistent samplings that are evenly spaced.
Use the following guidelines for proper sampling of the coolant:
• Never collect samples from expansion bottles.

• Never collect samples from the drain for a system.
• Keep the unused sampling bottles stored in plastic bags.
• Keep the lids on empty sampling bottles until you are ready to collect the sample.
• Complete the information on the label for the sampling bottle before you begin to
take the samples.
• Obtain coolant samples directly from the coolant sample port. You should not obtain
the samples from any other location.
• Place the sample in the mailing tube immediately after obtaining the sample in
order to avoid contamination.
Note: Level 1 results may indicate a need for Level 2 Analysis.
For additional information about coolant analysis, see this Operation and Maintenance Manual,
"S·O·S Coolant Analysis" or consult your Caterpillar dealer.
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NOTICE
Obtain the sample of the coolant as close as possible to the recommended sampling interval.
Refer to this Operation and Maintenance Manual, "Cooling System Coolant Sample (Level 1) -
Obtain" (Maintenance Section) for the guidelines for proper sampling of the coolant.
For additional information about coolant analysis, see the Special Publication, SEBU6400,
"Caterpillar Gas Engine Lubricant, Fuel, and Coolant Recommendations" or consult your
Caterpillar dealer.
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Cooling System Supplemental Coolant Additive (SCA) Test/Add
WARNING!
Cooling system coolant additive contains alkali. To help prevent personal injury, avoid
contact with the skin and eyes. Do not drink cooling system coolant additive.
Note: Test the concentration of the SCA or obtain an S·O·S coolant analysis (Level I).
Test the Concentration of the SCA
Water and SCA
NOTICE
Do not exceed the recommended eight percent supplemental coolant additive

concentration.
Test the concentration of the SCA with the 210-2606 Coolant Conditioner Test Kit. Follow the
instructions that are in this Operation and Maintenance Manual, "Water/Supplemental Coolant
Additive (SCA)" topic.
Add the SCA, If Necessary
WARNING!
1. Remove the cooling system filler cap slowly.
Note: Always dispose of fluids according to local regulations.
2. If necessary, drain some coolant in order to allow space for the addition of the SCA.
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NOTICE
Excessive supplemental coolant additive concentration can form deposits on the higher
temperature surfaces of the cooling system, reducing the engine's heat transfer
characteristics. Reduced heat transfer could cause cracking of the cylinder head and other
high temperature components.
Excessive supplemental coolant additive concentration could also result in blockage of the
heat exchanger, overheating, and/or accelerated wear of the water pump seal.
Do not exceed the recommended amount of supplemental coolant additive concentration.
3. Add the proper amount of SCA. See this Operation and Maintenance Manual,
"Water/Supplemental Coolant Additive (SCA)" topic.
4. Clean the cooling system filler cap. Install the cooling system filler cap.
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Crankshaft Vibration Damper - Inspect

The crankshaft vibration damper limits the torsional vibration of the crankshaft. The visconic
damper has a weight that is located inside a fluid filled case.
Damage to the crankshaft vibration damper or failure of the damper can increase torsional
vibrations. This can result in damage to the crankshaft and to other engine components. A
deteriorating damper can cause excessive gear train noise at variable points in the speed range.
A damper that is hot may be the result of excessive friction. This could be due to misalignment.
Use an infrared thermometer to monitor the temperature of the damper during operation. If the
temperature reaches 93 °C (200 °F), consult your Caterpillar dealer.
Inspect the damper for evidence of dents, cracks, and leaks of the fluid.
If a fluid leak is found, determine the type of fluid. The fluid in the damper is silicone. Silicone has
the following characteristics: transparent, viscous and smooth.
If the fluid leak is oil, inspect the crankshaft seals for leaks. If a leak is observed, replace all of the
seals.
Inspect the damper and repair or replace the damper for any of the following reasons.
• The damper is dented, cracked, or leaking.

• The paint on the damper is discolored from heat.
• The engine has had a failure because of a broken crankshaft.
• The crankshaft bearings are showing excessive wear.
• There is a large amount of gear train wear that is not caused by a lack of oil.
Dampers With Sampling Ports
Some dampers have ports for fluid samples. If the damper has no external damage, collect a 2 to
5 mL sample of the damper fluid. The fluid should be analyzed in order to check for a loss of
viscosity. Use the results of the analysis to determine if the damper should be rebuilt or replaced.
Kits for fluid samples are available from the address that follows. Return the kits to the same
address for analysis.
Hasse & Wrede GmbH

Mohriner Allee 30-42
D-12347 Berlin
Germany
Phone: 49 30 / 70 181 195
Fax: 49 30 / 70 09 08-11
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Dampers Without Sampling Ports
Some dampers do not have a port for a fluid sample. These dampers must be rebuilt or the
dampers must be replaced when one of the following criteria has been met:
• the damper has reached 20,000 hours of operation.

• the engine is undergoing a major overhaul.
Refer to the Service Manual or consult your Caterpillar dealer for information about damper
replacement.
Driven Equipment - Check

To minimize bearing problems and vibration of the engine crankshaft and the driven equipment,
the alignment between the engine and driven equipment must be maintained properly.
Check the alignment according to the commissioning data and refer to the instructions that are
provided by the following manufacturers:
• Caterpillar
• OEM of the coupling
• OEM of the driven equipment
• OEM of the vessel
Note: Caterpillar recommends the use of laser alignment tools in order to check the
alignment of the driven equipment. Refer to the documentation above for
specifications and alignment procedures.
Driven Equipment - Inspect/Replace/Lubricate
Observe the driven equipment during operation. Look for the following items:
• Unusual noise and vibration

• Damaged parts
Perform any maintenance that is recommended by the OEM of the driven equipment. Refer to the
literature of the OEM of the driven equipment for the following service instructions.
• Inspection
• Lubricating grease and lubricating oil requirements
• Specifications for adjustment
• Replacement of components
• Requirements for ventilation
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Engine Air Cleaner Element - Replace

Replace the Soot Filter
NOTICE
Never run the engine without an air cleaner element installed. Never run the engine with a
damaged air cleaner element. Do not use air cleaner elements with damaged pleats,
gaskets or seals. Dirt entering the engine causes premature wear and damage to engine
components. Air cleaner elements help to prevent airborne debris from entering the air
inlet.
Unfiltered air will drastically accelerate internal engine wear. The air silencer is wrapped in a
disposable soot filter. The soot filter helps prevent airborne dust and debris from entering the air
inlet. As the soot filter becomes dirty, the air restriction increases. Replace the soot filter when the
air restriction reaches 3.75 kPa (15 inches of water).
NOTICE
Never service the air cleaner element with the engine running since this will allow dirt to
enter the engine.
1. Remove the used soot filter from the air silencer. Discard the used soot filter.
2. Inspect the air silencer. Clean the air silencer, if necessary.
3. Install a new soot filter.
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Engine Crankcase Breather - Clean

Clean the crankcase breather elements and replace the O-ring seals at every oil change.
Perform this maintenance when the engine is stopped.
If the crankcase breather is not maintained on a regular basis, the crankcase breather will become
plugged. A plugged crankcase breather will cause excessive crankcase pressure that may cause
crankshaft seal leakage. Loosen hose clamps. Remove tee.
1. Loosen retaining clamps. Remove breather assemblies and O-ring seals.

2. Wash the breather elements in clean nonflammable solvent. Inspect tee for cracks
that can be caused by vibration. Replace the old tee with a new tee if cracking is
found.
3. Install new O-ring seals
4. Allow the breather elements to dry before installation. Install the breather assemblies
in the original position. Coat the rubber parts with clean engine oil or petroleum jelly
in order to make installation easier.
5. Install the retaining clamps and the hose clamps. See the Service Manual,
"Specifications" module for the proper torque.
Engine Mounts - Check

Check the condition of the isolators. The isolators must be kept clean and dry. Ensure that the
isolators are free of oil and contamination.
Resilient Isolators
Each isolator has four rubber elements. The most usual cause for failure of the isolator is oil
contamination of the rubber elements. Inspect the rubber elements of each isolator for the
following conditions.
• Swelling
• Blistering
• Cracking
Perform the following procedures when deterioration of the rubber elements is initially observed:
• Record the observation in a log.

• Check the alignment of the driven equipment.
After deterioration of the rubber elements is initially observed, the rubber elements must be
carefully inspected. Any further deterioration of the rubber elements must be recorded. The
isolator must be repaired or replaced if rapid deterioration of the rubber elements is observed.
Deterioration of the rubber elements is usually accompanied by settling of the isolator. Settling of
the isolator will result in misalignment between the engine and the driven equipment.
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Ensure that the covers are in the correct position and that the O-rings are in good condition. This
will help prevent water from entering the top of the mount. Water may cause the adjustment screw
and/or the locknut to seize.
Measure the Height of the Isolators
There are two methods of measuring the heights of the isolator:
Acceptable - This method does not take into account deformation of the bed of the engine.
Measure the loaded height of each isolator. Use an inside micrometer and measure dimension
between the top of the soleplate and the bottom of the engine support assembly. All
measurements must be taken at the location that was marked by the manufacturer of the vessel at
the time of the engine commissioning.
Preferred - This is the most accurate method. This method will ensure that each of the mounts
are carrying the same load. Measure each corner of each isolator and record the average height
of the four measurements from each isolator.
Compare the measurement to the height that is stamped on the mounting foot of the engine or
compare the measurement to the specifications from the report from the engine commissioning. If
the measurement has changed ± 1 mm (± 0.04 inch) from the recorded height, the height of the
mounting foot must be adjusted back to the original specifications. See this Operation and
Maintenance Manual, "Engine Mounts-Inspect" for information on adjusting the engine mounts.
Note: It is important to keep accurate records of all of the measurements so that

trends can be developed for the life of the isolators.
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Engine Mounts - Inspect
Inspect the Center Bolt
Inspect the tightness of locknut on the center bolt. Use a minimum torque of 220 N·m (162 lb ft).
If the locknut is loose, perform the following Steps:
1. Tighten the locknut to 220 N·m (162 lb ft).

2. Measure clearance above adjustable assembly.
3. Compare the clearance to the specification from the engine commissioning. The
clearance and the specification from the engine commissioning must be equal.
Any difference in the clearance indicates that the height of the isolator has changed. A change in
the height of the isolator will result in misalignment between the engine and the driven equipment.
Adjusting the Height Of the Engine Support Assembly
Note: When shims are used in order to maintain the height of the engine support
assembly, the alignment of the engine and the driven equipment must be
verified.
1. Loosen setscrews.
2. Raise the engine with jacking screw.
3. Add or remove shims, if necessary. Tighten set screws.
Maintain a record of all of the shims that are added and/or removed from each isolator. When any
of the following conditions occur the isolators must be rebuilt or replaced:
• There is more than 5 mm (0.2 inch) of difference between dimension and the
dimension that is stamped on the mounting foot of the engine.
• Clearance from illustration 1 can not be adjusted to the required height.
For a standard rotation engine, the specification for clearance for the left side isolators is 9.5 mm
(0.4 inch). The specification for clearance for the right side isolators is 4.5 mm (0.2 inch).
For a reverse rotation engine, the specification for clearance for the left side isolators is 4.5 mm
(0.2 inch). The specification for clearance for the right side isolators is 9.5 mm (0.4 inch).
Note: If the isolators are repaired or replaced the engine must be realigned with the
driven equipment. The new heights of the engine mounts must be stamped on
the mounting feet. A copy of the new specifications must be added to the
report from the engine commissioning and/or ship's documents.
For the proper adjustment, refer to the shipyard's installation manual.
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Engine Oil Level - Check

The most accurate check of the oil level is performed when the engine is running at low idle and
the lube oil is warm. Perform this maintenance when the vessel is as stationary as possible.
1. If the engine is not running, start the prelube pump. If the engine is running, reduce
the engine speed to low idle.
2. Remove the oil level gauge. Observe the oil level on the oil level gauge. Maintain
the oil level between the "ADD" mark and the "FULL" mark.
NOTICE
Operating the engine with the oil level above the "FULL" mark could cause the crankshaft
to dip into the oil. The air bubbles that are created by the crankshaft dipping into the oil
reduces the lubricating characteristics of the oil. This could result in the loss of power and
cause damage to the engine. Do not overfill the engine with oil.
3. If necessary, remove oil filler cap and add oil. For the correct oil to use, see this
Operation and Maintenance Manual, "Engine Oil" topic (Maintenance Section). Do
not fill the crankcase above "FULL" mark. Clean the oil filler cap. Install the oil filler
cap.
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Engine Oil Sample - Obtain

In addition to a good preventive maintenance program, Caterpillar recommends using S·O·S oil
analysis at regularly scheduled intervals in order to monitor the condition of the engine and the
maintenance requirements of the engine. S·O·S oil analysis provides infrared analysis, which is
required for determining nitration and oxidation levels.
Obtain the Sample and the Analysis
WARNING!
Hot oil and hot components can cause personal injury. Do not allow hot oil or hot
components to contact the skin.
Before you take the oil sample, complete the Label, PEEP5031 for identification of the sample. In
order to help obtain the most accurate analysis, provide the following information:
• Engine model
• Service hours on the engine
• The number of hours that have accumulated since the last oil change
• The amount of oil that has been added since the last oil change
To ensure that the sample is representative of the oil in the crankcase, obtain a warm, well mixed
oil sample.
To avoid contamination of the oil samples, the tools and the supplies that are used for obtaining oil
samples must be clean.
Caterpillar recommends using the sampling valve in order to obtain oil samples. The quality and
the consistency of the samples are better when the sampling valve is used. The location of the
sampling valve allows oil that is flowing under pressure to be obtained during normal engine
operation.
The 169-8373 Fluid Sampling Bottle is recommended for use with the sampling valve. The fluid
sampling bottle includes the parts that are needed for obtaining oil samples. Instructions are also
provided.
NOTICE
coolant sampling.
Using the same pump for both types of samples may contaminate the samples that are
being drawn.
This contaminate may cause a false analysis and an incorrect interpretation that could lead
to concerns by both dealers and customers.
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If the engine is not equipped with a sampling valve, use the 1U-5718 Vacuum Pump. The pump is
designed to accept sampling bottles. Disposable tubing must be attached to the pump for insertion
into the sump.
For instructions, see Special Publication, PEHP6001, "How To Take A Good Oil Sample". Consult
your Caterpillar dealer for complete information and assistance in establishing an S·O·S program
for your engine.
Engine Oil Temperature Regulator - Replace

The oil temperature regulators divert the engine oil to the oil cooler in order to maintain engine oil
temperature.
For instructions on replacing the oil temperature regulators, see the Service Manual, "Disassembly
and Assembly" module.
Engine Oil and Filter - Change
Oil Change Interval
The oil change interval is primarily determined by the results of oil analysis. Other considerations
include the type of fuel, the lubrication oil, and the engine application. When you establish an
S·O·S oil analysis program, you will be able to evaluate the used oil. The evaluation can be used
to determine if this oil change interval is suitable for your specific engine.
Replace the lubrication oil when oil analysis determines that the oil has reached the condemning
limit.
In the absence of oil analysis, change the oil after every 500 hours of operation.
Drain the Engine Oil
WARNING!
NOTICE
Ensure that the engine is stopped before performing this procedure. Attach a DO NOT
OPERATE tag to the starting controls.
Do not drain the oil when the engine is cold. As the oil cools, suspended waste particles settle on
the bottom of the oil pan. The waste particles are not removed when the cold oil is drained. Drain
the crankcase with the oil warm. This draining method allows the waste particles that are
suspended in the oil to be drained properly.
Failure to follow this recommended procedure will allow the waste particles to be recirculated
through the engine lubrication system with the new oil.
1. After the engine has been operated at normal operating temperature, STOP the
engine.
2 - 113 10/2005
NOTICE
with suitable containers before opening any compartment or disassembling any
component containing fluids.
2. Open drain valve (1) in order to drain used oil. After the oil has drained, close drain
valve (1) .
If a suction device is used to drain the oil, ensure that the suction device is clean in
order to prevent dirt from entering the oil pan. Be careful not to strike the engine oil
suction tubes or the piston cooling jets.
Note: After the used oil has been drained and before the new oil is added, clean the
oil suction screen. Replace the engine oil filter elements.
Clean the Oil Suction Screen
WARNING!
Clean the oil suction screen at every oil change. Clean the oil suction screen after the oil sump
has been drained.
Note: Approximately 1 L (1 qt) of oil will remain in the housing after the sump has
been completely drained. This oil will pour out of the housing when cover is
removed. Catch the oil with a pan. Clean up any spilled oil with absorbent
pillows or towels. DO NOT use absorbent particles to clean up the oil. Remove
the bolts and washers from cover. Remove cover and the O-ring seal. Inspect
the seal for good condition. If the seal is cut, scratched, or cracked, obtain a
new seal for assembly.
1. Slide screen assembly from the tube.

2. Wash screen assembly in clean nonflammable solvent. Allow the screen assembly
to dry before installation.
3. Install screen assembly. Install cover and the O-ring seal. Secure the cover with the
bolts and washers.
Replace the Engine Oil filters
Replace the engine oil filters for any of the following occurrences:
• Every oil change

• The engine oil filter differential pressure reaches 100 kPa (15 psi).
2 - 114 10/2005
service tools. If the service tools are not used, perform the following procedure.
WARNING!
Perform the following procedure after the oil sump has been drained.
1. Connect a hose from each drain valve (1) to a suitable container in order to catch
the oil.
2. Open both drain valves (1). Allow the oil to drain.
pour out of the housing when cover (2) is removed. Catch the oil with a pan.
Clean up any spilled oil with absorbent pillows or towels. DO NOT use
absorbent particles to clean up the oil.
WARNING!
Personal injury can result from parts and/or covers under spring pressure. Spring force will
be released when covers are removed.
3. Be alert to the spring force. Cover has a spring force up to 240 N (54 lb). Gradually
loosen but do not remove the last two bolts or nuts that are located at opposite
corners of the cover. Before removing the last two bolts or nuts, pry the cover
loose in order to relieve any spring pressure.
4. Remove cover. Inspect O-ring seals for good condition. If a seal is cut, scratched,
or cracked, obtain a new seal for assembly.
5. Remove spring and retainer.
6. Use a pan to catch the oil that drips when the filters are removed. Remove the four
used filters. Clean up any oil that is spilled.
7. Clean cover, spring, and retainer
8. Inspect four new filters for each housing for good condition. Coat the sealing
surfaces of the new filters with clean engine oil. Install the filters into the housing.
9. Install new O-ring seal in the cover. Install new O-ring seals in the lower tube.
Install the lower tube into the cover. Cover the bores and cover the seals with
clean engine oil. Check the location of O-ring seal during installation of the cover.
Note: The use of 2 guide pins will make installation of the cover easier.
10.Install retainer, spring, and cover. Ensure that the retainer and the spring are seated
properly against the filter and the cover. Secure the cover with the bolts.
11. Make sure that the drain valves on the covers are closed.
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Fill the Engine with Oil
1. Remove the oil filler cap. Fill the crankcase through the oil filler tube only. Clean the
oil filler cap. Install the oil filler cap.
For the correct oil to use, see this Operation and Maintenance Manual, "Engine Oil"
topic (Maintenance Section).
For the amount of oil to use, see this Operation and Maintenance Manual, "Refill
Capacities" topic (Maintenance Section).
2. Operate the prelube pump in order to fill both of the oil filter housings with oil.
Check the oil level while the prelube pump is still running. Maintain the oil level
between the "ADD" and "FULL" marks on the oil level gauge.
3. Shut off the prelube pump. Start the engine. Operate the engine at low idle rpm.
Check the oil level. Check for oil leaks.
Inspect the Used Oil Filters
Cut the used oil filter open with a utility knife. Remove the metal wrap. Cut the filter element free
from the end caps. Spread apart the pleats and inspect the element for metal debris. An excessive
amount of debris in the element may indicate early wear or a pending failure.
Use a magnet to differentiate between the ferrous metals and the nonferrous metals that are found
in the element. Ferrous metals may indicate wear on the steel and cast iron parts of the engine.
Nonferrous metals may indicate wear on the aluminum parts, brass parts or bronze parts of the
engine. Parts that may be affected include the following components: main bearings, rod bearings,
turbocharger bearings and cylinder heads.
Due to normal wear and friction, it is not uncommon to find small amounts of debris in the oil filter
element. If an excessive amount of debris is found in the oil filter element, consult your Caterpillar
dealer in order to arrange for further oil analysis.
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Engine Protective Devices - Check
Calibration Check
Alarms and shutoffs must function properly. Alarms provide timely warning to the operator.
Shutoffs help to prevent damage to the engine. It is impossible to determine if the engine
protective devices are in good working order during normal operation. Malfunctions must be
simulated in order to test the engine protective devices.
A calibration check of the engine protective devices will ensure that the alarms and shutoffs
activate at the setpoints. Ensure that the engine protective devices are functioning properly.
NOTICE
During testing, abnormal operating conditions must be simulated.
The tests must be performed correctly in order to prevent possible damage to the engine.
· For the calibration of temperature contactors, see Special Instruction, SEHS9827,

"Calibration of Temperature Contactors".
· For the calibration of pressure contactors, see Special Instruction, SEHS9828,
"Calibration of Pressure Contactors".
Check the Magnetic Pickups
1. Clean the face of the magnet. Check the condition of the magnetic pickup.
2. Measure the resistance of the magnetic pickup. Resistance should be about 150
ohms.
3. If necessary, remove the magnetic pickup from the flywheel housing.
Note: Some sensors have flat bottoms but other sensors may have small tips. Ensure
that the tip of the sensor contacts the center point (highest point) of the gear
tooth.
4. Install the magnetic pickup in the flywheel housing. Turn the magnetic pickup
clockwise until the magnet contacts a tooth of the flywheel ring gear.
5. Turn the magnetic pickup counterclockwise for 1 1/4 turns (450 degrees). Maintain a
clearance of 1.41 to 1.76 mm (.0555 to .0693 inch) between the magnetic pickup
and the tooth of the flywheel ring gear. Tighten the locknut to 45 ± 7 N·m
(33 ± 5 lb ft).
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Engine Timing, Synchronization, and Valve Lash - Inspect/Adjust

For instructions on the following procedures, see the Service Manual, "Systems Operation/Testing
and Adjusting". Consult your Caterpillar dealer for assistance.
Check the Timing of the Crankshaft and Camshaft
The timing of the crankshaft and camshaft must be checked, and the valve bridge must be
adjusted before the valve lash is adjusted. The camshafts must be correctly timed with the
crankshaft before the fuel timing is adjusted.
NOTICE
If the camshaft is rotated with the timing pin installed, the timing pin will break. This can
result in further damage. Make sure to remove the timing pin before the camshaft is
rotated.
NOTICE
DO NOT use the starting motor to rotate the crankshaft. The lubrication oil can drain out
from between the crankshaft and the engine bearings if the engine has not been operated
for a period of time. Damage can result if the crankshaft is rotated on dry bearing surfaces.
To prevent damage to the crankshaft bearings, DO NOT crank the engine before prelube,
especially after this maintenance procedure.
NOTICE
The prelube pump should not be operated continuously for extended periods of time. If,
during repairs, the prelube pump has run continuously for a period of three hours or more,
it will be necessary to remove any oil that may have collected in the cylinders and/or above
the valves.
Prelube of the engine is required before the crankshaft is rotated for normal maintenance. Activate
the prelube pump for rotating the engine crankshaft.
2 - 118 10/2005
NOTICE
The barring device can also be used to prevent rotation of the crankshaft.
Fuel Injector Timing (Fuel Timing)
The camshafts must be correctly timed with the crankshaft before the fuel timing is adjusted. The
fuel timing dimension is stamped on the engine Information Plate.
Fuel Injector Clamp
The top surface of the clamp for the fuel injector must be parallel to the top surface of the cylinder
head.
Synchronize the fuel injectors. When this maintenance procedure is complete, ensure that the
barring device is disengaged from the flywheel and ensure that the handle of the barring device is
secured in the disengaged position.
Valve Bridge
NOTICE
Do NOT attempt to adjust the valves if the crankshaft and camshaft are not synchronized.
Disregard for this can result in engine damage such as bent valves.
Check the valve bridge and adjust the valve bridge, if necessary. Perform the procedure for both
valve bridges for each cylinder.
After the valve bridge is satisfactory, check the valve lash.
Engine Valve Lash
If the valve lash is within the tolerance, an adjustment of the valve lash is NOT necessary.
The crankshaft and camshaft timing must be checked, and valve bridge adjustment must be
performed before making a valve lash adjustment.
Perform the valve lash setting when the engine is cold. After the engine has been shut down and
the valve covers are removed, the engine is considered cold.
Before performing maintenance, prevent the entry of foreign matter into the top of the cylinder
head and the valve mechanism. Thoroughly clean the area around the valve mechanism covers.
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Engine Valve Rotators - Inspect
NOTICE
A valve rotator which does not operate properly will accelerate valve face wear and valve
seat wear and shorten valve life. If a damaged rotator is not replaced, valve face guttering
could result and cause pieces of the valve to fall into the cylinder. This can cause piston
and cylinder head damage.
Note: Use of a platform may be necessary to reach the engine valve rotators.
Perform this procedure after the valve lash has been set.
1. Mark the tops of the valve rotators with a permanent marker. Note the position of
the marks.
2. Install the valve covers. See the Service Manual for the procedure.
3. Start the engine. Operate the engine for 5 minutes. Stop the engine.
4. Remove the valve covers. Observe the position of the marks that are on the valve
rotators.
If a valve fails to rotate, consult your Caterpillar dealer.
Exhaust Shields - Inspect
WARNING!
NOTICE
The insulation for the exhaust system can be damaged if work is performed on the
insulation or around the insulation.
Do not tear the surface of the insulation. A torn surface will allow the insulation to absorb
flammable liquids and a fire can result from engine heat.
Remove the insulation or protect the insulation before performing work on the insulation or
around the insulation. Handle the insulation carefully.
Ensure that the exhaust manifold is cool. Inspect the insulation for the exhaust system. Replace
any insulation that is damaged. Consult your Caterpillar dealer for assistance.
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Fuel Analysis - Obtain

To ensure optimum performance of the engine, obtain a complete fuel analysis when fuel is
delivered. Obtain the analysis before using the fuel.
1. Ask the supplier of the fuel for the fuel specifications.

2. Obtain samples of the fuel.
Note: If a fuel supply is delivered to the site by trucks, obtain samples from
approximately five percent of the supply tanks.
a. Submit a sample of the fuel immediately to an independent laboratory

for analysis.
b. The fuel analysis must include all of the properties that are listed in
Special Publication, SEBU7003, "3600 Diesel Engine Fluids
c. Retain samples of the fuel in case future analysis is needed.
Label the samples accurately for future identification. The samples may
be needed for future analysis if questions about quality, stability, or
compatibility arise.
3. Compare the supplier's report to the report from the analysis. The reports may
indicate variations within the fuel. If the reports are inconsistent, obtain another
analysis of the fuel. This will eliminate the possibility of testing error.
4. Compare the reports to Special Publication, SEBU7003, "3600 Diesel Engine Fluids
Recommendations For Lubricants, Fuels, and Coolants". If the fuel does not meet
the minimum requirements, deposits and/or corrosion could cause excessive wear
on the fuel system and/or failure of the fuel system.
Clean fuel that meets the fuel recommendations will help ensure rated engine performance and
maximum engine service life.
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Fuel System - Prime
WARNING!
NOTICE
component.
Prime the fuel system in order to fill dry fuel filters and purge air from the fuel system. Prime the
fuel system after the following occurrences:
• The fuel filter elements are replaced.

• The engine is run dry.
• The fuel lines have been disconnected.
• The engine has been overhauled.
• The engine is removed from storage.
1. Open the vent plugs for the fuel filters.

2. Operate the fuel priming pump of the vessel until fuel appears at the openings of the
vent plugs. Operate the priming pump until the fuel flows free of air bubbles. Clean
up any spilled fuel immediately.
3. Tighten the vent plugs.
Priming the Fuel System After Disconnecting Fuel Lines or After an

Overhaul
1. Loosen the connector that is above the fuel pressure regulator valve. Use a cloth to
catch any fuel and clean up any fuel that overflows.
2. Operate the fuel priming pump of the vessel until fuel appears at the opening of the
connector. Operate the priming pump until the fuel flows free of air bubbles. Clean
up any spilled fuel immediately.
3. Tighten the connector that is above the fuel pressure regulator valve.
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Fuel System Primary Filter/Water Separator - Drain
WARNING!
NOTICE
immediately.
Drain the primary filter/water separator on a daily basis before starting the engine.
For specific instructions for draining the primary filter/water separator, see the service information
that is provided by the OEM of the primary filter/water separator.
NOTICE
The water separator is under suction during normal engine operation. Ensure that the drain
valve is tightened securely to help prevent air from entering the fuel system.
Fuel System Primary Filter/Water Separator Element - Replace
WARNING!
NOTICE
component.
Replace the element of the primary filter/water separator according to the instructions that are
provided by the OEM of the primary filter/water separator.
Note: It may be necessary to prime the fuel system before the engine will start. See
this Operation and Maintenance Manual, "Fuel System - Prime" topic
(Maintenance Section).
Fuel System Secondary Filter - Replace

Replace the secondary fuel filter elements when either of the following conditions occur:
filter differential pressure reaches 69 kPa (10 psi).
• The fuel filter elements have been used for 1000 hours of operation.
service tools. If the service tools are not used, perform the following appropriate procedure.
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Replacing the Secondary Filters With the Engine Stopped
WARNING!
NOTICE
containing fluids.
tools and supplies suitable to collect and contain fluids on Caterpillar products. Dispose of
all fluids according to local regulations and mandates.
1. Stop the engine. Connect one end of a hose to each drain valve. Insert the other end
of the hoses into a suitable container in order to catch the fuel.
NOTICE
component.
NOTICE
immediately.
2. Remove both vent plugs. Open both drain valves in order to drain the secondary fuel
filters.
Note: If the fuel filter is installed vertically, then the drain valves are in the bottom.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component life.
WARNING!
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Note: Some fuel will remain in the housing after the fuel has been drained. This fuel
will pour out of the housing when cover is removed. Catch the fuel with a pan.
Clean up any spilled fuel with absorbent pillows or towels. DO NOT use
absorbent particles to clean up the fuel.
3. Be alert to the spring force. Gradually loosen but do not remove the last two bolts
or nuts that are located at opposite corners of cover. Before removing the last two
bolts or nuts, pry the cover loose in order to relieve any spring pressure.
4. Remove cover and O-ring seal. Inspect the seal for good condition. If a seal is cut,
scratched, or cracked, obtain a new seal for assembly.
5. Remove spring and retainer.
6. Filters are loaded on wire rack that is inside of the housing. Remove wire racks.
Use a pan to catch the fuel that drips when the rack and filters are removed.
Remove the used filters. Clean up any fuel that is spilled.
7. Clean cover, spring, and retainer. Clean rack and clean the inside of the housing.
8. Inspect 4 new filters for each housing for good condition. Coat the sealing
surfaces of the new filters with clean diesel fuel. Place the filters onto rack. Install
the filters and the rack into the housing.
9. Install retainer, spring, cover and O-ring seal. Ensure that the retainer and the
spring are seated properly against the filter and the cover. Secure the cover with
the bolts.
10. Make sure that the drain valves on the covers are closed. Clean vent plugs. Install
the vent plugs loosely. Prime the fuel system. See this Operation and Maintenance
Manual, "Fuel System - Prime" topic (Maintenance Section).
11. Start the engine and check for fuel leaks.
Replacing the Secondary Filters During Engine Operation
WARNING!
Filter contains hot pressurized fluid when engine is running. Follow instructions on control
valve to avoid personal injury. If rapid air movement exists to blow fluid, Stop the engine to
avoid fire.
WARNING!
1. To service the lower secondary fuel filter, turn control valve to the "UPPER RUN"
position.
2. Connect one end of a hose to drain valve. Insert the other end of the hose into a
suitable container in order to catch the fuel.
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NOTICE
component.
NOTICE
immediately.
3. Remove vent plug. Open drain valve in order to drain the secondary fuel filter.
4. Perform Steps 3 through 9 from "Replacing the Secondary Filters With the Engine
Stopped".
5. Close drain valve. Clean vent plug. Install the vent plug loosely. Slowly turn control
valve to the "LOWER FILL" position. After five minutes, turn control valve to the
"BOTH RUN" position. Tighten vent plug.
6. To service the upper secondary fuel filter, turn control valve to the "LOWER RUN"
position. Perform Steps 1 through 5 for the upper secondary fuel filter.
7. After both of the. secondary fuel filters have been serviced, turn control valve (1) to
the "BOTH RUN" position.
Fuel Tank Water and Sediment - Drain
Day Tank
Fuel quality is critical to the performance and to the service life of the engine. Water in the fuel can
cause excessive wear to the fuel system. Condensation occurs during the heating and cooling of
fuel. The condensation occurs as the fuel passes through the fuel system and the fuel returns to
the day tank. This causes water to accumulate in the day tank. Draining the day tank regularly and
obtaining fuel from reliable sources can help to eliminate water from the fuel.
Day tanks should have a provision for draining water and sediment.
Open the drain valve on the bottom of the day tank in order to drain the water and the sediment.
Close the drain valve.
Drain the water and sediment from the day tank daily. The quality of the fuel or the operating
conditions may require the water and sediment to be drained more often.
Fill the day tank after operating the engine in order to drive out moist air. This will help prevent
condensation. Do not fill the tank to the top. The fuel expands as the fuel gets warm. The tank may
overflow.
Some day tanks use supply pipes that allow water and sediment to settle below the end of the fuel
supply pipe. Some day tanks use supply lines that take fuel directly from the bottom of the tank. If
the engine is equipped with this system, regular maintenance of the fuel system filter is important.
Fuel Storage Tanks
Drain the water and the sediment from the fuel storage tank daily. Ensure that the water and
sediment is drained from the fuel storage tank when the tank is refilled. This will help prevent water
and/or sediment from being pumped from the fuel storage tank into the engine fuel tank.
If a bulk storage tank has been refilled or moved recently, allow adequate time for the sediment to
settle before filling the engine fuel tank. Internal baffles in the bulk storage tank will also help trap
sediment. Filtering fuel that is pumped from the storage tank helps to ensure the quality of the fuel.
When possible, water separators should be used.
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Governor Actuator Linkage - Check

Check the governor actuator linkage for proper operation. For the procedure to adjust the actuator
linkage, see the Service Manual, "Systems Operation/Testing and Adjusting".
Metal Particle Detector - Inspect

If the metal particle detector causes a shutdown, inspect the detector.
1. Use a 1/2 inch ratchet to remove cover and the O-ring seal from the detector.
2. Remove the grid and the O-ring seal for the grid from the inside of the detector.
3. If metal particles are found, determine the source of the particles. Make repairs, as
needed.
NOTICE
Metal particles in the lube oil may indicate a serious condition that requires immediate
attention.
If metal particles are found in the grid of the detector, do not start the engine until the
source of the particles is found and the condition is corrected. Failure to do so could cause
severe damage to the engine.
4. Clean the inside of the detector and clean the grid with nonflammable solvent.
Note: To replace the O-ring seals and the grid, use the 165-5690 Particle Detector Kit .
5. Inspect the grid and the O-ring seals for good condition. Obtain new parts, if
necessary.
6. Install the clean, dry grid and the O-ring seal for the grid.
7. Install the cover and the O-ring seal for the cover. Torque the cover to 54 N·m
(40 lb ft).
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Oil Mist Detector - Maintain
NOTICE
The engine can be severely damaged by excessive oil mist.
To help ensure proper operation of the oil mist detector, perform the recommended
maintenance on the detector.
Failure to perform the recommended maintenance for the oil mist detector can allow these
possible effects on the operation of the detector:
· Inability to activate an alarm for excessive oil mist

· Activation of faults in the detector
· Activation of false alarms for excessive oil mist
Perform the maintenance procedures for the oil mist detector according to the instructions
in Service Manual, RENR2225, "Oil Mist Detectors".
Note: The intervals for performing the maintenance are provided as guidelines.
Particular installations may require more frequent maintenance intervals.
Maintenance Schedule for the Oil Mist Detector
Interval Maintenance Procedure
When Required Perform all of the following maintenance after the vessel has been in storage:
Daily Maintain the system for the compressed air.
Check the pressure of the vacuum in the measuring head.

Every Month Adjust the pressure, if necessary. (1)
Clean the box for the oil drain (if equipped).
Perform the following maintenance on these items in the

Every 3 Months measuring head: Clean the bores for the filered air.
Replace the sintered bronze filters.
Clean the glass of the infrared filters.
Replace the sintered bronze filter for the pressure regulator.
Every Year Clean the suction lines for sampling the atmosphere from the crankcase.
Clean the oil drain line.
( 1 ) When this procedure is performed after Every Three Months, perform this procedure last.
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Overhaul (Major)
The need for a major overhaul is determined by several factors.

• A decrease and variation of cylinder compression

Monitor the engine as the engine accumulates service hours. Consult your Caterpillar dealer
about scheduling a major overhaul.
A major overhaul includes all of the work that is done for top end overhauls. A major overhaul
includes additional parts and labor. Additional parts and labor are required in order to completely
rebuild the engine.
For the major overhaul, all of the bearings, seals, gaskets, and components that wear are
disassembled. The parts are cleaned. The parts are inspected. If necessary, the parts are
replaced. The crankshaft is measured for wear. The crankshaft may require regrinding.
Alternatively, the crankshaft may be replaced with a Caterpillar replacement part.
The following definitions explain the terminology for the services that are performed during an
overhaul:
Inspect - Inspect the components according to the instructions that are in Caterpillar reusability
of Publications on Reusability or Salvage of Used Parts". The guidelines were developed in order
to help Caterpillar dealers and customers to avoid unnecessary expenditures. New parts are not
required if the existing parts can still be used, reconditioned, or repaired. If the components are
not in the reusability guidelines, refer to the Service Manual, "Specifications" module.
Rebuild - The component is reconditioned in order to comply with reusability guidelines.
Replace - The service life of the part is exhausted. The part may fail before the next maintenance
interval. The part must be replaced with a part that meets functional specifications. The
replacement part may be a new part, a CAT remanufactured part, a rebuilt part, or a used part.
Some worn components may be exchanged with your Caterpillar dealer for a credit on
replacement parts.
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Consult your Caterpillar dealer about repair options for your engine.
recommendations in Table 1.
Table 1
Recommendations for the Major Overhaul
Service Component
Rebuild Centrifugal oil filters
Cylinder heads
Starting motor
Vibration damper
Replace Accessory group bearings
Camshaft bearings (1)
Connecting rod bearings (2)
Cylinder head valves and valve guides
Cylinder head valve spring guides
Exhaust manifold bellows
Exhaust shields
Front gear train bearings (3)
Fuel injectors
Main bearings (2)
Oil pump bearings
Oil temperature regulators
Turbocharger bearings and bushings
Water pump bearings
Water temperature regulators
Inspect Aftercooler cores
Alarm and shutoff controls
Camshafts (1) (4)
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Crankshaft (2) (4)
Cylinder liners
Cylinder sleeves
Exhaust manifolds
Front gear group (3)
Oil cooler
Oil pump bushings
Oil suction screen
Pistons and piston rings
Priority valve
Rear gear group (3)
Rear gear train bearings (3)
Rocker arm bearings
Thermocouples
Thrust bearings
Valve mechanism group
Replace the gaskets and Air inlet lines

seals of these components.
Camshaft front covers
Camshaft drive gear covers
Central structure covers
Crankcase side covers
Crankshaft (5)
Crankshaft vibration damper
Cylinder heads
Exhaust manifold
Front housing group
Fuel lines
Fuel transfer pump
2 - 131 10/2005
Gear inspection group
Oil cooler
Oil lines
Oil temperature regulators
O-ring seals and plugs
Power take-off covers
Priority valve group
Rear gear train
Rear housing group
Rear structure covers
Turbocharger
Valve covers
Water lines
Water pumps
Water temperature regulators
( 1 ) Inspect the camshaft for damage to the journals and the lobes. Inspect the camshaft
bearings and the camshaft followers for signs of wear and/or scuffing.
( 2 ) Inspect the crankshaft for these conditions: deflection, damage to the journals and bearing
material that has seized to the journals. Inspect the profile and the taper of the crankshaft journals.
Compare the crankshaft journals to the wear patterns in the connecting rod bearings and the main
bearings.
( 3 ) Inspect the gears and the bushings of the gear trains for worn gear teeth, unusual fit, and
unusual wear.
( 4 ) If the crankshaft or the camshaft are removed for any reason, use the magnetic particle
inspection process to check for cracks.
( 5 ) Inspect the area around the front seal and the rear seal of the crankshaft. It is not necessary
to replace a crankshaft seal if the seal is not leaking.
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Overhaul (Top End)

Interval Schedule" is expressed in fuel consumption and service hours. The more accurate figure
to use is fuel consumption. Fuel consumption corresponds more accurately to the engine load.
Table 1 lists an average range of fuel consumption for a reasonable load factor before a top end
Table 1
Approximate Fuel Consumption Before A Top End Overhaul
Engine Model Fuel Consumption (1)
3618 12 605 000 to 14 763 000 L

3 330 333 to 3 900 000 US gal
( 1 ) The fuel consumption is based on fuel with a low heat value of 42 780 kJ/kg and density of
838.9 g/L.
A top end overhaul involves the removal, the inspection, and the rework of the cylinder head
components. Some additional components are replaced and serviced.
The following definitions explain the terminology for the services that are performed during an
overhaul:
Inspect - Inspect the components according to the instructions that are in Caterpillar reusability
of Publications on Reusability or Salvage of Used Parts". The guidelines were developed in order
to help Caterpillar dealers and customers to avoid unnecessary expenditures. New parts are not
required if the existing parts can still be used, reconditioned, or repaired. If the components are
not in the reusability guidelines, refer to the Service Manual, "Specifications" module.
Rebuild - The component is reconditioned in order to comply with reusability guidelines.
Replace - The service life of the part is exhausted. The part may fail before the next maintenance
interval. The part must be replaced with a part that meets functional specifications. The
replacement part may be a new part, a CAT remanufactured part, a rebuilt part, or a used part.
Some worn components may be exchanged with your Caterpillar dealer for a credit on
replacement parts. Consult your Caterpillar dealer about repair options for your engine.
2 - 133 10/2005
recommendations in Table 2.
Table 2
Recommendations for the Top End Overhaul
Service Component
Inspect Replace Cylinder sleeves
Exhaust shields
Starting motor
Turbocharger bearings, bushings, and seals
Clean Inspect Oil cooler core
Oil suction screen
Rebuild Cylinder heads Exhaust valves (1)
Exhaust valve seat inserts
Inlet valves (1)
Inlet valve seat inserts
Inner valve springs
Outer valve springs
Valve spring guides
Valve spring locks
Valve rotators
Replace Cylinder head gaskets
Exhaust manifold gaskets
Fuel injectors
Fuel transfer pump seals
Oil pump bearings and seals
Oil temperature regulators and seals
O-ring seals and plugs
Seals for the inlet air lines
Water pump bearings and seals
Water temperature regulators and seals
( 1 ) The angles of the valves and the seats are different. If the valves and the seats are not replaced, lap
the valves and the seats. The valve and the outer diameter of the seat must have 360 degrees of contact.
If the valves and the seats require grinding, see the Service Manual, "Specifications" for the angles.
2 - 134 10/2005
Overhaul Considerations
Severe Operation
Severe operation is the use of an engine that exceeds current published standards for that engine.
Caterpillar maintains standards for the following engine parameters:
• Horsepower
• Range of rpm
• Fuel consumption
• Fuel quality
• Altitude
• Maintenance intervals
• Selection of oil
• Selection of coolant
• Environmental qualities
• Installation
Refer to the standards for your engine or consult your Caterpillar dealer in order to determine if
your engine is operating within the defined parameters.
Severe operation can accelerate component wear. Engines that are operating under severe
conditions may need more frequent maintenance intervals for the following reasons:
• Maximum reliability
• Retention of full service life
Because of individual applications, it is not possible to identify all of the factors which can
contribute to severe operation. Consult your Caterpillar dealer about the maintenance that is
needed for your specific engine.
The following factors can contribute to severe operation: environment, improper operating
procedures and improper maintenance practices.
Environmental Factors
Extreme Ambient Temperatures
Extended operation in environments that are extremely cold or hot can damage components.
Valve components can be damaged by carbon buildup if the engine is frequently started and
stopped in very cold temperatures. Extremely hot inlet air reduces the performance capabilities of
the engine.
Note: See this Operation and Maintenance Manual, "Cold Weather Operation" topic
(Operation Section), or see Supplement, SEBU5898, "Cold Weather
Recommendations".
Cleanliness
Unless the equipment is cleaned regularly, extended operation in a dirty environment and in a
dusty environment can damage components. Built up mud, dirt, and dust can encase components.
This can make maintenance difficult. The buildup can contain corrosive chemicals. Corrosive
chemicals and salt can damage some components.
2 - 135 10/2005
Improper Operating Procedures

• Extended operation at low idle
• Minimum cool down periods after high load factor operation
• Operating the engine beyond the guidelines for the engine rating
• Operating the engine at loads that are greater than the rated load
• Operating the engine at speeds that are greater than the rated speed
• Use of the engine for an application that is not approved
Improper Maintenance Practices

• Extension of maintenance intervals
• Not using recommended fuel, lubricants, and coolant/antifreeze
Overhaul Information
An overhaul is replacing the major worn components of the engine. An overhaul interval is a
maintenance interval that is planned. The engine is rebuilt with certain rebuilt parts or new parts
that replace the worn parts.
An overhaul also includes the following maintenance:
• Inspection of all the parts that are visible during the disassembly
• Replacement of the seals and gaskets that are removed
• Cleaning of the internal passages of the engine and the engine block
Most owners will save money by overhauling the engine at the intervals that are recommended in
this Operation and Maintenance Manual
The higher peaks result from two key factors:
• Delaying an overhaul until a breakdown increases the chance of a catastrophic

failure. This type of failure requires more parts, labor, and cleanup.
• Excessive wear means that fewer components will be reusable. More labor may be
required for salvage or repair of the components.
When all of the costs are considered, "repair-before-failure" is the least expensive alternative for
most components and engines.
It is not practical to wait until the engine exhibits symptoms of excessive wear or failure. It is not
less costly to wait. A planned overhaul before failure may be the best value for the following
reasons:
• Costly unplanned downtime can be avoided.

• Many original parts can be reused according to the guidelines for reusable parts.
·• The service life of the engine can be extended without the risk of a major
catastrophe due to engine failure.
• Achieve the best cost/value relationship per hour of extended service life.
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Overhaul Intervals
Some factors that are important for determining the overhaul intervals include the following
considerations:
• Performance of preventive maintenance

• Use of recommended lubricants
• Use of recommended coolants
• Use of recommended fuels
• Proper installation
• Operating conditions
• Operation within acceptable limits
• Engine load
• Engine speed
Generally, engines that are operated at a reduced load and/or speed achieve more service life
before an overhaul. However, this is for engines that are properly operated and maintained.

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Using Fuel Consumption For Calculating the Overhaul Intervals
Experience has shown that maintenance intervals are most accurately based on fuel consumption.
Fuel consumption corresponds more accurately to the engine load. Tables 1, 2, and 3 list average
ranges of fuel consumption for a load factor of approximately 60 percent.
Table 1
High High High
666,667 L 500,000 L
Top End 1,000,000 L
(176113.4214 (132,085
US gal) US gal)
Second
2,000,000 L
Top End n/a n/a
(528,340 US gal)
Overhaul
Major 3,000,000 L 2,000,000 L 1,500,000 L

Overhaul (792,510 US gal) (792,510 US gal) (396,255 US gal)

Table 2
High High High
1,000,000 L 750,000 L
Top End 1,500,000 L
(264,170 (198,127
US gal) US gal)
Second
3,000,000 L
Top End n/a n/a
(792,510 US gal)
Overhaul
Major 4,500,000 L 3,000,000 L 2,250,000 L

Overhaul (1,188,765 US gal) (792,510 US gal) (594,382 US gal)

2 - 138 10/2005
Table 3
Rated Up Rated 1301 Rated 1601 High High High
Interval To 1300 To 1600 To1800 Performance Performance B Performance D
RPM (1) RPM (1) RPM (1) A Ratings (2) and C Ratings (1) and E Ratings (3)
Top End 2,000,000 L 1,000,000 L

Overhaul (528,340 US gal) (264,170 US gal)
Second
4,000,000 L
Top End n/a n/a n/a
(1,056,680 US gal)
Overhaul
Major 6,000,000 L 4,000,000 L 3,000,000 L

Overhaul (1,585,020 US gal) (1,056,680 US gal) (792,510 US gal)

Use the actual records of fuel consumption, when possible. If the actual records are not available,
use the following procedure in order to estimate the fuel consumption.
Table 4
Equation For Calculating Overhaul Intervals
F/R = H
"F" is the estimated total amount of fuel consumption of the engine.
"R" is the rate of fuel consumption in liters per hour or gallons per hour.
"H" is the number of estimated hours until the overhaul interval
1. Estimate the average percent of the load for the operation of the engine.
2. Refer to the fuel consumption data in the Technical Marketing Information (TMI) for
your engine. This will determine the fuel consumption for the percent of the load that
was estimated in Step 1. Use this figure as variable "F" for the equation in Table 4.
For more information about the Technical Marketing Information (TMI) for your
engine, consult your Caterpillar dealer.
2 - 139 10/2005

Oil consumption, fuel consumption, and maintenance information can be used to estimate the total
operating cost for your Caterpillar engine. Oil consumption can also be used to estimate the
required capacity of a makeup oil tank that is suitable for the maintenance intervals.
Oil consumption is in proportion to the percentage of the rated engine load. As the percentage of
the engine load is increased, the amount of oil that is consumed per hour also increases.
The oil consumption rate (brake specific oil consumption) is measured in grams per kW/h (lb per
bhp). The brake specific oil consumption (BSOC) depends on the engine load. Consult your
Caterpillar dealer for assistance in determining the typical oil consumption rate for your engine.
When an engine's oil consumption has risen to three times the original oil consumption
rate due to normal wear, an engine overhaul should be scheduled. There may be a
corresponding increase in blowby and a slight increase in fuel consumption.
Overhaul Inspection
Refer to the Service Manual for the disassembly and assembly procedures that are necessary in
order to perform the required maintenance on the items that are listed. Consult your Caterpillar
dealer for assistance.
To determine the reusability publications that are needed to inspect the engine, refer to Guidelines
for Reusable Parts and Salvage Operations, SEBF8029, "Index of Publications on Reusability or
Salvage of Used Parts".
The Guidelines For Reusable Parts and Salvage Operations is part of an established Caterpillar
parts reusability program. These guidelines were developed in order to assist Caterpillar dealers
and customers reduce costs by avoiding unnecessary expenditures for new parts. If the engine
parts comply with the established inspection specifications, the parts can be reused.
The use of out-of-spec parts could result in unscheduled downtime and/or costly repairs. The use
of out-of-spec parts can also contribute to increased fuel consumption and reduction of engine
efficiency. New parts are not necessary if the old parts can be reused, repaired, or salvaged.
Otherwise, the old parts can be replaced or exchanged.
Your Caterpillar dealer can provide the parts that are needed to rebuild the engine at the least
possible cost.
Overhaul Programs
An economical way to obtain most of the parts that are needed for overhauls is to use Caterpillar
remanufactured parts. Caterpillar remanufactured parts are available at a fraction of the cost of
new parts. These parts have been rebuilt by Caterpillar and certified for use. The following
components are examples of the remanufactured parts:
• Cylinder heads
• Oil Pumps
• Turbochargers
• Water pumps
Consult your Caterpillar dealer for details and for a list of the remanufactured parts that are
available.
Your Caterpillar dealer may be offering a variety of overhaul options.
A Flat Rate Overhaul guarantees the maximum price that you will pay for an overhaul. Flat rate
prices on preventive maintenance programs or major repair options are available from many
servicing dealers for all Caterpillar Engines. Consult your Caterpillar dealer in order to schedule a
before failure overhaul.
2 - 140 10/2005
Overhaul Recommendation
Caterpillar recommends a scheduled overhaul in order to minimize downtime. A scheduled

overhaul will provide the lowest cost and the greatest value. Schedule an overhaul with your
Caterpillar dealer.
Overhaul programs vary between dealers. To obtain specific information about the types of
overhaul programs and services, consult your Caterpillar dealer.
Starting Motor - Inspect
More frequent inspection and replacement of the starting motor may be required for the following
conditions:
• Operation in harsh environments

• Applications that require frequent stops and starts, such as the operation of a fast
ferry
If the starting motor fails, the engine may not start in an emergency situation. A scheduled
inspection of the starting motor is recommended.
The starter motor pinion and the flywheel ring gear must be in good condition in order for the
engine to start properly. The engine will not start if the starter motor pinion does not engage the
flywheel ring gear. The teeth of the starter motor pinion and the flywheel ring gear can be
damaged because of irregular engagement.
Inspect the starting motor for proper operation. Listen for grinding when the engine is started.
Inspect the teeth of the starter motor pinion and the flywheel ring gear. Look for patterns of wear
on the teeth. Look for teeth that are broken or chipped. If damaged teeth are found, the starter
motor pinion and the flywheel ring gear must be replaced.
Inspect all of the components in the air circuit for the starting motor. Inspect all of the air lines and
connections for leaks.
Remove the air starting motors for inspection. Overhaul the air starting motors. Refer to the
Service Manual or consult your Caterpillar dealer for instructions on removing and on overhauling
the air starting motors.
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Trend Data - Record

Records of engine performance are an important element of a maintenance program. The data on
engine performance can help to predict problems with operation. Also, the data can provide
information that is useful for achieving optimum operation.
Traditionally, data on engine performance might be recorded regularly. However, the data might
not be reviewed until the occurrence of a problem. This method of monitoring engine operation
has several disadvantages:
• The engine may not be providing optimum performance. This may not be noticed
because the engine does not exhibit excessive changes in performance.
• Because a problem occurs, the engine may be in an alarm condition that requires a
quick response.
• Repairs may cause more downtime.
• The cost of downtime is compounded by the cost of parts and labor for repairs.
The absence of an alarm condition does NOT guarantee normal operation. Not all parameters
have alarms and/or shutdowns. Setpoints for alarms are outside of the normal ranges in order to
avoid occasional nuisance warnings. An alarm indicates a serious condition that requires
immediate attention. Service or repair is a reaction to an alarm condition.
A different approach is necessary in order to schedule service before an alarm condition occurs.
Monitor the trends of the engine's performance.
The following benefits can be realized:
• Reduction of engine performance will be noticed sooner.

• Problems can be predicted. This enables prevention of the problems. Service can
be planned before an alarm condition occurs.
• Planning for downtime will also reduce downtime.
• The cost of parts and labor for service that is planned will be less than the cost of
repairs that are not anticipated.
Monitoring the Trends of Engine Performance
For marine applications, the power demand can be difficult to determine. Consider the following
factors for determining the power demand:
• For propulsion with a water jet or a fixed propeller, the theoretical power is
approximately proportional to the cubed engine speed.
• Power demand at a given engine speed is dependent on several factors: loading of
the vessel, weather, design of the hull and other conditions.
To maintain a program for monitoring that is successful, several factors are important:
• Record the data regularly when the engine is operating at similar loads and speeds.
• Obtain accurate data.
• At regular intervals, review the data in a graphic format.
• Perform corrections before damage and/or downtime occurs.
2 - 142 10/2005
Accurate data is provided by accurate instruments and proper use of the instruments. The gauges
and the sensing devices must be in good condition. This is especially true for thermocouples.
Establish a program for calibrating the instruments periodically. Avoid using infrared thermometers
for obtaining data. Be sure to read the gauges properly. Accurate recording of the data is also
important.
Use the following Steps to establish a program.
1. Establish a baseline for the engine parameters. The baseline is necessary in order
to know the normal gauge readings. The new data will be compared to the
baseline.
• Use the data from the engine commissioning. The data is recorded for
various loads. The data is recorded before any wear or deterioration
takes place.
• If there is no data from the engine commissioning, use data from the
engine test cell. Understand that the data will not be specific to the site.
• If data is not available from the engine commissioning or the engine test
cell, calculate an average of the existing data.
• Establish a new baseline after an overhaul.
2. Frequently record the new data during engine operation. For an example of a log to
use, see this Operation and Maintenance Manual, "Hourly Performance Log"
(Reference Information Section).
Be aware that the readings of some parameters depend on the engine load.
Record the data when the engine is operating at a high load. This increases the
accuracy of the data. Also, any reduction in performance will be revealed sooner.
A load of 75 to 100 percent is recommended.
• For operations with a consistent load cycle, record the data at the same
time for each day.
• If the load can be controlled, set the load to the same amount for each
reading.
Some parameters that are NOT affected by the load ARE affected by the engine
rpm. Obtain the readings for these parameters when the engine is operating at the
same rpm.
2 - 143 10/2005
Some parameters are not affected by either the load or the rpm. See Table 1.
Table 1
Parameters of Engine Operation
Parameters That Depend On the Load
Aftercooler and oil cooler water temperature (outlet)
Cylinder pressure
Crankcase pressure
Exhaust manifold pressure
Exhaust manifold temperature
Exhaust port temperature
Inlet air restriction
Inlet air temperature
Inlet manifold air pressure (boost pressure) (1)
Inlet manifold air temperature (1)
Outlet temperature of the jacket water
Parameters That Depend On the RPM
Fuel filter differential pressure
Fuel pressure
Jacket water pressure
Lube oil pressure
Oil filter differential pressure
Parameters That Are Independent of the Load and RPM
Aftercooler and oil cooler water temperature (inlet)
Inlet temperature of the jacket water
Lube oil temperature
( 1 ) This includes the air before the aftercooling and after the aftercooling.
Note: A gauge reading that is abnormal may indicate a problem with operation or a
2 - 144 10/2005
3. Average the data for each day. Use a computer or graph paper in order to produce
a graph of the data. Compare the new data to the baseline. This will help to reveal
the trends of the engine performance.
Illustration 1 shows that the engine oil pressure was near baseline (1). Later, the
operating pressure was approaching setpoint (3). The trend of operating pressure
(2) indicated that the condition required investigation before activation of the alarm.
4. Compare the new data to the data from previous months. This comparison will be
useful for scheduling reconditioning for the engine.
Monitoring the Trends of Oil Consumption
The consumption of lube oil depends on the following factors:
• Engine load
• Hours of operation
• Type of oil
Monitor the engine's oil consumption by calculating the Specific Oil Consumption on a daily basis.
Be aware that the following conditions can produce misleading data on oil consumption:
• Improper operation of the lube oil centrifuge

• Inaccurate measurement of additions of oil
• Leaking of lube oil
• Overfilling of the oil sump
To measure additions of oil accurately, use a meter to monitor additions of oil at the engine. Also,
check the total oil consumption against the delivery of oil.
2 - 145 10/2005
Calculating Specific Oil Consumption

Use the equation that is in Table 2 in order to calculate the Specific Oil Consumption.
Table 2
Equation For Calculating the Specific Oil Consumption
OD
= BSOC
bkW-hr
O is the liters of fuel that have been consumed.
D is the density of the fuel. The density is expressed in grams per liter.
bkW-hr is the kilowatt hours that have been produced during consumption of the oil.
BSOC is the brake specific oil consumption.
This is expressed in grams per kilowatt hour.
To calculate the BSOC, the bkW-hr must be known. Table 3 is an example for calculating the bkW-
hr. The data in the example assumes the following conditions:
• A meter was used to measure the fuel consumption of 1000 liters.

• The density of the fuel sample is 980 grams per liter.
• One kilowatt hour per 200 grams of fuel is the average estimate. This is based on
Brake Specific Fuel Consumption (BSFC) for various engine loads and for various
operating conditions.
Table 3
Example For The Calculation of Kilowatt Hours
1000 L 980 g bkW-hr
= 9800 bkW
1 L 200 g
2 - 146 10/2005
Turbocharger - Inspect
Periodic inspection and cleaning is recommended for the turbocharger compressor housing (inlet
side).
Fouling of the compressor can contribute to loss of engine power, increased black smoke and
overall loss of engine efficiency.
If the turbocharger fails during engine operation, damage to the turbocharger compressor wheel
and/or to the engine may occur. Damage to the turbocharger compressor wheel could allow parts
from the compressor wheel to enter an engine cylinder. This can cause additional damage to the
pistons, the valves, and the cylinder head.
NOTICE
Turbocharger bearing failures can cause large quantities of oil to enter the air inlet and
exhaust systems. Loss of engine lubricant can result in serious engine damage.
Minor leakage of a turbocharger housing under extended low idle operation should not
cause problems as long as a turbocharger bearing failure has not occurred.
When a turbocharger bearing failure is accompanied by a significant engine performance

loss (exhaust smoke or engine rpm up at no load), do not continue engine operation until
the turbocharger is repaired or replaced.
An inspection of the turbocharger can minimize unscheduled downtime. An inspection of the

turbocharger can also reduce the chance for potential damage to other engine parts.
Note: Turbocharger components require clearances that are precise. The

turbocharger cartridge must be balanced due to high rpm. Severe service
applications can accelerate the wear of the components. Severe service
applications may require more frequent inspections of the turbocharger.
For options regarding the removal and installation of the turbocharger, refer to Service Manual,
RENR1335, " 3618 Engine" or consult your Caterpillar dealer. For repair instructions, refer to
Operation and Maintenance Manual, SEBU7642, "TPL 65 Turbocharger" or consult your
Caterpillar dealer.
Cleaning and Inspecting
1. Remove the exhaust outlet piping and remove the air inlet piping from the
turbocharger. Visually inspect the piping for the presence of oil.
2. Turn the compressor wheel and the turbine wheel by hand. The assembly should
turn freely. Inspect the compressor wheel and the turbine wheel for contact with the
turbocharger housing. There should not be any visible signs of contact between the
turbine wheel or compressor wheel and the turbocharger housing. If there is any
indication of contact between the rotating turbine wheel or the turbocharger wheel
and the turbocharger housing, the turbocharger should be reconditioned or
replaced.
3. Check the compressor wheel for cleanliness. If only the blade side of the wheel is
dirty, dirt and/or moisture is passing through the air filtering system. If oil is found
only on the back side of the wheel, there is a possibility of a failed turbocharger oil
seal.
The presence of oil may be the result of extended engine operation at low idle. The
presence of oil may also be the result of a restriction of the line for the inlet air
(plugged air filters), which causes the turbocharger to slobber.
4. Inspect the bore of the turbine housing for corrosion.
5. Clean the turbocharger housing with standard shop solvents and a soft bristle brush.
6. Fasten the air inlet piping and the exhaust outlet piping to the turbocharger housing.
2 - 147 10/2005
Walk-Around Inspection
Inspect the Engine for Leaks and for Loose Connections
A walk-around inspection should only take a few minutes. When the time is taken to perform these
checks, costly repairs and accidents can be avoided.
For maximum engine service life, thoroughly inspect the engine compartment before starting the
engine. Look for items such as leaks, loose bolts, loose connections and trash buildup. Make
repairs, as needed.
• The guards must be in the proper place. Repair damaged guards or replace missing
guards.
• Wipe all caps and plugs before the engine is serviced in order to reduce the chance
of system contamination.
NOTICE
For any type of leak (coolant, lube, or fuel) clean up the fluid. If leaking is observed, find the
source and correct the leak. If leaking is suspected, check the fluid levels more often than
recommended until the leak is found or fixed, or until the suspicion of a leak is proved to
be unwarranted.
NOTICE
Accumulated grease and/or oil on an engine or deck is a fire hazard. Remove this debris
with steam cleaning or high pressure water.
• Ensure that cooling lines are properly clamped and tight. Check for leaks. Check the
condition of all pipes.
• Inspect the water pumps for coolant leaks.
Note: The water pump seal is lubricated by coolant in the cooling system. It is normal
for a small amount of leakage to occur when the engine cools and the parts
contract.
Excessive coolant leakage may indicate the need to replace the water pump seal. For the removal
of water pumps and the installation of water pumps and/or seals, refer to the Service Manual for
the engine or consult your Caterpillar dealer.
• Inspect the lubrication system for leaks at the front crankshaft seal, the rear
crankshaft seal, the oil pan, the oil filters and the valve cover.
• Inspect the fuel system for leaks. Look for loose fuel line clamps.
• Inspect the piping for the air inlet system and the elbows for cracks and for loose
clamps.
• Drain the water and the sediment from fuel tanks on a daily basis in order to ensure
that only clean fuel enters the fuel system.
• Inspect the wiring and the wiring harnesses for loose connections and for worn
wires or frayed wires.
• Inspect the ground strap for a good connection and for good condition.
• Check the condition of the gauges. Replace any gauge that is damaged. Replace
any gauge that can not be calibrated.
• Inspect the exhaust system for leaks. Inspect the gaskets and the exhaust bellows
joint. If a leak is found, make repairs.
2 - 148 10/2005
Water Pump - Inspect

A failed water pump might cause severe engine overheating problems that could result in cracks
in the cylinder head, a piston seizure or other potential damage to the engine.
Visually inspect the water pump for leaks. If leaking of the water pump seals is observed, replace
all of the water pump seals. Refer to the Service Manual for the disassembly and assembly
procedure.
Inspect the water pump for wear, cracks, pin holes and proper operation. Refer to the Service
Manual or consult your Caterpillar dealer if repair is needed or replacement is needed.
Water Temperature Regulator - Replace

Replace the temperature regulators before the temperature regulators fail. This is a recommended
preventive maintenance practice. Replacing the temperature regulators reduces the chances for
unscheduled downtime.
NOTICE
Failure to replace the temperature regulators on a regularly scheduled basis could cause
severe engine damage.
Never operate the engine without the temperature regulators installed.
If the temperature regulator is installed incorrectly, the engine may overheat, causing
cylinder head damage. Ensure that the new temperature regulator is installed in the original
position.
A temperature regulator that fails in the closed position can cause excessive overheating.
Excessive overheating could result in cracking of the cylinder head or a seizure of the pistons.
NOTICE
A temperature regulator that fails in a partially opened position can cause overheating or
overcooling of the engine.
A temperature regulator that fails in the open position will cause the engine operating temperature
to be too low during partial load operation. Low engine operating temperatures during partial loads
could cause an excessive carbon buildup inside the cylinders. This excessive carbon buildup
could result in an accelerated wear of the piston rings and wear of the cylinder liner.
For the procedure to replace the temperature regulators, see the service information that is
provided by the OEM of the temperature regulators.
2 - 149 10/2005
2 - 150 10/2005
03 Maint-Serv_SingCylinOverhaul.qxd 2/20/2006 9:38 AM Page 1
Cylinder Overhaul Procedure Index
Single Cylinder Overhaul
Procedure ....................................................................................................................................3-3
Cylinder Head Removal Initial Steps ............................................................................................3-4
Cylinder Head Disassembly ........................................................................................................3-9
Cylinder Head Assembly ............................................................................................................3-11
Rod and Piston Disassembly ....................................................................................................3-14
Cylinder Liner Removal ..............................................................................................................3-15
Camshaft Segment and Journal Removal (3600) ......................................................................3-16
Camshaft Bearing Removal........................................................................................................3-17
Camshaft Bearing Installation ....................................................................................................3-17
Camshaft Segment and Journal Installation ..............................................................................3-18
Cylinder Liner Installation ..........................................................................................................3-20
Piston / Connection Rod Assembly ............................................................................................3-21
Post Installation Of Cylinder Head ............................................................................................3-32
3-1 10/2005
Caterpillar 3600 Diesel Engine Single Cylinder Overhaul Procedure
WARNING!
• During the single cylinder overhaul, major overhaul or maintenance procedures

the PRE-LUBE Pump must be operating while the engine is being rotated to
prevent damage to engine components.
• Personal injury or death can result from the engine starting.
• The engine can start and injure persons working on or near the engine.
• Be sure the engine cannot be started while service work is being performed.
This is very important when the engine is equipped with an Automatic Start
Stop System.
• On engines equipped with an air starting system, close the air supply valve to
the air starting motor before service work is begun.
• Shut off air supply at the air reservoir. Drain the pressurized air from the air
from starting system. The sudden release of pressurized air can cause personal
injury.
• Personal injury can result from oil under high pressure.
• DO NOT allow high-pressure oil to contact skin.
• Wear appropriate protective equipment while working with high-pressure oil
systems.
NOTICE:
During all Assembly Procedures keep all parts clean from contaminants. Contaminants
may cause rapid wear and shortened component life.
Note: The 4C9515 Overhaul Protection Kit can be used to protect 3600 Vee engines
from dust, dirt and heavy moisture entry while the engine is being overhauled.
Note: The 4C9525 Overhaul Protection Kit can be used to protect 3600 In-line engines
from dust, dirt and heavy moisture entry while the engine is being overhauled.
NOTICE:
Care must be taken to ensure that all fluids are contained during performance of
inspection, maintenance, testing, adjusting and repair of the product. Be prepared to collet
the fluid with suitable containers before opening any compartment or disassembling any
component containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Tools and Products Guide" for tools and
supplies suitable to collect and contain fluids on Caterpillar products. Dispose of all fluids
according to local regulations and mandates.
Tool Group: The 8T2850 Tool Group must be used to overhaul the 3600 engines. If the correct
service tool is not used damage could occur to certain engine components.
Features/Benefits: The 8T2850 Diesel Combination Tool Group consists of 9U5105 Basic Tool
Group and 9U5106 Diesel Tool Group. Both tool groups contain essential tools to test and adjust,
remove and install, and disassemble and assemble components of the 3600 Diesel Engine. The
9U5105 Basic Tool Group can be used on either diesel or spark-ignited engines.
Note: The 8T2850 Tool Group does not contain tools to disassemble or assemble
turbochargers or cylinder heads. A 9U7522 Tool Group, Head Repair is available
to repair heads.
3-2 10/2005
The 8T2850 Diesel Combination Tool Group contains tools to:
- Drain oil filter housing & remove filter elements.

- Tension cylinder head studs & main bearing studs.
- Drain fuel filter housing to remove filter elements.
- Protect crankshaft rod journal & align connecting rod assembly onto crankshaft during
removal & installation of piston & rod assembly.
- Test, check, & adjust fuel timing & injector synchronization.
- Support piston & connecting rod assembly while removing & installing rod bearing.
- Rotate crankshaft.
- Disassemble centrifugal oil filter.
- Remove & Install the following:
- Idler gears - Wrist pin - Water pump seal
- Main bearings - Camshaft segments - MUI
- Camshaft journals - Camshaft bearings - Flywheel
- Cylinder head - Piston ring - Cylinder liner
- Vibration damper - Piston & Connecting
rod assembly
3-3 10/2005
Cylinder Head Removal (Initial Steps)
Q -- DENOTES CRITICAL STEP

Procedures required for the initial removal of the Cylinder Head.
Step Procedure
1 Steam clean engine to remove foreign material from Valve Cover are.
2 Disconnect starting system.
3 Drain oil.
Q 4 Remove and inspect Oil Filters for foreign material
5 Drain coolant.
6 Shut off fuel supply.
7 Drain fuel from Fuel Manifold.
8 Remove Exhaust Manifold Blanket (if equipped).
9 Remove, clean & Cap Exhaust Manifold.
10 Remove, clean & Cap coolant Manifold.
11 Remove, clean & Cap Crankcase Breather (if equipped).
12 Remove, clean & Valve Cover.
13 Remove, clean & Valve Cover Base.
14 Remove Rocker Arm assembly.(put location identification marks).
Q 15 Clean & inspect Rocker Arm Shaft hold down Bolts.
16 Remove Pushrods. (put loc. Id. marks)
17 Remove Valve Bridges. (put loc. Id. marks)
Q 18 Clean & inspect Valve Bridge bore for roughness or wear.
Q 19 Clean & check lubrication passage for restriction.
Q 20 Clean & inspect Valve Bridge Dowel for roughness or wear.
21 Disassemble Rocker Arm assembly.
Q 22 Clean & inspect Rocker Arms.
Q 23 Remove, Clean & inspect Rocker Arm Buttons.
24 Remove Valve Lifter Cover.
25 Remove, clean & Cap Oil supply Tube.
26 Remove Valve Lifter Assembly (put loc. Id. marks).
Q 27 Clean & inspect Valve Lifter Assembly. Inspect roller for wear or damage and
looseness on shaft.
NOTICE: Valve lifter guide springs may be installed on valve lifters only once. If valve lifter guide springs is
removed from a valve lifter, the guide spring must be replayed with a new guide spring. If the lifter guide springs is
not remove from a valve lifter after the lifter is remove from a valve lifter guide, the valve lifter can be installed in
original location without having to replace the valve lifter guide spring.
Q Check Valve Lifter Assembly Bore> Inspect Valve Lifter Diameter

28
for roughness. > Inspect for roughness.
> Valve: 42.000 ± 0.002 mm > Valve: 41.910 ± 0.010 mm
(1.6535 ± 0.0001 in) (1.650 ± 0.0004 in)
> MUI: 56.00 ± 0.02 mm > MUI: 55.900 ± 0.0102 mm
(2.205 ± 0.001 in) (2.201 ± 0.0004 in)
29 Check Lubrication passages in lifter body for obstructions..
30 Remove O-ring & Insert from the upper end of the Valve Lifter & inspect .
31 Remove, clean & Cap Fuel supply Lines & Fittings.
32 Disconnect Fuel Control Rod from Control Lever.
33 Use 8T3268 Unit injector Removal Bolts (2) & remove MUI.
NOTICE: Do not use pry bar to remove MUI
34 Clean & inspect MUI & install new O-rings.
3-4 10/2005
Cylinder Head Removal

The following are tools from the 207-5034 Stud Tensioner Tool Group.
This group was the first tool group used on 3600 Engines only.
Part No. Qty. Tool and Part Name

8T0820 1 Hydraulic Pressure Group
3S6224 1 Electric Hydraulic Pump (115V-50/60 Cycle)
8S8033 Electric Hydraulic Pump (230V- 50/60 Cycle)
191-5347 Hydraulic Pump, Pneumatic
156-7167 Hydraulic Pump, Manual
8T-0895 4 Hydraulic Cylinder Groups
8T-3035 1 Lines Group
(5) 6D-7726 - Hoses
(1) 3J-5390 - Plug
(1) 8T-5206 - Manifold
(5) 1P-2375 - Coupler Assembly (male)
(8) 1P-2376 - Coupler Assembly (female)
8T0891 4 Threaded Collar (head stud)
8T0889 2 Threaded Collar (used on front head studs on # 1 cylinder to
clear fuel filters)
8T-0897 4 Pedestal (head stud)
8T-0898 2 Pedestal (used on front head studs on # 1 cylinder to clear fuel
filters)
4C-6987 1 Socket
9U-5141 2 Nut turning Handle
126-6918 1 Lifting Bracket (Vee)
126-6919 Lifting Bracket (In-line)
126-6920 1 Tiller Handle
5D-1972 2 Bolt 3/4 -10 NC X 11 3/4 (29.9 cm) long
Q - DENOTES CRITICAL STEP

Procedures required for the removal of the Cylinder Head Using the 207-5034 Tool Group.
Step Procedure
Q 1 Remove and Clean Cylinder Head Stud Protectors.
Q 2 Clean Stud threads.
3 Install (4) 8T0897 Protectors on Cylinder Head Studs
4 Install (4) 8T0897 Hydraulic (Hyd.) Tensioners
5 Install (4) 8T0897 threaded Collars
6 Install (4) 6T7726 (Hose) 1P2376 (Coupler) Hyd. Hoses to Hyd. Tensioners
7 Install Hyd. Hoses to 8T5206 (1-Manifold) 1P2375 (5-Coupler) 3J5390 (1-Plug)
8 Install Hyd. Hoses to Hyd. Pump
9 Place Hyd. Pump in bypass
10 Tighten (CW) all Collars (this bleeds all oil from Hyd Tensioners)
11 Loosen (CCW) all Collars 11/2 turn loose
CAUTION: Before operation pump, be sure all connections are secure. Be sure all hoses are in
good condition. Oil escaping under high pressure can cause personal injury. Wear safety glasses.
Q 12 Operate Hyd pump to 40,000 ± 1500 kPa (5,800 ± 220 psi)
WARNING: While pressurizing or loosing the Cylinder Head Stud Nuts, make sure you have no
body parts above hydraulic tensioning equipment. If Head Stud should break personal injury could
occur.
3-5 10/2005
13 Using the 9U5141 Handle loose all Cylinder Head Nuts 11/2 turns or 12 holes.
14 Slowly release Hydraulic Oil Pump pressure.
15 Remove all tooling.
Q 16 Remove and Inspect Nuts and Washers.
17 Install (4) 126-6919 (in-line) 126-6918 (vee) 126-6920 (handle) Head Lifting Tool.
18 Remove Cylinder Head. 204kg (450 lbs)
CAUTION: Care should be taken not to damage Head Studs
Q 19 Remove, Clean & Inspect Combustion Gasket.
Q 20 Remove & Clean Water Seal Adapters.
Q 21 Remove & Clean Water Seal Plates.
22 Install 4C9515 Overhaul Protection Kit part as needs to protect all opening from for-
eign material.
See pages in this book for Combustion Seal Gasket specification and part number, Cyliner
Liner part numbers on pistons and piston rings.
3-6 10/2005
The following are tools from the 191-5320 Stud Tensioner Tool Group
This is the second tool group used on 3600 Series Engines and with some modification the tools
can be used on the 3618 engine.
227-6724 1 Hydraulic Pump, Electric, 120V
227-8834 Hydraulic Pump, Electric, 240V
229-9453 1 Pump Accessory Group (required)
178-9312 (4) - Hose Assembly
178-9313 (1) - Distribution Coupler (manifold)
185-0683 (1) - Comparison Gauge
191-5320 1 Stud Tensioner Tool Group (required)
191-5322 (4) - Stud Tensioner Cylinder Group for 3606, 3608, 3612, 3616
Cylinder Heads
191-5333 (4) - Stud Tensioner Cylinder Support for Cylinder Head
(replacement for damage support) 3606, 3608, 3612, 3616
191-5324 (4) - Stud Tensioner Cylinder Bushing for Cylinder Head
179-9051 (4) - Replacement Bushing for modification of Stud Tensioner
Group for 3618 Cylinder Head.
178-9053 (4) - Replacement Support for modification of Stud Tensioner
191-5341 1 Optional Gear Drive Group (permits faster rotation of nut onto stud)
191-5343 (4) Turning Sleeve (for 191-5322 Stud Tensioner Cylinder Groups)
191-5342 (4) Gear Drive Assembly
(2) Swivel Head Ratchet (1/2 inch square drive)
229-9457 1 Auxiliary Group
225-5637 (2) Support (used in place of the 191-5333 Support when used on
front head studs on # 1 cylinder to clear fuel filters.)
225-5636 (2) Bushing(used in place of the 191-5324 Bushing when used on
5D1972 2 Bolt 3/4 -10 NC x 11 3/4 (29.9 cm) long
3-7 10/2005

Step Procedure
Q 1 Remove and Clean Cylinder Head Stud Protectors.
Q 2 Clean Stud threads.
NOTE: The 191-5322 Tensioner Cylinder (4), 191-5333 Support (4), 191-5324 Bushing (4) tools
must be assembled together to form a Stud Tensioner Cylinder Groups. Four of the groups
are required.
NOTE: The 191-5333Support (4), 191-5324 Bushing (4), may be changed out with 178-0051
Bushing (4)., 178-9053 Support (4) to complete the 3618 Cylinder Head.
are required.
NOTE: An optional 191-5341 Gear Drive Group may be added to each Stud Tensioner Cylinder
Groups to aid in th turning of the cylinder head stud nut during removal and installation.
3 Install (4) the Stud Tensioner Groups on Cylinder Head Studs

4 Install (1) 178-9313 (Manifold) to the Hydraulic Pump of choice
5 Install (4) 178-9312 Hydraulic Hose As. to the (4) 191-5322 Stud Tensioner
Groups
6 Install the (4) Hose AS. to the 178-9313 Coupler
7 Open the shutoff valve
8 Tighten (CW) all Bushings (this bleeds all oil from Hyd Tensioners)
9 Loosen (CCW) all Bushings 1 1/2 turn loose
WARNING: Before operation pump, be sure all connections are secure. Be sure all hoses are in
10 Pressure-Regulate-Valve to the low position
11 Shut-Off-Valve to the close position
12 While operating pump turn the Pressure-Regulate_Valve towards the high
position
NOTE: This must be done slowly to prevent a too high pressure. If the pressure should rise
above the specification, damage can occur to studs, nuts or cylinder head.
Q 13 3600 Series Engine Operate Pump to 123 ± 15 mPa (17,660 ± 200 psi)
3618 Series Engine Operate Pump to 125 ± 15 mPa (18,140 ± 200 psi)
WARNING: While pressurizing or loosing the Cylinder Head Nuts, make sure you have no body
parts above hydraulic tensioning equipment. If Head Stud should break personal injury could
occur.
NOTE: If the 9U5141 Handle is used perform step 14. If the 191-5341 Gear Drive Group is used
perform step 15.
14 Using the 9U5141 Handle loosen all Cylinder Head Nuts 12 holes. (1 1/2 turns)
15 Use the 1/2 drive ratchet and turn the gear 2 complete revolutions.
16 Slowly open the Shut-Off-Valve to release Hydraulic Oil Pump pressure.
NOTE: Do not move the Pressure-Regulate-Valve to change the pressure of the pump. When you
have the pressure set by using the Pressure-Regulate-Valve teh same setting can be used by
all other heads for both removal and install.

Q 18 Remove and Inspect Nuts and Washers.
19 Install 126-6919 (in-line) , 126-6918 (vee) 126-6920 (handle) Head Lifting Tool.
20 Remove Cylinder Head 204kg (450 lbs)
CAUTION: Care should be taken not to damage Head Studs.
Q 21 Remove Clean & Inspect Combustion Jacket.
Q 22 Remove and Clean Water Seal Adapters.
Q 23 Remove and Clean Water Seal Plates.

24 Install 4C9515 Overhaul Protection Kit part as needs to protect all openings
from foreign material.
See pages in this book for Combustion Seal Gasket specifications and part numbers. Cylinder Liner
part numbers on pistons and piston rings.
3-8 10/2005
Cylinder Head Disassembly, Assembly & Repair

1U9352 1 Engine Stand
8T2826 1 Head Adapter
3S6224 1 Hydraulic Pump, Electric, 120V (1,3,4)
8S8033 Hydraulic Pump, Electric, 240V (1,3,4)
191-5347 Hydraulic Pump, Pneumatic (1,3,4)
156-7167 Hydraulic Pump, Manual (1,3,4)
6V7047 1 Cylinder (20 ton) (1)
8T3109 1 Retaining Plate (1)
8T3108 1 Compression Plate (1)
8T2679 1 Rod (1)
1D4720 2 Nuts (5/8 - 11 NC) (1)
8T3035 1 Hydraulic Lines (1)
8T0820 1 Hydraulic Pressure Gauge (1)
8T2660 1 Valve Spring Compressor (2)
8F6350 1 Bolt 3/8 -16 NC X 8 in (203 mm) (2)
5B2638 1 Bolt 3/8 -16 NC X 5 1/4 in (133 mm) (2)
4B5271 1 Washer - 3/8 in (2)
9S8752 1 Nut
9U5096 1 Bridge
6V7047 1 Hydraulic Puller (3)
9U5098 1 Thread Insert (3)
1F7958 1 Full Nut (4)
7Y2292 1 Washer (4)
1U9570 1 Dowel Puller Gp. (Slide Hammer Puller)
4C8731 1 Dowel Puller Rod (4)
5P5247 1 Hydraulic Puller
8T2674 1 Valve Seat Driver
8T2676 1 Valve Guide Driver
8T2672 1 Bridge Dowel and Plug Driver
130-2534 1 Bridge Dowel Gauge
9U7522 1 Head Repair Tool Group
4C8540 ( 1 ) - Dowel and Plug Driver
4C8731 ( 1 ) - Dowel Pulling Rod (4)
4C9839 ( 1 ) - Safety Retainer Gp. with ( 2 ) 2M5139 Machine Screws (4)
8T2673 ( 1 ) - Stop sleeve
8T2674 ( 1 ) - Valve Seat Drive
8T2676 ( 1 ) - Valve Guide Driver As.
8T2679 ( 1 ) - Puller Rod As.
8T2681 ( 1 ) - Cylinder Support Pedestal (4)
9U6399 ( 1 ) - Valve Guide Gauge
9U6401 ( 1 ) - Valve Guide Gauge
130-1449 ( 1 ) - Valve Seat Puller) (3)
8T2660 ( 1 ) - Compressor Group
4C8769 1 Valve Seat Driver (used for water cooled exhaust valve seats)
147-2285 1 Valve Seat Gp.
4C2980 1 Valve Projection Group
8S2263 1 Valve Spring Tester
9U6068 1 Vacuum Pump
FT1741 1 Vacuum Test Adapter
( 1 ) Tool used to compress all 4 valve springs at same time.
( 2 ) Tool used to compress 1 single valve springs at a time.
( 3 ) Tool used to hydraulic pull valve seat, used in conjunction with the 130-1449 Valve Seat Puller time.
( 4 ) Tool used to hydraulic pull valve guide.
3-9 10/2005

Procedures required for the disassembly of the Cylinder Head
Step Procedure
1 Install 8T2826 Head adapter on Cylinder Head
2 Install Cylinder Head & 8T2826 adapter on 1U9352 Stand
NOTE: If this is a production type of shop area the service tools in the tool list for all four
valve may be used in place of the 8T2660 Valve Spring Compressor Tool.
3 1 Install the 8T2660 Valve Spring Compressor Tool ( same tool used on all
4 Valves).
4 Compress Valve Spring. ( on all 4 Valves).
WARNING: Do not remove or install the spring locks with your fingers. If the spring should
move, personal injury may result.
5 Release Pressure slowly.
6 Remove tooling.
Q 7 Remove Rotocoil and inspect ( on all 4 Valves).
Q 8 Remove outer Valve Spring and inspect ( on all 4 Valves).
Q 9 Free length 114.0 mm ( 4.488 in ).
Q 10 Using the 8S2263 Valve Spring Tester Compress Spring to 84.87 mm

( 3.340 in ). Force required 682 to 834 N (153 to 188 lb.)
Q 11 Remove inner Valve Spring and inspect.
Q 12 Free length 107.0 mm ( 4.213 in ).
13 Using the 8S2263 Valve Spring Tester Compress Spring to 79.25 mm

( 3.120 in ). Force required 325 to 297 N (73 to 89 lb.)
14 Remove Valve (on all 4 Valves). (put loc. ld. marks )
Q 15 Inspect Valves for damage. ( on all 4 Valves)

Q 16 Remove & Inspect Valve Seat. (on all 4 Valves)
17 Use 130-1449 Valve Seat Removal Tool and Valve Seat (if necessary)
Q 18 Use 9U6399 and 9U6401 gauges and measure Valve Guide bore.
Q 19 Use 130-2534 Bridge Dowel Gauges and Inspect/Check straightness and

height.
20 Use 8T2676 Valve Guide Removal Tool and Removal Valve Guide (if
necessary)
Q 21 Thoroughly clean and inspect Cylinder Head.
Q 22 Inspect water jacket of Cylinder Head.
23 If cleaning is necessary, remove all plugs before using hot tank process for
cleaning.
3 - 10 10/2005

Procedure required for the assembly of the Cylinder Head
Step Procedure
1 Install new O-rings on all plugs. By using the Service Manual and the correct
lubricant install all Plug and O-ring assemblies in their proper location with the
correct torque.
2 Put clean engineoil on the outside of the valve guide.
3 Use 8T2876 Valve Gude Driver & install valve guide.
NOTICE: Be careful not to damage the cylinder head with hammer.
Q 4 Height of valve guide from top of cyliner head is:
20.0 ±2.0 mm (0.79 ± 0.08 in.)
Q 5 Inside diameter of valve guide (new) 16.031 ± 0.011o in.).
6 Use 4C8540 Dowel Driver & Install Bridge Dowels
Q 7 Height of Bridge Dowel from top of cylinder head is:
105.0 ± 2.0 mm (4.1 ± 0.08 in.)
NOTE: The 130-2534 Bridge Dowel Gauge may be used to check height of Bridge Dowel
8 Use a Dowel Driver and install Rocker Arm Support Dowels.
Q 9 Height of Rocker Arm Support Dowels from top of cylinder head is:
8.0 ± 1.0 mm (0.314 ± 0.039 in.)
Q 10 Check diameter of Insert 97.195 ± 0.015 mm (3.8266 ± 0.0006 in.).
11 Use 8T2874 Valve Seat Driver and Install Valve Seat Inserts:
Standard Inserts: Room temperature - Apply a light coat of clean engine oil
on outside diameter and radius area.
Water Cooled Exhaust Inserts: Room temperature - Apply 4C9500 Quick
Cure Primer & 4C9507 Retaining Compound over Primer. Only install with
Hydraulic Press.
12 Inspect the valve. If necessary, grind enough to restore the valve face.
NOTE: Be sure to use a fine stone that is properly dressed and has the correct diameter for
grinding the valve.
13 Install valve in the original position
Q 14 Use a straight edge and a thickness gauge to determine the amount of
material that will be removed from the valve seat.
Measure the projection. Place a straight edge acroos the valve head. Measue
the distance between the straight edge and the bottom deck of the cylinder
head. Dimension must be +0.5 to -2.0 mm (+0.02 to - 0.079 in.)
15 Use an orbital valve seat grinder with a fine stone that has the correct
Q diameter in order to polish the valve seat insert.
16 Put a light coat of Prussian Blue on the valve seat of each valve. Install each
valve in the original location
Q 17 Check the correct pattern on the valve face. A continuous line that is 3.0 mm
(0.12 in.) around the valve face indicates a good fit.
18 If a continuous line is not obtained, use a light-lapping compound on the
valve face area.
NOTE: Be sure the lapping compound is completely removed from all parts.
19 Clean, Lubricate Valve Stems with 8T2998 and install all valves in
proper location.
20 Install Valve Spring Guides (all 4 valves)
21 Install Inner Valve Springs (all 4 valves)
22 Install Outer Valve Springs (all 4 valves)
23 Install Robo-coils (all 4 valves)
24 Install the 8T2660 Valve Spring Compressor Tool. (all 4 valves)
25 Compress Valve Spring (all 4 valves)
26 Install retaining Locks. (all 4 valves)
WARNING: The valve keepers can be thrown from the valve when the valve spring compressor
is released. Ensure that the valve keepers are properly installed on the valve stem. To help
prevent personal injury, keep away from the front of the valve keepers and valve springs during
the installation of the valves.
27 Remove Valve Spring Compressor & lightly hit the end of each valve stem
with a soft face hammer.
28 Use 9U6485 Vacuum Pump & FT1741 Vacuum Tester to check leak down
rate. Apply a vacuumof 25 in. hg. (minimum). The maximum allowable leak
down rate is 5 in. hg. in 10 seconds.
3 - 11 10/2005
Rod and Piston Removal for 3600 Series Engine

8T-3022 1 Rod Guide Group (In-Line)
4C-6357 1 Rod Guide Group (Vee)
8T-2859 4 Aluminum Nuts
4C-9039 1 Bracket Assembly
FT-2252 1 Assembly Fixture
136-1452 1 Internal Tip Pliers
9U-5981 1 Snap Ring Retainer
8T-3033 1 Ring Expander Group
1U-8692 1 Piston Pin Guide
4C-9522 1 Protective Cover
4C-3654 1 Gauge - Ring Groove (Top & 2nd Ring)
1U-9030 1 Gauge - Ring Groove (3rd Ring)
1U-9029 1 Gauge - Ring Groove (Oil Ring)
4C-9515 1 Overhaul Protection Kit (provides covers for one cylinder)
145-5190 1 Piston Support Group (if jut the rod bearing is to be removed this tool
may be used to hold piston and rod in position while changing
rod bearing.)

Procedures required for removal of the Piston/Rod Assembly
Step Procedure
1 Remove Crankcase Side Cover (1 each side)
2 Remove Piston Cooling Jet.
NOTICE: Special care must be taken not to bend the Piston Cooling Jet because they are
precision aligned with a cooling passage in the piston.
Q 3 Inspect Cooling Jet for cracks or evidence of contact with other components.
4 Tap Cooling Jet lightly to remove debris from the screen.
Q 5 Check diameter of orifice
3.98 to 4.02 mm (.157 to .158 in)
NOTICE: Do not enlarge orifice.
NOTICE: If this is at TOP END OVERHAUL for 145-5190 Piston/Rod Support Group may
be install where the outside piston cooling jet was removed. This tool will support the
Piston/Rod Assembly in-place while the crankshaft is being rotated to remove and install
new rod bearings
NOTICE: Remove carbon accumulation from the cylinder before removing piston.
6 Turn Crankshaft until Nuts that hold Connecting Rod Cap can be removed.
7 Loosen all Nuts and remove 3 of the 4 Nuts that hold the Connecting Rod Cap.
8 Place a 51 x 102 mm (2x4 in) x 1200 mm (48 in.) long board from side to side
to support cap.
9 Turn engine (TDC) until there is enough clearance for Connecting Rod Cap to
come off the bolts.
10 Raise board to support Cap and remove the 4th Nut.
NOTICE: DO NOT re-sue Connecting Rod Nuts. Connecting Rod Bolts may be reused if the bolt
meets all of the reusability guidelines (SEBF8063) and if the free length is 329.00 mm (12.953 Inches)
or less. The free length is measured from the underside of the bolt head to the end of the bolt
threads.
11 Carefully lower the Connecting Rod Cap down and let board support the cap.
16 kg (35 lb)
12 Using board, slide Connecting Rod Cap to the outside and remove.
13 Mark the lower Connect Rod Bearing for position.
14 Install 8T3022 Connecting Rod Guide Group (In-line)
Install 4C6357 Connecting Rod Guide Group (Vee)
15 Install 6T2859 Aluminum Nuts ( 4) on rod bolts.
NOTICE: Use round aluminum nuts provided. Using Standard Connect Rod Nuts can cause
damage to Cylinder Liner wall.
16 Use a 1/2 - 13 NC Bottom Tap to clean carbon from the holes that are
provided for 4C9039 Lifting Bracket.
17 Using 1/2 - 13 NC Bolts (2) install 4C9039 Lifting Bracket to Piston.
18 Use overhead lifting device and remove Piston/Connecting Rod assembly.
102 kg (225 lb)
19 When removing Piston/Connecting Rod assembly the engine may be turned
to prevent interference.
3 - 12 10/2005
Piston/ Connection Rod Removal for D3618 Engine

178-5083 1 Pin Guide
235-0612 1 Bracket Assembly
0V-0375 2 Bolt
156-7160 1 Piston Support Group (if just the rod bearing is to be removed
rod bearing.)

Procedures required for the removal of the Piston/Rod Assembly
Step Procedure
1 Remove Crankcase Side Cover. (1 each side)
2 Remove Piston Cooling Jets (2/Cylinder)
NOTICE: Special care must be taken not to bend the Piston Cooling Jets because they are
Q 3 Inspect Cooling Jets for cracks or evidence of contact with other components.
4 Tap Cooling Jet lightly to remove debris from the screen.
Q 5 Check diameter of orifice.
3.50 mm (.14 in.)
NOTICE: Do not enlarge orifice.

NOTICE: If this is at TOP END OVERHAUL for 145-5190 Piston/Rod Support Group may be
installed where the outside piston cooling jet was removed. This tool will support the Piston/Rod
Assembly in-place while the crankshaft is being rotated to remove and install new rod bearings
NOTICE: Remove carbon accumulation from the cylinder before removing piston.
6 Turn crankshaft until Locks and Bolts that hold Connect Rod Cap can be
removed.
7 Loosen all Nuts and remove 3 of the 4 Nuts that hold the Connecting Rod
Cap.
8 Remove the bolt lokcs (2).
9 Remove two bolts and install 178-5083 Guides (2).
10 Remove the last two bolts.
11 Tap rod cap lightly with plastic dead blow hammer.
12 Carefully remove rod cap 16 kg (35 lb) and guides.
13 Put location marks on rod cap.
14 Turn crankshaft until piston is at TDC for piston to be removed.
15 Use a 1/2 - 13 NC Bottom Tap to clean carbon from the holes that are
provided for 4C9039 Lifting Bracket.
16 Using 1/2 - 13 NC Bolts (2) install 4C9039 Lifting Bracket to Piston.
17 Place a clean rag between connect rod and cylinder liner to prevent
damage to liner.
18 Use overhead lifting device and remove Piston/Connecting Rod assembly
123 kg (271 lb)
19 When removing Piston/Connecting Rod assembly the engine may be
turned to prevent interference.
3 - 13 10/2005
Rod and Piston Disassembly

8T-3022 1 Rod Guide Group (In-Line)
4C-6357 1 Rod Guide Group (Vee)
8T-2859 4 Aluminum Nuts
4C-9039 1 Bracket Assembly
FT-2252 1 Assembly Fixture
9U-5981 1 Snap Ring Retainer
8T-3033 1 Ring Expander Guide
1U-8692 1 Piston Pin Guide
4C-9522 1 Protective Cover
4C-3654 1 Gauge - Ring Groove (Top & 2nd Ring)
1U-9030 1 Gauge - Ring Groove (3rd Ring)
1U-9029 1 Gauge - Ring Groove (Oil Ring)

Procedures required for disassembly of the Piston/Rod Assembly
Step Procedure
1 Remove Connecting Rod Guide Group
2 Remove Upper Connecting Rod Bearing. (Put ID mark on upper Bearing)
NOTICE: Connecting Rod Nuts are not reusable. Connecting Rod Bolts may be reused if the bolt
meets all of the reusability guidelines (SEBF8063) and if the free length is 329.00 mm (12.953 inch)
or less. The free length is measured from the under side of the bolt head to the end of the
threads.
NOTICE: Because the 3618 uses a different type of rod, the Piston/Rod Assembly must be
3 Lower Piston/Connecting Rod assembly down on a solid surface (do not lay
assembly flat)
NOTICE: Do not scratch the machined surface for the Connecting Rod Cap.
4 Install 9U5981 Wrist Pin Snap Ring Retainer Tool in hole of Wrist Pin.
WARNING: Failure to use 9U5981 Wrist Pin Snap Ring Retainer could cause personal injury if
snap ring should come off pliers.
5 Use 5P4758 Internal Snap Ring Pliers and remove both Wrist Pin Snap Ring
Retainers.
CAUTION: When Wrist Pin Snap Rings are removed the Wrist Pin may slide out.
WARNING: Hold the connecting rod to prevent it from falling as the piston is removed.
50 kg (110 lb)
6 Install 1U8692 Piston Pin Guide into Wrist Pin.
CAUTION: Check the 1U8692 Service tool to make sure it is free of damage. Clean and
lubricate with engine oil.
7 Carefully slide the Service Tool and Wrist Pin out. 30 kg (63 lb.)
8 Place Piston on workbench. 38 kg (82 lb.)
9 Use 8T3033 Piston Ring Expander and remove Piston Rings.
Q 10 Clean and inspect Piston using Reusability Guidelines.
Q 11 Use 4C3854, 1U9030 & 1U9029 Ring Groove Gauge to determine Piston
Ring Groove Wear.
See pages in this book for wear limit specifications on pistons and piston rings.
3 - 14 10/2005
Cylinder Liner Removal for 3600 Series Engine

3S-6224 1 Electric Hydraulic Pump (115V-50/50 Cycle)
8S-8033 Electric Hydraulic Pump (230V-50/60 Cycle)
6V-7073 1 Liner Puller Group
8T-3035 2 Hydraulic Line
8T-0820 1 Hydraulic Pressure Group
4C-9041 1 Cylinder Installation Tool Group

Procedures required for the installation of the Cylinder Liner
Step Procedure
1 Install 4C9515 Overhaul Protection Kit part as needed to protect all
openings from foreign material.
2 Install 6V7073 Cylinder Liner Puller into Cylinder Liner.
3 Install (2) 6D7726 (Hose) 1P2376 (Coupler) Hyd Hoses to Cylinder Liner
Puller
4 Install Hyd. Hoses to 8T5206 (1-manifold) 1P2375 (5-Coupler) 3J5390
(1- plug)
5 Install Hyd. Hose to Hyd. Pump.
CAUTION: Before operating pump, be sure all connections are secure. Be sure all hoses are in
6 Operate Hydraulic Pump until Cylinder Liner O-rings are free of Cylinder
Block.
7 Use overhead lifting device to remove Cylinder Liner Puller and Cylinder Liner
as one. 160 kg (360 lb.)
8 Remove O-rings from Cylinder Liner.
Q 9 Clean and inspect Cylinder Liner as per Reusability Guidelines.
128 kg (282 lb.)
10 Install 4C9515 Overhaul Protection Kit part as needs to protect all openings
from foreign material.
11 Remove sealing plates and O-rings.
Q 12 Clean and inspect Sealing Plates and Install new O-rings.
See pages in this book for wear limit specifications on cylinder liners.
3 - 15 10/2005
Camshaft Segment and Journal Removal for 3600 Series Engine

8T3029 1 Camshaft Segment Support
1U6311 1 Adapter, Camshaft Support extension for Vee
9U5932 1 Camshaft Torque Extension for 5/8 in. bolts (for engines newer than 6/90)
1P2382 1 Camshaft Torque Extension for 1/2 in. bolts (for engines older than 6/90)

Procedures required for the removal of the Camshaft Segments & Bearing Journals.
Step Procedure
1 Remove Camshaft Access Cover
Q 2 Check Camshaft End Play 0.20 ± 0.10 (.008 ± 0.04)
3 Rotate engine until Camshaft Locating Dowel is at top or bottom. This will
aid in removal of Camshaft.
NOTICE: If the rocker arms are not removed on the one you are working on and everything
forward of the one you are working on, damage can happen between the camshaft follower roller
and the cam lobe as you slide the camshaft forward (see step 11)
4 Use 1P2382 Extension for 1/2 bolts (early) or 9U5922 Extension for 5/8 bolts
(later)
5 Remove 1/2 of the Bolts that hold Camshaft Segment to Camshaft Journal
NOTICE: If a Camshaft Journal is going to be removed, remove 1/2 of the bolts of the Camshaft
Journal to be removed.
6 Rotate engine until the remaining bolts can be removed.
7 Remove all bolts except one on each end of Camshaft.
WARNING: If the Valve Train is in place. Rotating engine after a Camshaft segment is
removed can cuse damage to valve train forward of the one removed.
8 Install 8T3029 Camshaft Segment Support Service Tool under Camshaft
Segment to be removed.
NOTICE: A 1U6311 Adapter must be bolted on the 8T3029 if a Camshaft Segment is going to
be removed on a Vee Engine.
9 Adjust the Service tool to support Camshaft Segment.

10 Remove the remaining 2 bolts.
11 Carefully move the front section of Camshaft toward to front of the engine
to disengage location dowels.
NOTICE: Newer thick-flanged Camshaft Segments may have threaded hole that may be
used for forcing bolts.
NOTICE: By moving the camshaft segment to far forward could cause damage to the small
Oil Metering Pump mounted at the front of the engine.
12 Carefully move Camshaft Segments to be removed forward to disengage rear
dowel.
13 Carefully roll Camshaft Segment out of the Cylinder Block onto Camshaft
Support.
14 Fasten hoist to Camshaft Segment and remove 28 kg (62 lb.)
15 Mark proper ID location for Camshaft Segment.
16 Thin flange Camshafts Segments with 1/2" Bolts will have spacer that must
also be removed.
17 Remove all Camshaft Service Tooling.
18 Place protection (shop towel) in the bottom of camshaft cavity to protect
Camshaft Journal removal.
19 Slide Camshaft Jouranl towards where Camshaft Segment was removed.
(20 kg 44 lb.)
20 Thin flange Camshafts Segments with 1/2" Bolts will have spacer that must
also be removed.
Q 21 Clean and Inspect Camshaft Segment as per Reusuability Guidelines
28 kg (62 lb.)
Q 22 Clean and Inspect Camshaft Journal as per Reusuability Guidelines
20 kg (44 lb.)
Q 23 Clean and Inspect Camshaft Journal Bearing as per Reusuability Guidelines.
3 - 16 10/2005
Camshaft Bearing Removal for 3600 Series Engine

8T-0970 1 Camshaft Bearing Tool
6V-7047 1 Single Acting Cylinder
8T-3035 1 Hydraulic Line
8T-0820 1 Hydraulic Pressure Gauge

Procedures required for the removal of the Camshaft Bearing.
Step Procedure
1 Carefully remove Camshaft Segments and Journal
2 Install 8T0972 Pilot, 8T0971 Plate & OL1143 Bolt on bearing to be removed.
3 Install 8T0968 Bridge into Cam Bearing bore ahead or to rear of bearing to be
removed. NOTE: You must choose the right diametr of the 8T0958 Bridge to
fit into either the bore of the block or bearing.
4 Install 6V7047 Cylinder and 8T0869 Adjustment Rod in position. The nut on
the Adjust rod must be adjusted to the correct length.
5 To keep the 6V7047 Cylinder and 8T0869 Adjustment Rod in position, the
Nut on the adjust rod must be adjusted to the correct length.
Press the camshaft bearing out of the block. Hold 8T0972 Pilot, 8T0971 Plate
6
and old bearing from dropping.
7 Repeat procedure for other camshaft bearings to be removed.
Camshaft Bearing Installation

Procedures required for the installation of the Camshaft Bearing.
Step Procedure
1 Remove the plug from the Bearing oil supply hole.
2 Install new Bearing between the 8T0972 Pilot, 8T0971 Plage & )L1143 Bolt.
Q 3 Clean and lubricate the outside of the tool and bearing assembly with engine
oil.
Q 4 Place the 8T0972 Pilot of the tool and bearing assembly into the bore with
the Bearing Joint at the top Camshaft Bearing Bore.
NOTE: The joint of the new Bearing must be at the top of the Camshaft Bearing Bore.
5 Install new Bearing between the 8T0972 Pilot, 8T0971 Plate & 0L1143 Bolt.
Q 6 Press bearing into bore until the groove in the back of the bearing aligns with
the oil supply hole.
WARNING: The groove on the back of the bearing must be in alignment with the oil supply hole
of the block. If not oil delivery to the bearing will be shut off.
Q 7 On the rear Camshaft Bering the timing pin hole must be in alignment with
the oil hole of the bearing. This will enable the Timing Pin to be installed
during pin timing the engine.
8 Install the Camshaft Bearing Journals & Camshaft Segments.
3 - 17 10/2005
Camshaft Segment and Bearing Journal Installation for

3600 Series Engine
8T3029 1 Camshaft Segment Support
1U6311 1 Adapter, Camshaft Support extension for Vee
9U5932 1 Camshaft Torque Extension for 5/8 in. bolts (for engines newer than 6/90)
1P2382 1 Camshaft Torque Extension for 1/2 in. bolts (for engines older than 6/90)

Procedures required for the removal of the Camshaft Segments & Bearing Journals.
Step Procedure
1 Choose engine configuration. (1)
Q 2 Choose Engine Direction of rotation (2)
3 Choose journal annular groove direction (3)
4 Choose segment annular groove direction (4)
5 Install journal per alpha character starting at rear of engine (5)
NOTICE: Be sure to install the camshaft segments i the correct side of the engine. The
camshaft segments are different on each side.
WARNING: Correct Camshaft Journal / Segments relationship (timing) must be observed
at assembly. If the Camshaft Segments are out of time, serious engine damage will occur.
NOTICE: Each journal has several dowel holes on the non-annular grooved end and one
dowel hole one the annular grooved end. The letter designation of each journal gives the
location of that journal.
NOTE: Standard Engine Rotation is CCW. On Vee engines (3612/3616) the alpha
character is the same on both sides of the engine.
NOTICE: Install Camshaft Journal with annular groove toward the front of the engine for both
CCW and CW rotation.
(1) (2) (3) (4) REAR (5) FRONT
Configuration Rotation Journal Segment
3606 CCW FRONT REAR BBACC
3606 CW FRONT FRONT BBACC
3608 CCW FRONT REAR EGEADFD
3608 CW FRONT FRONT EGEADFD
3612 CCW FRONT FRONT CCABB
3612 CW FRONT REAR CCABB
3616 CCW FRONT FRONT DLEADHE
3616 CW FRONT REAR DLEADHE
3618 CCW FRONT FRONT QQRPPRQQ
3618 CW FRONT REAR QQRPPRQQ
Q 6 Check Location Dowel height 15.0 ± 0.5 mm (.59 ± .02 in.)
7 Thin flange Camshaft Segments with 1/2" Bolts will have spacer that must
be installed.
NOTICE: Install Camshaft Journal with annular groove toward the front of the engine for both
CCW and CW rotation.
3 - 18 10/2005
8 Place protection (shop towel) inthe bottom of camshaft cavity to protect

Camshaft Journal installation.
9 Lubricate Camshaft Journal & Camshaft Journal Bearing with engine oil.
10 Slide Camshaft Journal into Camshaft Journal bore 20 kg (44 lb)
11 Place Camshaft Journal Location Dowel into Camshaft Segment Locating Hole.
12 Install a bolt to hold Camshaft Segment to Camshaft Journal.
13 Thin flange Camshaft Segments with 1/2" Bolts will have spacer that must be
installed.
14 Install Camshaft Segment Support Service Tooling.
15 Fasten hoist to Camshaft Segment and place Camshaft onto Service Tool
28 kg (62 lb.)
NOTICE: See chart above for installation of Camshaft Journal & Camshaft Segment.
16 Carefully roll Camshaft Segment into Cylinder Block.
17 Carefully place location dowels in Camshaft Journals into locating hole of
Camshaft Segments.
18 Install 1/2 of Camshaft Bolts
Q 19 Torque 1/2" Bolts to 135 ± 20 Nm (100 ± 15 ft lbs.) or
Torque 5/8" Bolts to 270 ± 40 Nm (200 ± 30 ft. lbs).
21 Install side covers and torque bolts to 47 ± 9 Nm (35 ±7 ft. lbs.)
3 - 19 10/2005
Cylinder Liner Install for 3600 Series Engine

235-0632 1 Cylinder Installation Tool Group
1F7958 (2) Nut
9S1366 (2) Bolt
5P1076 (6) Washer
1U7819 (2) Spacer
0V0375 (2) Bolt
4C9040 (2) Bracket
235-0612 (1) Bracket Assembly
4C6987 1 Socket Cylinder Head Stud Nuts
191-1135 2 Cylinder Liner Spacer Assembly
4C9041 1 Cylinder Installation Tool Group

Procedures required for the installation of the Cylinder Liner
Step Procedure
1 Remove 4C9515 Overhaul Protection Kit part as needed to install cylinder

liner.
2 Install new O-ring on top of Cylinder Liner
3 Install new O-ring on bottom of Cylinder Liner
Q 4 Clean Cylinder Block Bore
5 Install (2) 4C9040 Brackets on Cylinder Liner.
6 Install (2) 1U7619 Spacer with (2) 9S1366 Bolt with (2) 5P1076 Washer with
(2) 1F7958 Nuts
7 Insert 4C9041 Cylinder Liner Installation Tool on Cylinder Liner.
8 Fasten a hoist to Cylinder Liner Installation Tool.
9 Coat O-rings with a water & liquid soap solution
WARNING: After coating O-rings with a water & Liquid Soap Solution do not wait. Install
Cylinder Liner immediately.
10 Coat Cylinder Block Bore with a water & liquid solution
NOTICE: Do not install the cylinder liner with the seal plates in position.
NOTE: Place the Cylinder Liner int othe cylinder block bore making sure any liner pitting that may
have occurred is not in the same position where it was removed.
11 Carefully lower Cylinder Liner into Cylinder Block until lower liner O-rings sets
on the block. (282 lb.)
12 Remove all service tools.
13 Install 191-1135 (2) Cylinder Linder Press.
Use 4C8987 Socket and Cylinder Head Nuts (2) to press Cylinder Liner
14
into the Block.
15 Remove all Service Tooling.
3 - 20 10/2005
Piston / Connection Rod Assembly

8T3033 1 Ring Expander Group
1U8692 1 Piston Pin Guide
9U5981 1 Snap Ring Retainer
235-0612 1 Lifting Bracket
0V0375 2 Bolt

Procedures required for the assembly of the Piston & Connecting Rod
Step Procedure
1 Use 8T3033 Ring Expander to install all piston Rings. (Do not intall rings
without using Service Tool)
Install new Expander & Oil Ring on Piston. (Ends of ring expander 180° apart
Q 2
from Oil Control Ring gap)
Install new #3 Piston Ring. (Install ring with the side marked UP-3" towards
Q 3 the top of the piston)
NOTICE: All rings should be spaced equally around piston. Ring gaps should not be aligned over
wrist pin bore.
6 Install 4C9039 Lifting Braket on piston using 1/ -13 NC bolts (2)
7 Fasten a hoist to 4C9039 Lifting Bracket & Piston. 38 kg (82 lb)
8 Align wrist pin bore of piston with pin bore of connecting rod.
WARNING: When installing Piston on Connecting Rod make sure V mark or Dimple is in
alignment with Tab Slot of the Connecting Rod Bearing.
WARNING: Hold the connecting rod to prevent it from falling as the piston is installed. 50 kg
(110 lb)
9 Install 1U8692 Piston Pin Guide into Wrist Pin
CAUTION: Check the 1U8692 Service Tool to make sure it is free of damage. Clean and lubricate
with clean engine oil.
10 Slide Wrist Pin and Service Tool into pin bore. 30 kg (63 lb)
11 Remove Service Tool.
CAUTION: When Wrist Pin Snap Rings are not installed the Wrist Pin may slide out.
12 Install 9U5981 Wrist Pin Snap Ring Retainer Tool in hole of Wrist Pin.
WARNING: Failure to use 9U5981 Wrist Pin Snap Ring Retainer could cause persona injury if
snap ring should come off pliers.
13 Use 5P4758 Internal Snap Ring Pliers and install both Wrist Pin Snap Ring
Retainers. (Marked OUT)
Q 14 After assembly clearance between wrist pin and snap ring. 0.05mm (.002 in)
3 - 21 10/2005
Piston / Connection Rod Installation Assembly for D3600 Series Engines

8T3022 1 Rod Guide Group (In-line)
4C6357 1 Rod Guide Group (Vee)
8T2859 4 Nut (aluminum)
235-0612 1 Bracket Assembly
0V0375 2 Bolt
FT2252 1 Assembly Fixture
4C5719 1 Piton Ring Compressor (Cuffed or Non-cuffed Liner)
8T3037 1 Piston Ring Compressor (Non-cuffed Liner only)

Procedures required for the assembly of the Piston & Connecting Rod Assembly
Step Procedure
1 Lubricate Piston Rings and internal diameter of the 4C5719 or 8T3037 Piston
Ring Compressor with clean engine oil.
Install 4C-5719 or 8T3037 Piston Ring Compressor over the piston and
2
carefully close compressor.
CAUTION: Damage to Piston Rings can occur if piston rings are not compressed carefully.
3 Install upper half of Connect Rod Bearing. Ensure tabs on bearing

match-up with connecting rod tab slots.
4 Install 8T3022 (inline) or 4C6357 (vee) Connecting Rod Guide Group with
8T2859 (4) Nut.
NOTICE: Use round aluminum nuts provided. Using standard Connecting Rod Nuts can
cause damage to Cylinder Liner wall.
5 Remove any protective covers.
6 Place Piston / Connecting rod assembly in position over the Cylinder Liner.
7 Rotate Crankshaft for that cylinder to true top dead center.
8 Place the "V" or "Dimple" on the piston in alignment with the "V" mark on the
block deck surface.
NOTICE: If alignment is not correct the piston will make contact with the Piston Cooling Jet.
9 Lubricate the cylinder wall with a large amount of clean engine oil
10 Lower the piston / connecting rod assembly into the Cylinder Liner.
NOTICE: Do not use excessive force in order to move the piston into the cylinder liner. Piston ring
breakage may occur.
NOTICE: Once you have started to lower the assembly into the cylinder liner do not raise the
assembly up. If you raise the piston / rod assembly up the (bottom) oil control ring could expand
out into the Cuff bore and could be damaged as you lower the piston /rod assembly back down.
NOTICE: If the piston assembly will not slide in the cylinder bore, carefully loosen the tensioning
screw on the ring compressor. If the piston still does not slide in the cylinder liner, remove the piston
assembly and inspect.
3 - 22 10/2005
11 Align the connect rod with the crankshaft.

12 Lower the piston assembly until the rod bearing is seated on the crankshaft.
13 Remove the 8T3022 (inline) or 4C6357 (vee) Connecting Rod Group.
Coat the Connecting Rod Bolt threads and seat area of the Connect Rod
14
Nuts with 6V4876 Lubaricant (Dow Corning Molykote GN Lubricant)
15 Place a 51 x 102 mm (2 x 4 in) x 1200 mm (48 in) long board from side to
side to support cap.
16 Install lower Connecting Rod Bearing and lubricate bearing face with clean
engine oil.
NOTE: Do not lubricate back of bearing.
Slide the Connecting Rod Cap into position. Make sure the Connecting Rod
17 Cap Bearing Tab slots align with the Bearing Tab slots on the Connecting
Rod . 16 kg (35 lbs)
18 Carefully turn the engine so the connecting rod cap can be installed easily.
Carefully raise the Connecting Rod Cap up onto the Connecting Rod
19
Bolts and install a Connecting Rod Bolt Nut.
NOTE: This one single nut will hold the cap in place until the other 3 nuts
can be installed.
20 Remove long board.
21 Install the other 3 Connecting Rod Bolt Nuts
3 1
4 2
Bearing Tab Slot.
Note: The No. 1 & 2 Rod Bolts are always on the Bearing tab slot side of the
Connecting Rod Cap.
Q 22 Torque nut #1 to 105±20 Nm (75±15 lb ft)

Q 34 Loosen #1 nut and then re-torque nut to 80±10 Nm (59±7 ft lb)
Q 35 Place an index mark on nut and rotate an additional 360±5 degrees.
Q 36 Loosen #4 nut and then re-torque nut to 80±10 Nm (59±7 ft lb).
Q 37 Place an index mark on nut and rotate additional 360±5 degrees.
Q 42 Connecting Rod side clearance should be 0.33 to 0.68 mm (0.0130 to 0.268).
Q 43 Install Piston Cooling Jet. Torque bolts to 47±9 Nm (35±7 ft lb).
NOTICE: Special care must be taken not to bend the Piston Cooling Jet because they are
44 Install crankcase Inspection Covers and torque bolts to 47±9 Nm (35±7 ft lb.)
3 - 23 10/2005
Piston / Connecting Rod Assembly Installation for D3618 Engine

8T3033 1 Ring Expander Group
178-5063 1 Pin Guide
9U5981 1 Snap Ring Retainer
235-0612 1 Lifting Bracket
0V0375 2 Bolt
4C5719 1 Ring Compressor
8T5096 1 Dial Indicator Group

Procedures required for the installation of the Piston & Connecting Rod Assembly
Step Procedure
NOTE: After the assembly of the piston and connecting rod together, carefully lay the piston rod
assembly on its side. If possible, without rings.
WARNING: The piston rings may be damaged during the lifting and turning process.
1 Attach the 235-0612 Lifting Bracket to the top of the piston with 0V0375
Bolts (1/2-13 NC Bolts)
With a suitable lifting device attached to the 235-0612 Bracket carefully lift
2
the piston assembly into the vertical position. 123 kg (271 lb)
3 Carefully install rings and space rings 120° apart.
4 Lubricate Piston Rings and Cylinder Liner bore with clean engine oil.
Install 4C-5719 Piston Ring Compressor over the piston and carefully close
5 compressor.
CAUTION: Damage to Piston Rings can occur if piston rings are not compressed carefully.
6 Wrap the connecting rod with a cushion of towels.
NOTE: By doing this will help prevent the connecting rod from rubbing the cylinder liner.
7 Remove the protective cover from the cylinder liner.
8 Rotate the crankshaft until the connecting rod bearing journal for the opposite
cylinder is at the TDC position
9 Make sure the dimple or (X) on top of the piston is towards the center of the
engine.
10 Carefully lower the connecting rod & piston into the cylinder liner.
NOTICE: Do not use excessive force in order to move the piston into the cylinder.
Piston ring breakage may occur.
11 Allow enough clearance for installation of the connecting rod bearing.
12 Clean the inside diameter of the rod bearing and outside diameter of the
crankshafts connecting rod bearing journal.
Use a liberal coat of clean engine oil on the inside diameter of both rod
13 bearings and outside diameter of the crankshafts connecting rod bearing
journal.
14 Install new bearing clips (2) into the oval shaped opening on both ends one
of the bearings.
CAUTION: The clips must be installed correctly or damage will occur. The clips must have the
opening or proud towards the outside of the bearing.
15 Slide the bearing with the clips onto the crankshaft.
NOTE: The bearing must be installed in the correct direction as shown on the back of the
bearing.
3 - 24 10/2005
Attach the other half of the connecting rod bearing by putting the small clips
16
into the oval shaped opening to hold in place.
17 Remove the protective wrap for the connecting rod.

Coat the outside diameter of the rod bearing with a light coat of clean engine
18 oil
Make sure the connecting rod bearing locating dowel is in alignment with the
19 locating slot of the connecting rod.
NOTICE: It is very important that the dowel in the connecting rod bearing is inserted into the
locating slot of the connecting rod. If the dowel is not inserted into the slot, damage to the
engine will occur.
20 Carefully lower the connecting rod down until it lightly touches the rod
bearing.
Rotate the connecting rod bearing until the dowel in the bearing is inserted
21 into the slot of the connect rod.
Q 22 Make sure the dowel touches the back of the slot.
Q 23 Now move the dowel away from the back of the slot .5 mm (0.02 in)
24 Rotate the engine in order to install the connecting rod cap.
25 Coat the contact surfaces with 6V4876 or 186-1531 lubricant.
26 Install 178-5063 (2) Guides into opposite hole of the connecting rod.
Locate and install the correct connecting rod cap with the correct connecting
27
rod.
NOTE: The connecting rod and connecting rod cap will have the same serial number.
28 Install connecting rod cap over the guides so the serial numbers are aligned
on the same side with each other
29 Install two bolts with retainers on each side into the two empty holes.
30 Remove the two guides and install the other two bolts through the retainer
and into the connecting rod.
Before you fully tighten the bolts, make sure the bolt heads are centered in
31
the counterbore of the retainer, and hand tighten.
NOTE: In the illustration below, the bolts (2) and (4) are at the rod thrust side and bolts (1) and
(3) are to the crankshaft side of the rod.
NOTE: Special care must be taken when bolts (1) and (4) are tightened in order to make sure
that the retainer plates do not move.
NOTE: Always use a master to calibrate torque tools before use in order to insure accuracy.
NOTE: Always complete the following torque sequence on the connecting rod that has been
installed prior to any further rotation of the crankshaft. Rotation without completing the torque
sequence can result in bearing rotation and subsequent bearing damage.
2 4
1 3
3 - 25 10/2005
Q 32 Torque nut #1 to 60±10 Nm (44±7.4 lb ft)

Q 48 Loosen #1 nut and then re-torque nut to 15±3 Nm (132±24 lb in or (11±2 lb ft)
NOTE: 132 is inch pounds not foot pounds.
NOTE: 132 is inch pounds not foot pounds.)
Q 52 Loosen #2 nut and then re-torque nut to 15±3 Nm (132±24 lb in) or (11±2 lb ft)
56 Verify that all bolts have been torqued to a minimum of 600 Nm (440 lb ft) in
Q
order to verify the tension of the bolt.
57 Install the 8T5096 Dial Indicator Group to measure the clearance at the sides
Q
of the connecting rod and the counterweight.
58 Carefully move Connecting Rod to the right zero the dial indicator. Then move
the connecting rod to the left and the measurement should be between
0.33 to .68 mm (.013 to .027 in)
If the clearance is not correct, make sure the right connecting rod cap is on the right connecting
rod. If it is correct, remove the cap and complete the procedure again. Inspect the components
for wear and/or damage.
59 Install the retainer lock rings, retainer plates and bolts (2).
Q 60 Tighten bolts to 12±3 Nm (108±24 lb in or 9 ± 2 lb ft)
NOTE: Do NOT reuse retainer plates.
61 Bend the tabs on the retainer plates to retain bolts into position
62 Install the piston cooling jets.
3 - 26 10/2005
Cylinder Head Installation

The following are tools from the 207-5034 Stud Tensioner Tool Group.
This group was the first tool group used on 3600 Engines only.
8T-0820 1 Hydraulic Pressure Group
8S-8033 Electric Hydraulic Pump (230V- 50/60 Cycle)
8T-0895 4 Hydraulic Cylinder Groups
(5) 6D-7726 - Hoses
(1) 3J-5390 - Plug
(1) 8T-5206 - Manifold
(5) 1P-2375 - Couplder Assembly (male)
(8) 1P-2376 - Coupler Assembly (female)
8T-0891 4 Threaded Collar (head stud)
8T-0889 2 Threaded Collar (used on front head studs on # 1 cylinder to
clear fuel filters)
8T-0897 4 Pedestal (head stud)
8T-0898 2 Pedestal (used on front head studs on # 1 cylinder to clear fuel
filters)
4C-6987 1 Socket
9U-5141 2 Nut turning Handle
5D-1972 2 Bolt 3/4 -10 NC X 11 3/4 (29.9 cm) long

Step Procedure
NOTE: If a stud(s) was removed:
a. Coat the lower half of the cylinder head stud with 4C-4774 Water & Temperature Resistant Grease.
b. Apply an extra bead of grease around the stud at the area where the stud exits the tip of the block.
c. Clean the top of the block.
d. Install the studs in the block and tighten to a torque 100 ± 20 Nm (75 ±15 lb ft).
e. Coat the entire length of stud and pack the area where the stud enters the block with 4C-4774
Water & Temperature Resistant Grease. This will prevent water from entering and causing
corrosion between the stud and block.
1 Install (4) new O-ring on the Cylinder Head Studs
NOTE: Always install liner before Seal Plates to prevent the liner from cutting the seal plate.
NOTE: If a water-cooled flange liner is used, place O-rings on top of liner before Seal Plate is
installed. Lubricate O-rings with Petroleum Jelly.
2 Remove 4C-9515 Overhaul Protection Kit.
3 Clean and Install (2) Seal Plates with new O-rings.
4 Clean and Install Water (4) Seal Adapters with new (8) O-rings.
5 Clean and Install Combustion Gasket.
6 Clean and Install Cylinder Head. Carefully not to to damage Head Studs.
204kg (450 lbs)
7 Clean Washers & Nuts. Lubricate Washer faces and Stud threads with 4C-4774
Water & Temperature Resistant Grease, Install Washers and Nuts.
3 - 27 10/2005

8 Install 126-6919 (In-line) 126-6918 (vee) 126-6920 (handle) Head Lifting Tool
9 Install Cylinder Head. 204kg (450 lbs)
10 Clean and Install Washers & Nuts
12 Use 4C-6987 Socket and 1/2" drive ratchet and lightly tighten nuts equally.
NOTE: A torque wrench and the 4C-6987 Socket can be used to torque the Cylinder Head Nuts to
a torque of 185 Nm (250 lb ft). By doing this step the technician will be able to feel whether or not
a spacer plate O-ring is sticking our of position. If the torque wrench has a good sharp click
chances are the O-rings are on the spacer plate correctly, however if the click is a soft mushy feel
the odds are an O-ring is out of position.
13 Install (4) 8T-0897 Pedestals on Cylinder Head Studs.
14 Install (4) the Stud Tensioner Groups o Cylinder Head Studs.
15 Install (4) 8T-0891 Threaded Collars
16 Install (4) 6D-7726 (Hose) 1P2376 (Coupler) Hyd. Hoses to Hyd Tensioners
17 Install Hyd Hoses to 8-T3206 (1-Manifold) 1P2375 (5-Coupler) 3J-5390 (1-Plug)
18 Install Hyd. Hose to Hydraulic Pump
19 Place Hydraulic Pump in bypass.
20 Tighten all Collars (This bleeds all oil from Hydraulic Tensioners)
21 Loosen all Collars 1/4 turn loose.
Q 22 Operate Hyd Pump to 40,000 ± 1500 kPa (5,800 ±220 psi).
CAUTION: When tightening the Cylinder Head Stud Nuts, make sure you have no body parts
above hydraulic tensioning equipment. If Head Stud should break personal injury could occur.
23 Using the 9U5141 Handle tighten all Cylinder Head Nuts.
25 Place Hydraulic Pump in bypass.
26 Tighten all collars (this bleeds all oil from Hyd Tensioners).
27 Loosen all Collars 1/4 turn loose.
Q 28 Operate Hydraulic Pump to 40,000 ± 1500 kPa (5,800 ±220 psi)
CAUTION: When tightening the Cylinder Head Stud Nuts, make sure you have no body parts
above hydraulic tensioning equipment. If Head Stud should break personal injury could occur.
29 Using the 9U5141 Handle tighten all Cylinder Head Nuts.
32 Install Cylinder Head Stud Protectors.
3 - 28 10/2005
This is the second tool group used on 3600 Series Engines and with some
modification the tools can be used on the 3618 engine.

227-6724 1 Hydraulic Pump, Electric, 120V
227-8834 Hydraulic Pump, Electric, 240V
229-9453 1 Pump Accessory Group (required)
178-9313 (1) - Distribution Coupler (manifold)
191-5322 (4) - Stud Tensioner Cylinder Group for 3606, 3608, 3612, 3616
Cylinder Heads
191-5333 (4) - Stud Tensioner Cylinder Support for Cylinder Head
179-9051 (4) - Replacement Bushing for modification of Stud Tensioner
178-9053 (4) - Replacement Support for modification of Stud Tensioner
191-5343 (4) Turning Sleeve (for 191-5322 Stud Tensioner Cylinder Groups)
191-5342 (4) Gear Drive Assembly
(2) Swivel Head Ratchet (1/2 inch square drive)
225-5637 (2) Support (used in place of the 191-5333 Support when used on
225-5636 (2) Bushing(used in place of the 191-5324 Bushing when used on
5D1972 2 Bolt 3/4 -10 NC x 11 3/4 (29.9 cm) long
3 - 29 10/2005

Procedures required for the installation of the Cylinder Head Using the 191-5320 Tool Group.
Step Procedure
NOTE: If a stud(s) was removed:
a. Coat the lower half of the cylinder head stud with 4C-4774 Water & Temperature Resistant Grease.
b. Apply an extra bead of grease around the stud at the area where the stud exits the tip of the block.
c. Clean the top of the block.
d. Install the studs in the block and tighten to a torque 100 ± 20 Nm (75 ±15 lb ft).
e. Coat the entire length of stud and pack the area where the stud enters the block with 4C-4774
Water & Temperature Resistant Grease. This will prevent water from entering and causing
corrosion between the stud and block.
1 Install (4) new O-ring on the Cylinder Head Studs
NOTE: Always install liner before Seal Plates to prevent the liner from cutting the seal plate.
NOTE: If a water-cooled flange liner is used, place O-rings on top of liner before Seal Plate is
installed. Lubricate O-rings with Petroleum Jelly.
2 Remove 4C-9515 Overhaul Protection Kit.
3 Clean and Install (2) Seal Plates with new O-rings.
4 Clean and Install Water (4) Seal Adapters with new (8) O-rings.
5 Clean and Install Combustion Gasket.
6 Clean and Install Cylinder Head
Clean Washers & Nuts. Lubricate Washer faces and Stud threads with 4C-4774
7
Water & Temperature Resistant Grease, Install Washers and Nuts.
8 Install 126-6919 (In-line) 126-6918 (vee) 126-6920 (handle) Head Lifting Tool.
9 Install Cylinder Head. 204kg (450 lbs)
3 - 30 10/2005

10 Install Washers and Nuts
11 Use 4C6987 Socket and 1/2" drive ratchet and lightly tighten nuts equally.
NOTE: A torque wrench and the 4C6987 Socket can be used to torque the Cylinder Head Nuts to a
torque of (185Nm (250 ft lb.). By doing this step the techncian will be able to feel whether or not a
spacer plate O-ring is sticking out of position. If the torque wrench has a good sharp click chances
are the O-rings are on the spacer plate correctly, however if the click is a soft mushy feel the
odds are an O-ring is out of position.
12 Install (4) the Stud Tensioner Groups on Cylinder Head Studs.
13 Install (1) 178-9313 (Manifold) to the Hydraulic Pump of choice.
14 Install (41) 178-9312 Hydraulic Hose As. to the (4) 191-5322 Stud Tensioner
Groups.
15 Install the (4) Hose As. to the 178-9313 Coupler.
16 Open the shutoff valve.
17 Tighten (CW) all Bushings (this bleeds all oil from Hyd Tensioners)
Q 18 Loosen (CCW) all Bushings 1/4 turn loose.
19 Close the Shut-Off Valve on pump.
20 Operate pump.
WARNING: This must be done slowly to prevent a too high pressure. If the pressure should rise
above the specification, damage can occur to studs, nuts or cylinder head.
WARNING: While pressurizing or tightening the Cylinder Head Stud Nuts, make sure you have
no body parts above hydraulic tensioning equipment. If Had Stud should break personal injury
could occur.
perform step 23.
22 Using the 9U5141 Handle tighten Cylinder Head Nuts.
23 Use the 1/2 drive ratchet and turn the gear until nuts are tight.
24 Slowly release Hydraulic Oil Pump pressure by opening the shutoff valve.
25 Tighten (CW) all Bushings (This bleeds all oil from Hyd Tensioners).
Q 26 Loosen (CCW) all Bushings 1/4 turn loose.
27 Close the shutoff valve on pump.
28 Operate pump.
WARNING: While pressurizing or tightening the Cylinder Head Stud Nuts, make sure you have
no body parts above hydraulic tensioning equipment. If Had Stud should break personal injury
could occur.
perform step 31.
30 Using the 9U5141 Handle tighten Cylinder Head Nuts.
31 Use the 1/2 drive ratchet and turn the gear until nuts are tight.
32 Slowly release Hydraulic Oil Pump pressure by opening the shutoff valve.
34 Install Cylinder Head Stud Protectors.
3 - 31 10/2005
Post Installation Of Cylinder Head

Procedure required for the assembly of the Cylinder Head
Step Procedure
1 Clean and Inspect MUI & Install new O-rings
2 Connect Fuel Control Rod from Control Lever
3 Clean & Install Fuel Supply Lines & Fittings
4 Clean & Install Oil Supply Tube
5 Clean, Install new O-ring & Install Valve Lifter Cover
6 Clean, Install new O-ring & Install Rocker Arm Buttons
7 Clean and Assemble Rocker Arm assembly
8 Install Valve Bridges (proper location)
9 Install new springs on Valve Lifter Body
10 Install the Insert in the upper end of the valve and MUI lifter and install new O-
ring in to hold.
11 Immerse lifter assemblies in clean engine oil & install lifter assemblies in the
original position of the Valve Lifter body
Q 12 Push the lifter assembly into the Valve Lifter Body until the dimension from
the end of the roller to the bottom of the Lifter Body is 118.0 ± 2.0mm (4.65
± .08)
13 Install Valve Lifter Assembly (proper location)
14 Install Oil Supply Tube & new O-rings
15 Install Pushrods (proper location)
16 Install Rocker Arm assembly in proper location
17 Adjust Bridges (see chart below for sequence)
18 Adjust Valves (see chart below for sequence)
19 Clean and Install Valve Cover Base with new O-ring
20 Clean and Install Valve Cover with new O-ring
21 Clean and Install Crankcase Breather ( if required)
22 Clean and Install Water Manifolds with new O-rings
23 Clean and Install Exhaust Manifolds with new Gaskets
24 Install Exhaust Manifolds Blanket (if equipped)
25 Shut on fuel supply and Prime System
26 Install new Oil Filters
27 Fill Engine with proper new Oil
28 Fill Engine with proper new Coolant
29 Connect starting system
30 Clean and paint repair area
3 - 32 10/2005
Crankshaft Position for Fuel Injector Timing & Valve Lash Adjustments
Check and Adjust with Piston on the following stroke. (1)
3606 Top Center Top Center
Compression Stroke Exhaust Stroke
SAE Standard Rotation Engine - CCW (2)
Firing Order 1-5-3-6-2-4
Inlet Valves 1-2-4 3-5-6
Exhaust Valves 1-3-5 2-4-6
Fuel Injectors 1-5-6 1-2-4
SAE Reverse Rotation Engine - CW (3)
Firing Order 6-3-5-1-4-2
Inlet Valves 1-3-5 2-4-6
Exhaust Valves 1-2-4 3-5-6
Fuel Injectors 2-4-6 1-3-5

Firing Order 1-6-2-5-8-3-7-4
Inlet Valves 1-7-4-6 3-5-2-8
Exhaust Valves 1-2-4-6 3 - 5 - 7 -8
Fuel Injectors 3-5-2-8 1-7-4-6
Firing Order 1-4-7-3-8-5-2-6
Inlet Valves 1-2-4-6 3-5-7-8
Exhaust Valves 1-7-4-6 3-5-2-8
Fuel Injectors 3-5-7-8 1-2-4-6

1 - 12 - 9 - 4 - 5 - 8
Firing Order 11 - 2 - 3 - 10 - 7 - 6
1-3-7 5 - 9 - 11
Inlet Valves
6 - 10 - 12 2-4-8
Exhaust Valves 1-5-9 3 - 7 - 11

4 - 6 - 12 2 - 8 - 10
Fuel Injectors 5 - 9 - 11 1-3-7

2-4-8 6 - 10 - 12

1 - 6 - 7 - 10 - 3 - 2
Firing Order 11 - 8 - 5 - 4 - 9 - 12
1-5-9 3 - 7 - 11
Inlet Valves
4 - 6 - 12 2 - 8 - 10
1-3-7 5 - 9 - 11
Exhaust Valves
6 - 10 - 12 2-4-8
3 - 7 - 11 1-5-9
Fuel Injectors
2 - 8 - 10 4 - 6 - 12
3 - 33 10/2005

1 - 2 - 5 - 6 - 3 - 4 - 9 - 10
Firing Order
15 - 16 - 11 - 12 - 13 - 14 - 7 - 8
Inlet Valves 1 - 5 - 7 - 13 3 - 9 - 11 - 15
2 - 8 - 12 - 14 4 - 6 - 10 - 16
Exhaust Valves 1-3-5-7 9 - 11 - 13 - 15

2-4-6-8 10 - 12 - 14 - 16
3 - 9 - 11 - 15 1 - 5 - 7 - 13
Fuel Injectors
4 - 6 - 10 - 16 2 - 8 - 12 - 14
SAE Reverse Rotation Engine -CW (3)

1 - 8 - 7 - 14 - 13 - 12 - 11
Firing Order 16 - 15 - 10 - 9 - 4 - 3 - 6 - 5 - 2
1-3-5-7 9 - 11 - 13 - 15
Inlet Valves
2-4-6-8 10 - 12 - 14 - 16
1 - 5 - 7 - 13 3 - 9 - 11 - 15
Exhaust Valves
2 - 8 - 12 - 14 4 - 6 - 10 - 16
9 - 11 - 13 - 15 1-3-5-7
Fuel Injectors
10 - 12 - 14 - 16 2-4-6-8

1 - 2 - 9 - 10 - 17 - 18 - 5 - 6 - 11 - 12
Firing Order 15 - 16 - 3 - 4 - 7 - 8 - 13 - 14
1 - 3 - 7 - 9 - 13 5 - 11 - 15 - 17
Inlet Valves
2 - 4 - 8 - 14 6 - 10 - 12 - 16 - 18
1 - 5 - 9 - 17 3 - 7 - 11 - 13 - 15
Exhaust Valves
2 - 10 - 14 - 18 4 - 6 - 8 - 12 -16
5 - 11 - 15 - 17 1 - 3 - 7 - 9 - 13
Fuel Injectors
6 - 10 - 12 - 18 2 - 4 - 8 - 14 - 16
SAE Reverse Rotation Engine CW (3)

1 - 14 - 13 - 8 - 7 - 4 - 3 - 16 - 15
Firing Order
12 - 11 - 6 - 5 - 18 - 17 - 10 - 9 - 2
Inlet Valves 1 - 5 - 9 - 13 - 17 3 - 7 - 11 - 15
2 - 10 - 14 - 18 4 - 6 - 8 - 12 - 16
Exhaust Valves 1 - 3 - 7 - 9 - 13 5 - 11 - 15 - 17
2 - 4 - 8 - 14 - 16 6 - 10 - 12 - 18
3 - 7 - 11 - 15 1 - 5 - 9 - 13 - 17
Fuel Injectors 4 - 6 - 8 - 12 - 16 2 - 10 - 14 - 18
(1) SAE Standard Rotation Engines turn in the COUNTERCLOCKWISE (CCW) direction when the
engines are viewed from the flywheel end.
(2) Put the No. 1 piston at the top dead center position (TDC) and identify the correct stroke. After the top dead center
position for a particular stroke is found and the adjustments are made to th correct cylinder, remove th timing pin.
Turn the flywheel for 360 degrees in the direction of normal engine rotation. This will put th No. 1 piston at the top
center position on the other stroke. Install the timing pin in the crankshaft and complete the adjustments for the cylinders
that remain.
(3) SAE Opposite Rotation Engines turn in the CLOCKWISE (CW) direction when the
77 3/17/2003
3 - 34 10/2005
CRANKSHAFT MAIN BEARING REMOVAL & INSTALLATION

This group was the first tool group used on 3600 Series Engines only.

207-5034 1 Stud Tensioner Tool Group
(2) 207-4607 Threaded Collar
(2) 8T-0896 Bearing Pedestal
(2) 9U-5141 Nut Turning Handle
(8) 1B-0581 Bolt
(4) 0L-1351 Bolt
(2) 4C-5816 Collar Plate
(2) 8T-0895 Cylinder Group
(5) 6D-7726 Hoses
(1) 3J-5390 Plug
(1) 8T-5206 Manifold
(5) 1P-2375 Coupler Assembly (Male)
(8) 1P-2376 Coupler Assembly (Female)
8T-0960 1 Handling Group (Part of 9U-5105 Group)
(2) 8T-0916 Pin
(2) 8T-0959 Hitch
(2) 8T-0955 Tensioner Lift Tube Group
(2) 8T-0948 Lift Lever Group
(1) 8T-0872 Stud Tensioner Tray
(2) 8T-0961 Rail Retainer Bushing
(2) 4C-8357 Tray Support Rail
(2) 4K-0367 Full Nut
(2) 8T-0947 Tee Handle
(2) 1B-4430 Jam Nut
(2) 8T-0946 Tensioner Lift Stud
(2) 8T-0963 Shaft
(4) 5P-0370 Lock Pin
(4) 8T-0956 Bracket Group
134-0932 1 Main Bearing Driver
3P-1529 1 Level
4C-9818 1 Hex Adapter
4C-9819 1 Universal Joint
1U-7515 1 Socket
3 - 35 10/2005

Procedures required for the removal of the Crankshaft Main Bearing
Step Procedure
NOTE: The inspection or replacement of the main bearing can be done with the crankshaft in
place. Due to the weight of the crankshaft no more than 2 mains should be removed at any one
time. The crankshaft will sag or bend damaging the crank.
NOTE: Anytime crankshaft is rotated the pre-lube pump must operation.
1 Remove the crankshaft access covers, oil filter, oil level gauge and the crank-
case explosion relief valves and any other engine parts that may be in the way.
Refer to Special Instructions, SEHS9156, installation and Use of the 4C-5818 Collar and Retainer
Group.
2 Loose the saddle bolts. Remove one and allow the other to remain screwed
in 5 or 6 turns.
3 Move the crankshaft to a position out of the way of the connecting rod and
crankshaft journal weight.
4 Put the 4C8357 Tray Support Rail (2) and 8T0872 Stud Tensioner Support
Tray (1) in position under the main bearing cap being removed.
5 Put the assembled Tensioner (2) on the tool tray. (8T0895 cylinder (1),
4C5817 Collar (1), 4C5816 Retainer (1), 1B0581 Bolts (4), 0L1351 Bolts (2),
8T0947 Tee Handle (2) with 1B4430 Jam Nut (2) & 8T0946 Tension Lift Stud
(1). )
6 Place the 8T0896 Pedestal (2) onto the main beading stud. Place the 9U5141
Dowel Handle into one of the Main Bearing Nut holes. This will keep the
Pedestal into position.
7 Bolt the 8T-0956 Bracket Groups (2) in the openings of the crankcase access
covers on each side of the engine.
8 Slide the 8T0955 Tube Group (2) onto the shaft of the 8T0948 Lever Group
(2). Install the 8T0959 Pin through the hole of the 8T0955 Tube Group.
NOTICE: The distance is adjustable and may adjusted later.
9 Slide the 8T0948 Lever Group onto the 8T0963 Shaft.
10 Use 5P0370 Pin Locks (2) to hold the 8T0936 Shaft in position.
11 Place the 8T0955 Tube Group onto the 8T0946 Stud mounted on the side of
the 8T0895 Tensioner and use the 5P0370 Pin to hold in position.
12 Install the handle on the end of the 8T0948 Lever Group and use the
8T0959 Pin to hold in position.
13 By pressing down on the Handle Group, lift the Tensioning cylinder and onto
the stud. A level can be use to level cylinders, by using the adjusting screws
on the handles, before trying to tighten the adapter nut.
14 Use a ratchet wrench and thread the 4C5817 Collar onto the end of main
bearing stud.
15 Attach the hoses, hydraulic cylinders and hydraulic pump together.
16 With the pump in bypass, tighten the Collars to bleed any fluid out of the
cylinders.
17 Loosen the nuts 11/2 turns.
WARNING: Run the pump to a pressure of 1000 psi and check all connection and the hoses
to insure all are in proper working order before proceeding
WARNING: While pressurizing. DO NOT have any part of your body inside the engines
Crankcase or around the Tensioning Cylinders. Safety Glasses MUST be worn. Visually
CHECK all tooling for damage or leaks.
3 - 36 10/2005
Q 18 Run the pump to a pressure of 65,000 2,400 kPa (9,425 350 psi)
19 Check and make sure both nuts are loose.
20 Place 9U5141 dowel handle through 8T0896 pedestal slot intonut dowel hole
and loosen both nuts 1 1/2 turns or 12 dowel holes.
21 Slowly release hydraulic pressure.
22 Disconnect the hoses and lower the hydraulic tooling.
NOTE: Leave the tensioners on the Tool Tray.
NOTE: The bearings can be changed without removing the bearing caps.
cylinders.
25 Loosen the nuts 1 1/2 turns.
26 Remove the remaining Saddle bolt from the cap. Using the handling group
lower the cap on to the hydraulic cylinders.
NOTE: The bearing cap does not have to be removed from the inside of the engine if you are
only changing one bearing at a time. Lower the main cap down on top of the Hydraulic Tensioners.
27 Remove the lower main bearing from the cap by using a rubber mallet.
28 Install the 134-0932 Bearing Driver in the lubrication hole in the main bearing
journal of the crankshaft.
NOTE: The bearings have a locating tab. When the bearing is viewed from the flywheel,
clockwise rotation is required in order to remove the upper half of the bearing.
NOTE: On a D3606 & D3612 Engine the number 4 main, and on a D3608 & D3615 Engine, the
number 5 main bearing journals do not have oil holes in the crankshaft. The 134-0932 Bearing
Driver Tool cannot be used to roll the upper main bearing half out. In order to remove these
bearings, protect the crankshaft and rap on the side of the bearing without the tab with a narrow tool.
NOTE: It may be necessary to remove the load on the bearing by loosening the bearing caps
before it and after the one being removed. If this does not allow removal of the bearing, a plastic
wedge may be driven between the bearing and the bearing saddle.
29 Rotate the crankshaft clockwise until the bearing comes out and tool can be
removed.
3 - 37 10/2005

Procedures required for the installation of the Crankshaft Main Bearing
Step Procedure
Q 1 Use a clean cloth to wipe clean the upper half of the main bearing and
Crankshaft surface. Put clean engine oil on the bearing surface and use
134-0932 Bearing Driver Tool to roll the upper half of the main bearing into the
cylinder block. Make sure there is no oil on the back side of the bearing
CAUTION: The bearing should be lined up and installed by hand approximately half the length of
the bearing before using the Bearing Driver to push, the main bearing into the block.
WARNING: The 134-0932 Bearing Driver may slide between the bearing and crankshaft and
cause damage to the bearing.
Q 2 Use a clean cloth in order to wipe the lower half of the Main Bearing and the
bore in the main bearing cap.
Q 3 Ensure there is no thread lubricant on the lower half of the main bearing or on
the main bearing cap. Install the lower half of the main bearing in the main
bearing cap. Ensure that the tab on the back of the bearing is engaged with
the slot in the cap.
Q 4 Put clean engine oil on the lower half of the main bearing. Be sure no oil is
put on the backside of the bearing.
Q 5 Check the length of the dowel on the Main Bearing Cap. 10.0 ± 0.5 mm
(.39 ± .02 in)
6 Use the 8T0960 Handling Tool Group to raise the main bearing cap on the
studs.
7 Ensure that the dowel engages with the hole in the cylinder block.
8 Install one of the Saddle Bolts to hold the Main Bearing Cap in place.
9 Install the washers and nuts in order to hold the main bearing cap. Tighten the
nuts by hand, then remove Tool B from the main bearing.
10 Remove the 8T0916 Pins from the cap.
Q 11 Put 4C5593 Thread Lubricant on the face of the washer and the threads of
each saddle bolt.
3 - 38 10/2005
12 Install saddle bolts and hand tighten.

Q 13 Tighten the saddle bolt on to the right side of the engine to a torque
215 ± 40 Nm (160 ± 30 ft Ib)
Use the handing group and raise the hydraulic cylinders off the trays. Use
14 the adjusting screws to level the cylinders.
Lift the hydraulic cylinders to the studs and start the threaded collars. Hand
15
tighten the on the main bearing cap bolts.
16 Attach the hoses from the pump to the hydraulic cylinders.
17 Place hydraulic pump in the bypass.
18 Tighten all threaded collars with a 1/2 inch ratchet.
19 Loosen all threaded collars with a 1/4 turn.
WARNING: Run the pump to a pressure of 1000 psi and check all connection
and hoses to insure all is in proper working order before proceeding.
Q 20 Run the pump to 65,000 ± 2400 kPa (94250 ± 350 psi) on the gauge.
21 Tighten the nuts using the dowel handle.
22 Slowly release the hydraulic pressure.
23 Repeat steps 17 through step 22.

24 Remove all Tooling.
25 After installation of the main bearing, check that the crankshaft can turn.
Q 26 Tighten the saddle bolt on to the left side of the engine to a torque
215 ± 40 Nm (160 ± 30 ft Ib)
Q 27 Tighten the saddle bolt on to the right side of the engine to a torque
1825 ± 175 Nm (1350 ± 130 ft Ib)
Q 28 Tighten the saddle bolt on to the left side of the engine to a torque
1825 ± 175 Nm (1350 ± 130 ft Ib)
29 Reinstall remaining parts; crankcase explosion relief valves, centrifugal oil

filters, oil filler, oil level gauge, crankcase access covers.
3 - 39 10/2005
CRANKSHAFT MAIN BEARING REMOVAL &

INSTALLATION
This group was the second tool group used on 3600 Series Engines and could
be modified to work on 3618 engines.
229-9453 1 Pump Accessory Group
(4) 178-9312 Hose Assembly
(1) 178-9313 Distribution Coupler (manifold)
(1) 185-0683 Comparison Gauge
191-5323 (2) Stud Tensioner Cylinder Group for 3618 Main Bearings
191-5335
(2) Stud Tensioner Cylinder Support for Main Bearing (replacement
for damage support)
175-0185 (2) - 3618 Stud Tensioner Cylinder Sleeve for Cylinder Head
(modification or replacement for damage support.
191-5326 (2) - 3618 Stud Tensioner Cylinder Bushing for Main Bearing
(replacement for damage bushing)
191-5343 (2) - Turning Sleeve (for 191-5322 Stud Tensioner Cylinder Groups)
191-5342 (2) - Gear Drive Assembly
(2) - Swivel Head Ratchet (1/2 inch square drive)
191-5320 1 Stud Tensioner Tool Group
(2) - 9U-5141 Nut Turning Handle
8T-0960 1 Handling Group (Part of 9U-5105 Group)
(2) 8T-0916 Pin
(2) 8T-0959 Hitch
(2) 8T-0955 Tensioner Lift Tube Group
(2) 8T-0948 Lift Lever Group
(2) 8T-0872 Stud Tensioner Tray
(2) 8T-0961 Rail Retainer Bushing
(2) 4C-8357 Tray Support Rail
(2) 4K-0367 Full Nut
(2) 8T-0947 Tee Handle
(2) 1B-4430 Jam Nut
(2) 8T-0946 Tension Lift Stud
(2) 8T-0963 Shaft
(4) 5P-0370 Lock Pin
(4) 8T-0956 Bracket Group
227-6724 1 Electric Hydraulic Pump (115V-50/60 Cycle)
227-8834 Electric Hydraulic Pump (230V-50/60 Cycle)
134-0932 1 Main Bearing Driver
3P-1529 1 Level
4C-9818 1 Hex Adapter
4C-9819 1 Universal Joint
1U-7515 1 Socket
3 - 40 10/2005

227-6724 1 Hydraulic Pump, Electric 120V
227-8834 Hydraulic Pump, Electric 240V
229-9453 1 Pump Accessory Group
178-9313 (1) - Distribution Coupler (manifold
191-5322 (4) - Stud Tensioner Cylinder Group for 3606, 3608, 3612,
3616 Cylinder Heads
191-5333 (4) - 3606, 3608, 3612, 1616 Stud Tensioner Cylinder Support for
Cylinder Head (replacement for damage support)
(4) - 3618 Stud Cylinder Support for Cylinder Head (Modification or
178-9053
replacement for damage support
191-5324 (4) - 3606, 3608, 3612, 1616 Stud Tensioner Cylinder Bushing for
Cylinder Head (replacement for damage support)
(Modification or replacement for damage support
178-9053 (4) - Replacement support for modification of Stud Tensioner Group
for 3618 Cylinder Head
191-5341 4 Optional Gear Drive Group (permits faster rotation of nut onto stud.)
191-5343 (4) - Turning sleeve (for 191-5322 Stud Tensioner Cylinder Groups)
191-5342 (4) - Gear Drive Assembly
(2) - Swivel Head Ratchet (1/2 inch square drive)
225-5637 (2) - Support (used in place of the 191-5333 Support when used on
225-5636 (2) - Bushing used in place of the 191-5324 Bushing when used on
5D-1972 2 Bolt 3/4 - 10 NC x 11 3/4 (29.9 cm) long
3 - 41 10/2005

Procedures required for the removal of the Crankshaft Main Bearing
Step Procedure
NOTE: The inspection or replacement of the main bearing can be done with the crankshaft in place.
Due to the weight of the crankshaft no more than 2 mains should be removed at any one time. The
crankshaft will sag or bend damaging the crank.
NOTE: Anytime crankshaft is rotated the pre-lube pump must operation.
1 Remove the crankcase access covers, oil filter, oil level gauge and the crankcase
explosion relief valves and any other engine parts that may be in the way.
Refer to Special Instructions, SEHS9156, installation and Use of the 4C-5818 Collar and Retainer
Group.
2 Loose the saddle bolts. Remove one and allow the other to remain screwed
in 5 or 6 turns.
3 Move the crankshaft to a piston out of the way of the connecting rod and
crankshaft journal weight.
4 Put the 4C8357 Tray Support Rail (2) and 8T0872 Stud Tensioner Support
Tray (1) in position under the main bearing cap being removed.
5 Place the assembled Tensioner (2) on the tool tray.
5 Put the assembled Tensioner (2) on the tool tray. (8T0895 cylinder (1),
4C5817 Collar (1), 4C5816 Retainer (1), 1B0581 Bolts (4), 0L1351 Bolts (2),
8T0947 Tee Handle (2) with 1B4430 Jam Nut (2) & 8T0946 Tension Lift Stud
(1).
6 Place the 8T0896 Pedestal (2) onto the main beading stud. Place the 9U5141
Dowel Handle into one of the Main Bearing Nut holes. This will keep the
Pedestal into position.
7 Bolt the 8T-0956 Bracket Groups (2) in the openings of the crankcase access
covers on each side of the engine.
8 Slide the 8T0955 Tube Groups (2) onto the shaft of the 8T0948 Lever Group
(2). Install the 8T0959 Pin through the hole of the 8T0955 Tube Group.
NOTICE: The distance is adjustable and may adjusted later.
9 Slide the 8T0948 Lever Group onto the 8T0963 Shaft.
10 Use 5P0370 Pin Locks (2) to hold the 8T0936 Shaft in position.
11 Place the 8T0955 Tube Group onto the 8T0946 Stud mounted on the side of
the 8T0895 Tensioner and use the 5P0370 Pin to hold in position.
12 Install the handle on the end of the 8T0948 Lever Group and use the
8T0959 Pin to hold in position.
13 By pressing down on the Handle Group, lift the Tensioning cylinder and onto
the stud. A level can be use to level cylinders, by using the adjusting screws
on the handles, before trying to tighten the adapter nut.
14 Use a ratchet wrench and thread the 4C5817 Collar onto the end of the main
bearing stud.
cylinders.
17 Loosen the nuts 11/2 turns.
WARNING: Run the pump to a pressure of 1000 psi and check all connection and the hoses
to insure all are in proper working order before proceeding
WARNING: While pressurizing. DO NOT have any part of your body inside the engines
Crankcase or around the Tensioning Cylinders. Safety Glasses MUST be worn. Visually
CHECK all tooling for damage or leaks.
3 - 42 10/2005
Q 18 Run the pump to a pressure of 65,000 ± 2,4000 kPa (9,425 ± 350 psi)
19 Check and make sure both nuts are loose.
20 Place 9U5141 dowl handle through 8T0896 pedestal slot into nut dowel hole
and loosen both nuts 1 1/2 turns or 12 dowel holes.
21 Slowly release hydraulic pressure.
22 Disconnect the hoses and lower the hydraulic tooling.
NOTE: Leave the Tensioners on the Tool Tray.
NOTE: The bearings can be changed without removing the bearing caps.
23 Remove and inspect the 2 nuts and washers. Use the handling group to lower
the hydraulic cylinders and sit them on the tray.
24 Install the 8T0916 Pin (2) into the Main Bearing Cap.
25 Disconnect the handling group from the cylinders and reconnect to the
bearing cap
26 Remove the remaining Saddle bolt from the cap. Using the handling
group, lower the cap on the the hydraulic cylinders.
NOTE: The bearing cap does not have to be removed from the inside of the engine if you are
only changing one bearing at a time. Lower the main cap down on top of the Hydraulic
Tensioners.
27 Remove the lower main bearing from the cap by using a rubber mallet.
28 Install the 134-0932 Bearing Driver in the lubrication hole in the main bearing
journal of the crankshaft.
NOTE: The bearings have a locating tab. When the bearing is viewed from the flywheel,
NOTE: On a D3606 & D3612 Engine the number 4 main, and on a D3608 & D3616 Engine, the
number 5 main bearing journals do not have oil holes in the crankshaft. The 134-0932 Bearing
Driver Tool cannot be used to roll the upper main bearing half out. In order to remove these
bearings, protect the crankshaft and rap on the side of the bearing without the tab with a narrow
tool.
NOTE: It may be necessary to remove the load on the bearing by loosening the bearing caps
before it and after the one being removed. If this does not allow removal of the bearing, a plastic
wedge may be driven between the bearing and the bearing saddle.
29 Rotate the crankshaft clockwise until the bearing comes out and the tool
can be removed.
3 - 43 10/2005
3 - 44 10/2005
04 Maint-Serv_PartNumber.qxd 2/24/2006 2:04 PM Page 1
Common Parts
Index
Common Seals, Gaskets & O-Rings ............................................................................................4-2

Remanufactured Part Number......................................................................................................4-7
Spare Parts List for 3606 & 3608 Marine ....................................................................................4-9
4-1
10/2005
Common Filter Elements Part Numbers

Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179-1502
Oil Suction Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9Y3307
Centrifugal Oil Filter Paper Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7C8390*
Air Filter (primary) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105-9741
Silencer **
Fuel Filter
(All Distillate & Duplex Filters)(8 Reqd.) . . . . . . . . . . . . . . . . . . .1R0725
(4W5421 Primary Filter Gp) (2 Reqd.) . . . . . . . . . . . . . . . . . . . .4W2609
(Filter Kit includes (2) 4W2609 Filters) . . . . . . . . . . . . . . . . . . . .9Y6898
Soot Filter
(Primary Filter 22 in. ID) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4W7103
(Silencer 25 in. ID) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137-9974
(Engine Room Air Inlet) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125-7774
(Marine Only 27.8)
* If you double the paper liners (1 on top of the other), it makes cleaning
easier.
** The former 159-4507 Air Cleaner Group is canceled and replaced by the 246-
3237 Screen As. and the 246-3236 Silencer Shell must also be replaced. The
new air silencer is adaptable to all of the 3600 Engines that are listed in the
December 2003, Engine News Article, SEBD9328.
Former Part Former Part

159-4507 Air Cleaner Group 159-4507 Air Cleaner Group
116-5048 Felt Segment 116-5048 Felt Segment
159-7433 Silencer Screen 159-7433 Silencer Screen
159-7434 Silencer Shell 159-7434 Silencer Shell
Common Seals, Gaskets & O-Rings Part Numbers

NOTE: The following chart is only a reference. Call your local Caterpillar
Dealership for the current part required.
Name of Part Part Number # reqd.
A/C Core Seals (high performance 12 cyl.) front 130-1300 2

rear 135-9951 2
A/C Core Seals (high performance 16 cyl.) front 130-1300 2
rear 130-1300 2
A/C Core Seal (inline)
A/C Core Seal (standard core 12 cyl) front 2W-8320 1
rear 4W-7563 1
A/C Core Seal (standard core 16 cyl) front 2W-4054 1
rear 2W-4054 1
Air Plenum Cover Gasket (inline) 9Y-7083
Air Plenum Cover Gasket (vee) 121-3874
Bearings - Connect Standard 142-8615 & 246-7542 replaced by

Rod 227-2902 current
142-8615 non-current
101-4181 non-current
227-2902 effective with
3606 - 8RB077 - up
3608 - 6MC0619 - up
3612 - 9RC0319 - up
9FR0021 - up
2NZ0176 - up
3616 - 1PD0364 - up
1FN015 - up
.5 mm (.02) usid 7E2615
1.0 mm (.04) usid 7E2614
4-2
10/2005
Bearings – Main Standard 111-3378 replaced by 129-4054

129-4054 current
.25 mm (.01) usid 127-1916 current
.50 mm (.02) usid & 127-1921 current
1.00 mm (.04) osod
.50 mm (.02) usid 127-1917 replaced by 143-6219
143-6219 current
1.00 mm (.04) usid 127-1918 replaced by 143-6221
143-6221 current
1.00 mm (.04) osod 127-1919 replaced by 143-6222
143-6222 current
2.00 mm (.08) osod 127-1920 replaced by 143-6224
143-6224 current
Camshaft Cover O-ring 8T0098
Camshaft Follower Cover 9X7688
Combustion Seal (diesel fuel) 145-7230
Combustion Seal (residual fuel) See chart
Combustion Seal (wet liner) See chart
Crankcase Inspection Cover O-ring 6I4545
Crankshaft Seal & Wear Sleeve CW 9Y7624 replaced by 190-2462
190-2462 current
CCW 9Y7625 replaced by 190-2463
190-2463 current
Wear Sleeve 121-3352 replaced by 160-8173**
Connecting Rod Bolt 1W0098
Connecting Rod Bolt Re-use guide Do not reuse a Connecting Rod Bolt
if the dimension from the underside
of the bolt head to end of bolt is
more than 329.00 mm (12.953 in.)
Connecting Rod Bolt Nut 6V9801 replaced by 205-0604
205-0604 current
8RB0871 – up
6MC0667 – up
9RC0386 – up
1PD0395 – up
Connecting Rod Bolt Nut Re-use guide DO NOT REUSE
Connecting Rod Retainer 4W8344
Cylinder Head Stud Nuts 1W2361
Cylinder Head Stud 7E8400 replaced by 187-0450
187-0450 current
Cylinder Head Stud Reuse guide 20 Tensions
Cylinder Head Stud Thread Standard 2-12 1W0121
st
Repair Kit 1 os 2 1/8-12 121-2764
nd
2 os 2 1/4-12 122-0286
Cylinder Head Stud Nut 1W2361
Cylinder Head Stud Protectors 7W1342 replaced by 185-3545
185-3545 current
Cylinder Head Stud Washer 1W2362
Cylinder Liner distillate 111-1561 replaced by 116-1042
116-1042 replaced by 179-3167
179-3167 current
HFO 7E8268 replaced by 116-1042
116-1042 replaced by 179-3167
179-3167 current
Cylinder Liner Cuff Ring 115-0682 replaced by 141-4857
141-4857 current
Fuel Connector O-ring 8L2786
Fuel Line O-ring 033-6033
Main Bearing Stud 1W0121
Main Bearing Stud Nut 1W0123
Main Bearing Stud Washer 1W1022
MUI (injector) distillate 224-9050 or 1OR1252 (new)
3606, 3608, 3612, 3616 184-2527 or OR8575 (old)
HFO 224-9089 or 1OR1253 (new)
168-3554 or OR3650 (old)
MUI (injector) distillate 184-2528 or OR7470
3618
MUI (injector) O-rings (diesel) top 6V1179 2
bottom 061-9455 1
MUI (injector) O-ring (HFO) top 6V1179 2
middle 4W3182 1
bottom 061-9455 1
4-3
10/2005
4-4
10/2005
3600 Combustion Seal Gasket

Thickness
Cross-Sectional Shape
Per 25.0 (1.0) length
Gasket In Production
Minimum for Reuse

Gasket Part No.
Roundness
Parallelism
Note:
Flatness
4.00 ± 0.10 3.50 .03 ±.03 ±.3
1W0496 N 1
(.157 ± .004) (.154) (.001) (.001) (.012)
A
4.20 ± 0.10 4.15 .03 ±.03 ±.3

123-0247 N 2
(.165 ± .004) (.163) (.001) (.001) (.012)
A
4.20 ± 0.10 4.15 .03 ±.03 ±.3

145-7230 Y
(.165 ± .004) (.163) (.001) (.001) (.012)
B
4.20 ± 0.10 4.15 .03 ±.03 ±.3

142-2826 Y
(.165 ± .004) (.163) (.001) (.001) (.012)
C
4.20 ± 0.10 4.15 .03 ±.03 ±.3

173-2669 Y
(.165 ± .004) (.163) (.001) (.001) (.012)
A
4.20 ± 0.10 4.15 .03 ±.03 ±.3

126-5966 N 3
(.165 ± .004) (.163) (.001) (.001) (.012)
A
4.20 ± 0.10 4.15 .03 ±.03 ±.3

166-7083 Y
(.165 ± .004) (.163) (.001) (.001) (.012)
B
4.20 ± 0.10 4.15 .03 ±.03 ±.3

173-2670 Y
(.165 ± .004) (.163) (.001) (.001) (.012)
A
4.20 ± 0.10 4.15 .03 ±.03 ±.3

179-4382 Y
(.165 ± .004) (.163) (.001) (.001) (.012)
C
1. 1W0498 Gasket was CRB 123-0247 for diesel (distillate) fuel, and 126-5986 for HFO.
2. 123-0247 Gasket CRB 145-7230.
3. 145-7230 Gasket CRB 142-2826
4. 126-5986 Gasket CRB 156-7083.
- Cleaning: Before measurement, the gasket should be cleaned by using a Scotch-Bright pad.
- Surface Finish: The surface finish must be 1.6 micrometer (63 microinches), or smoother. No nicks
or gouges.
- Corrosion: Some corrosion on the sealing surface is allowed, but it is limited to 5.) mm (.20 in.) across the gasket.
- Older liners such as the 116-1042 have only a radius at the gasket seat inner edge. New and old Liners may be
used in same engine, however if both liners are being used in the same engine the 145-7230 combustion gasket
should be used.
- For 3606 - 3608 HarborTugs & Anchor Handling Marine Vessels 8RB825 & UP, 6MC8481 & Up use a
179-3108 Bimetallic Liner.
- Current 179-3167 and discontinued liners may be used in the same engine, but if so, either the 145-7230 or
65-7083 Gasket should be used on all liners.
- When installing 166-7083 or 145-7230 Gaskets on older liners, be sur the side of the gasket with the chamfer
stamped bottom next to the part number) is facing the liner.
4-5
10/2005
3600 Combustion Seal Gasket
Liners, by type, gasket can be used with
Fuel Type Used
non-cuffed,
non-cuffed,
cuffed, dry
cuffed, dry
wet flange
dry flange
flange, bi-
Gasket P/N
metallic
flange
0R9731*
1W7900* 7E4981*
diesel & 116-1042* 179-3168
1W0498 7E8268* 7E8298*
HFO 178-0462* 195-3507
111-1561 111-1656
179-3167
0R9731*
1W7900* 7E4981*
116-1042* 179-3168
123-0247 diesel 7E8268* 7E8298*
178-0462* 195-3507
111-1561 111-1656
179-3167
0R9731*
1W7900* 7E4981*
116-1042* 179-3168
145-7230 diesel 7E8268* 7E8298*
178-0462* 195-3507
111-1561 111-1656
179-3167
179-3168
142-2826 diesel 179-3167
195-3507
0R9731*
1W7900* 7E4981*
116-1042* 179-3168
173-2669 diesel 7E8268* 7E8298*
178-0462* 195-3507
111-1561 111-1656
179-3167
0R9731*
1W7900* 7E4981*
116-1042* 179-3168
126-5986 HFO 7E8268* 7E8298*
178-0462* 195-3507
111-1561 111-1656
179-3167
0R9731*
1W7900* 7E4981*
116-1042* 179-3168
166-7083 HFO 7E8268* 7E8298*
178-0462* 195-3507
111-1561 111-1656
179-3167
0R9731*
1W7900* 7E4981*
116-1042* 179-3168
173-2670 HFO 7E8268* 7E8298*
178-0462* 195-3507
111-1561 111-1656
179-3167
179-3168
179-4382 HFO 179-3167
195-3507
* Liner not in production. (Cancelled and replaced by)
Comments or Notes:
4-6
10/2005
Cylinder Head Part Numbers and Applications with Oil Mister Pumps
Cyclic Non- Crude Heavy Fast Fast Ferry
Cyclic Fuel Ferry 3618
Top Level Gp. 4P2335 1W0021 107-0275 123-1376 164-7886 138-7908
Cylinder Head Gp. 175-6341 188-7687 175-6336 206-7278 176-3600 180-5344
Cylinder Head As. 175-6339 188-7491 175-6334 176-3599 176-3599 180-5345
Cylinder Head 7E9001 7E9001 7E9001 7E9001 7E9001 138-7905
Reman 10R1835 0R7467 0R1045 0R7468 0R1042 0R0963
Intake Valve P/N 9Y6232 4P2854 9Y6232 9Y6232 4P3079 180-9044
Intake Valve Angle 30.25 20.25 30.25 30.25 30.25 20.25
Exhaust Valve P/N 9Y6232 9Y6232 9Y6232 201-8114 9Y6232 4P3079
Exhaust Valve Angle 30.25 30.25 30.25 29.87 30.25 30.25
Engine Application Cylinder Head & Mister Pump Application

Petroleum Industrial
Petroleum EPG
Marine
Marine Aux.
Industrial
Loco
EPG
3606 720 750 900 1000
Continuous O/M O/M
Prime Power O/M O/M O/M O/M
Standby
3608
Continuous
Prime Power O/M O/M
Standby
3612
Continuous O/M O/M
Prime Power O/M O/M O/M O/M
Standby
3616
Continuous
Prime Power O/M O/M
Standby
A non-cyclic cyclic power load in most applications will

be Industrial, continuous rating, ocean freighters
A cyclic power load in most application will be
locomotive, inland marine, dredge, fishing boat,
compactor, car crusher, saw mills, towboats.
Because inlet valves are 30.25 degree valve
O/M Angle & application, oil mister pumps are required.
Governors 108-6484 0R4105 EPG

108-6487 0R4106 Marine/Ind.
4-7
10/2005
Comments or Notes:
4-8
10/2005
Spare Parts List for 3606 & 3608 Marine

The following spare parts list should be used as a starting point. This list will vary depending on
the marine application, use, engine configuration and attachments ordered. It is important to
verify these parts against the ship consist of the engine.
Part Kits
Caterpillar Inc. offers serviceable part kits. These part kits are boxed to insure protection against
a marine environment for a minimum of two years without deterioration. The contents are
identified by an internal as well as externally attached packing list.
4-9
10/2005
4 - 10
12/2004
05 Maint-Serv_Torques_Specs.qxd 2/20/2006 9:57 AM Page 5-1
Torque and Specs

Index
Torques for Standard Fasteners ....................................................................................................5-2
Torques & Specifications ................................................................................................................5-3
Guidelines for Reuse of Studs & Bolts ..........................................................................................5-7
Wear Limits for Liners ....................................................................................................................5-7
Wear Limits for Pistons and Rings ................................................................................................5-8
Piston & Piston Rings Specifications..............................................................................................5-8
Crankshaft Deflection for 3600 Engines ........................................................................................5-9
Crankshaft End Play ......................................................................................................................5-9
ABB Turbocharger Wear Limits ......................................................................................................5-9
Alignment Tolerances (Two Bearing Generator Set)......................................................................5-10
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5-2
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5-3
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5-4
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5-5
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5-6
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5-7
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5-8
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5-9
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Adjustments
5-10
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06 Maint-Serv_Adjust.qxd 2/24/2006 2:32 PM Page 6-1
Adjustments
Index Page
Valve Lash Check ........................................................................................................................6-2

....Bridge Adjustment ..........................................................................................................6-5
....Fuel Injector Synchronization ........................................................................................6-6
....Adjusting The Governor Linkage On The 3161 Governor..............................................6-7
....Adjusting The Governor Actuator Linkage on the EGB..................................................6-9
....Fuel Setting Check........................................................................................................6-11
....Fuel Setting Adjustment................................................................................................6-12
....Timing Adjustments for Fuel System ............................................................................6-12
....Fuel Timing ..................................................................................................................6-13
....Crankshaft Position for Fuel Injector Timing & Valve Lash Adjustments......................6-15
....Camshaft Journal & Segment Installation ....................................................................6-17
6-1
10/2005
Adjustments:
Note: When using this section of the Maintenance & Technical Service Book it is only
to be used as a reference guide (no pictures) to complete the procedure. The
Testing and Adjusting Manual (pictures included) should be used for first time
users.
Valve Lash Check

A valve lash adjustment is NOT NECESSARY if the measurement of the valve lash is in the
acceptable range. The acceptable range is given in Table Below. Caterpillar Inc.
recommends adjustment of the valve lash after the following intervals:
The first 1000 hours of operation
2000 hours of operation
Every 2000 hours of operation
Use the procedure that follows to check the valve lash setting using the dial indicator:
1. Rotate the No. 1 piston to the Top Center position. Refer to Testing And Adjusting,
"Fuel System.” With the No. 1 piston at the Top Center position of the compression
stroke, check the valves.
2. Adjust the valve bridges. Refer to "Bridge Adjustment.”
3. Insert the 6V-3075 Dial Indicator from the timing group into the 4C-6593 Adjustment
Tool. Tighten the retaining screw finger tight.
NOTE: Make sure that the 6V3075 Dial Indicator is used with the short contact point.
4. Use the threaded hole that is nearest to the end of the rocker arm that will be
adjusted in order to install the adjustment tool on the rocker base. Position the dial
indicator stem over the flat area on the end of the rocker arm. Tighten the knob.
Rotate the dial indicator so that the dial indicator can be easily read. Make sure
that the adjustment tool is rigid and that the dial indicator stem moves freely.
5. Lift up firmly on the end of the rocker arm that has the adjusting screw and set the
dial indicator to zero.
6. Lift up firmly on the valve end of the rocker arm and read the dial indicator.
6-2
10/2005
7. Try to move the rocker arm while you are lifting up on the rocker arm. The dial
indicator reading will vary. Read the dial indicator when the rocker arm is positioned
in the groove of normal operation. Refer to Table 17 for the specifications regarding
valve lash. If the dial indicator reading is within specifications move to the next
valve.
8. If the dial indicator reading is not within specifications reset the valve lash. After the
adjustment is complete proceed to the next valve. Refer to "Valve Lash
Adjustment.”
9. After completing all of the valve lash checks and the valve lash adjustments for this
crankshaft position, remove the timing pin from the crankshaft. Rotate the
crankshaft 360 degrees to the next position. Install the timing pin in the crankshaft.
Repeat Steps 2 through 8.
10. Remove the timing pin from the crankshaft when all valve lash adjustments have
been completed.
The following procedure, using a Feeler Gauge is an alternate method that can be used for
checking the valve lash clearance:
stroke, adjust the valves.
Note: Prior to making any adjustments, tap each rocker arm at the top of the
adjustment screw with a soft hammer. Tapping the rocker arm ensures that the
lifter roller is seated against the base circle of the camshaft.
2. Loosen the locknut for the rocker arm adjustment screw. If there is not enough
clearance for the feeler gauge between the rocker arm and the bridge contact
surface, turn the adjustment screw counterclockwise in order to increase the valve
lash.
3. Put a feeler gauge of the correct dimension between the rocker arm and bridge
contact surface. Turn the adjustment screw clockwise until the valve lash is set to
the correct specification.
NOTICE: Special care must be given when sliding the feeler gauge back and forth for
proper fit. The special swivel foot on the end of the rocker arm can make the adjustment
feel tight thus causing the final adjustment to be loose.
4. After each adjustment, tighten the locknut for the adjustment screw to a torque of
200 ± 25 N·m (150 ± 18 lb ft) and check the adjustment again.
crankshaft 360 degrees to the next position. Install the timing pin in the
crankshaft. Repeat Steps 2 through 4.
been completed.
Comments or Notes:
6-3
10/2005
Valve Lash Adjustment

NOTICE
The procedures for engine valve lash should be performed according to the information in
the Service Manual.
Operation of Caterpillar engines with improper valve adjustments will reduce engine
efficiency. This reduced efficiency could result in excessive fuel usage and/or shortened
engine component life.
Note: The first interval that is recommended for the valve lash setting for a new
engine or a rebuilt engine is 1000 hours.
Use the procedure that follows for the adjustment of the valve lash setting using a dial
indicator:
2. Adjust the valve bridges. Refer to "Bridge Adjustment.”
3. Insert the 6V-3075 Dial Indicator from the timing group into the 4C-6593
Adjustment Tool. Tighten the retaining screw finger tight.
Note: Make sure that the 6V3075 Dial Indicator is used with the short contact point.
4. Use the threaded hole that is nearest to the end of the rocker arm that will be
adjusted in order to install the adjustment tool on the rocker base. Position the dial
indicator stem over the flat area on the end of the rocker arm. Tighten the knob.
Rotate the dial indicator so that the dial indicator can be easily read. Make sure
that the adjustment tool is rigid and that the dial indicator stem moves freely.
5. Loosen the locknut on the rocker arm adjustment screw and turn the rocker arm
adjustment screw clockwise until there is no valve lash. Loosen slightly. The valve
lash should be zero. The valves should not be open any amount.
6. Set the dial indicator to zero.
7. Lift up firmly on the valve end of the rocker arm and turn the rocker arm adjustment
screw until the dial indicator shows 0.60 mm (.024 inch) for the inlet valves, and
1.00 mm (.039 inch) for the exhaust valves.
8. Try to move the rocker arm while you are lifting up on the rocker arm. The dial
indicator reading will vary. Read the dial indicator when the rocker arm is
positioned in the groove of normal operation.
9. Tighten the locknut on the adjusting screw to a torque of 200 ± 25 N·m (150 ± 18 lb
ft).
10. Recheck the valve lash setting to ensure that the valve lash is correct. Reset, as
required.
crankshaft 360 degrees to the next position. Install the timing pin in the crankshaft.
Repeat Steps 2 through 10.
6-4
10/2005
12. Remove the timing pin from the crankshaft when all valve lash adjustments have been
completed.
The following procedure using a Feeler Gauge is an alternate method that can be used for
the adjustment of the valve lash:
Note: Prior to making any adjustments, tap each rocker arm at the top of the
adjustment screw with a soft hammer. Tapping the rocker arm ensures that the
lifter roller is seated against the base circle of the camshaft.
2. Loosen the locknut for the rocker arm adjustment screw. If there is not enough
clearance for the feeler gauge between the rocker arm and the bridge contact
surface, turn the adjustment screw counterclockwise in order to increase the valve
lash.
3. Put a feeler gauge of the correct dimension between the rocker arm and bridge
contact surface. Turn the adjustment screw clockwise until the valve lash is set to
the correct specification.
NOTICE
Special care must be given when sliding the feeler gauge back and forth for proper fit. The
special swivel foot on the end of the rocker arm can make the adjustment feel tight thus
causing the final adjustment to be loose.
4. After each adjustment, tighten the locknut for the adjustment screw to a torque of
200 ± 25 N·m (150 ± 18 lb ft) and check the adjustment again.
crankshaft 360 degrees to the next position. Install the timing pin in the
crankshaft. Repeat Steps 2 through 4.
been completed.
Bridge Adjustment
When the cylinder head is disassembled, keep the bridges and the respective valves
together. To make an adjustment to the bridges, use the procedure that follows:
Note: The bridges can be adjusted without removal of the rocker arms and shafts.
Valves must be fully closed when the adjustment is made. Refer to Testing And
Adjusting, "Fuel System.”
1. Lubricate bridge dowel in the cylinder head and the bore in bridge with 8T-2998
Lubricant.
2. Install bridge. The adjustment screw should be positioned toward the exhaust
manifold.
3. Loosen locknut and adjustment screw for several turns.
4. Put a force of 50 ± 10 N (11 ± 2 lb) by hand straight down on top contact surface of
bridge.
5. Turn adjustment screw clockwise, until the adjustment screw makes contact with
the valve stem. Turn the adjustment screw clockwise for another 45 degrees in
order to make bridge straight on the bridge dowel. Also, this additional rotation
compensates for the clearance in the threads of the adjustment screw.
6. Hold adjustment screw in this position and tighten locknut to a torque of 100 ± 15
N·m (75 ± 11 lb ft).
7. If the bridges were removed, put clean engine oil on top contact surface at the
contact point between the rocker arm and bridge.
6-5
10/2005
Tools Needed Qty

4C6595 Timing and Fuel Setting Tool 1
6V9057 Rack Synchronizing Gauge 1
1. Loosen the locknuts on the governor rod assembly. Adjust the rod to the minimum
length.
2. Remove the plugs from control housing.
3. Remove the synchronizing pin from the storage location.
4. Install synchronizing pin without the washer.
5. Turn the actuator terminal shaft to the "FUEL ON" position until the flat face of the
fuel stop lever contacts synchronizing pin. This is the synchronizing position or zero
reference point. Hold the control linkage in this position when the injectors are
adjusted.
6. Remove the valve covers.
7. Use a screwdriver in order to pull up on each fuel control rod. This will ensure that
the rods and the fuel injector racks are free.
8. Put 6V9057 Rack Synchronizing Gauge in position on one of the injectors. This
gauge sits on the round part of the injector rack bar between the trim screw and the
end of the rack bar. The gauge block should make complete contact with the trim
screw and the surface of the rack bar. The trim screw is provided on the injectors in
order to adjust the rack's zero point. This should be done AT THE FACTORY ONLY.
If a unit injector is found to have a loose trim screw, the unit injector must be
replaced with a calibrated unit injector. If a trim screw has been moved, the unit
injector must be replaced with a calibrated unit injector. The fuel injector cannot be
synchronized if the trim screw has been moved.
Note: If the correct adjustment cannot be obtained by adjusting fuel control rod,
loosen the locknuts on rod assembly, and adjust the rod assembly until the
correct adjustment can be obtained.
9. While the fuel stop lever is against the synchronizing pin, and the 6V-9057 Rack
Synchronizing Gauge is in the position use a screwdriver and make an adjustment
of control rod. Turn the screw on control rod slowly. This should be done until the
rack synchronizing gauge just fits between the fuel injector body (Trim Screw) and
the shoulder at the end of the rack. Remove the screwdriver from control rod. This
will ensure that no pressure is on the linkage while the setting is checked with rack
synchronizing gauge. Any pressure on the linkage by the screwdriver will not give a
correct indication when the setting is checked with rack synchronizing gauge. Move
the linkage in order to ensure that the linkage is free and move the linkage in order
to ensure that the linkage is giving the correct setting. Check the setting again.
10. Repeat Steps 8 and 9 for the remaining racks.
11. Install the 6V3075 Dial Indicator. When the 5P7263 Contact Point seats against fuel
stop lever, slide the dial indicator inward or slide the dial indicator outward until the
dial indicator reads 0.00 mm (0.000 inch). Tighten the 5P4814 Collet Clamp
enough to hold the indicator in the position.
12. Remove the synchronizing pin and return the synchronizing pin to the storage
location.
Note: If a governor actuator linkage is used, see the subject "Adjusting The Governor
Actuator Linkage.”
Comments or Notes:
6-6
10/2005
Adjusting The Governor Linkage On The 3161 Governor

Tools Needed Qty
1U9361 Governor Torque Arm Tool 1
4C6594 Timing & Fuel Setting Tool 1
6V3075 Dial Indicator 1
5P4814 Collet Clamp 1
5P7263 Indicator Contact Point 1
8T1000 Electronic Position Indicator 1
Note: The 8T1000 Electronic Position Indicator maybe used in place of the 6V-3075
Dial Indicator
Note: Before the governor linkage adjustment is made, the fuel injectors must be
correctly synchronized. See the subject "Fuel Injector Synchronization.”
1. Remove the two plugs and sealing washers from the governor control housing.
2. Remove synchronizing pin from the storage location in the governor control
housing. Remove the spacer from the synchronizing pin and install the
synchronizing pin in the governor control housing where the horizontal plug was
removed. Tighten the synchronizing pin to 10 ± 2 N·m (7 ± 1 lb ft).
3. Rotate the actuator shaft in the "FUEL ON" direction until the fuel stop lever is
against the synchronizing pin. Hold the actuator shaft in position by installing a
1U8795 Governor Torque Arm Tool on the opposite end of the governor terminal
shaft. The rod assembly connects to the same end.
4. Either an 4C6594 Timing and Fuel Setting Tool or a 8T1000 Electronic Position
Indicator are acceptable to use. One of these tools will be installed in the vertical
threaded hole of the governor control housing.
a. For the 4C6594 Timing and Fuel Setting Tool, install the 5P4814 Collet
Clamp in the vertical threaded hole. Slide the 6V3075 Dial Indicator with
the 5P7263 Indicator Contact Point into the 5P4814 Collet Clamp. When
the contact point seats against the fuel stop lever, slide the indicator inward
or slide the indicator outward until the indicator dial reads +5.00 mm
(+0.197 inch). Tighten the collet in order to hold the indicator in position.
The indicator is now ready to be used.
b. For the 8T-1000 Electronic Position Indicator, install the 5P4814 Collet
Clamp in the vertical threaded hole. Slide the 8T-1002 Probe with the
5P7263 Indicator Contact Point into the 5P-4814 Collet Clamp until the
8T1002 Probe sleeve bottoms in the 5P4814 Collet Clamp. Tighten the
collet enough to hold the probe in position. Attach the probe to the 8T-1001
Electronic Indicator. Turn the indicator "ON" and set the indicator to
measure millimeters. With the indicator "ON", touch the negative "-" button.
Then touch the zero button. The indicator is now ready to be used.
5. Rotate governor terminal shaft toward minimum fuel until governor rig pin can be
depressed. Put a 5/32 inch hex wrench in governor rig pin. Push the rig pin inward
and turn the rig pin counterclockwise until the roll pin locks squarely behind the
bracket.
Note: Governor rig pin is used while the governor control rod assembly is adjusted in
order to stop the governor terminal shaft at a fixed position. This is done in
order to synchronize the governor travel with the engine fuel control linkage
travel. Engage the pin only when the engine is off.
6. Loosen synchronizing pin, five to six turns (out).

7. Gently rotate governor terminal shaft toward maximum fuel until contact is made
with the governor rig pin. Hold shaft in place. The dead weight that is used during
unit injector synchronization may also be used in order to hold the governor
terminal shaft against the governor rig pin.
6-7
10/2005
8. Adjust rod assembly. Use the appropriate procedure that follows.

a. If the 4C6594 Timing and Fuel Setting Tool is being used, adjust the
rod assembly until the 6V3075 Dial Indicator displays a reading of
+5.00 mm (+0.197 inch). Secure the rod assembly in place with the
locknuts. Ensure that each rod end on the rod assembly has the same
amount of thread engagement.
b. If the 8T1000 Electronic Position Indicator is being used, adjust the
rod assembly until the 8T1001 Electronic Indicator displays a reading
of 0.00 mm (0.000 inch). Secure the rod assembly in place with the
locknuts. Ensure that each rod end on the rod assembly has the same
amount of thread engagement.
9. Rotate governor terminal shaft toward minimum fuel. Put a 5/32 inch hex wrench
in governor rig pin. Push the rig pin inward and turn the rig pin clockwise
until the roll pin unlocks from the bracket. This puts the pin back into the
pin's normal running position. The governor is now synchronized to the
engine.
a. When the 6V3075 Dial Indicator is used, the reading should be
between -4.50 mm (-0.177 inch) and -7.00 mm (-0.276 inch). If the
reading is more positive than -4.50 mm (-0.177 inch), the linkage
adjustment procedure must be repeated. [-3.75 mm (-0.148 inch) is an
example of a reading that is more positive than -4.50 mm (-0.177
inch)].
b. When the 8T1001 Electronic Indicator is used, the correct reading is
between -9.50 mm (-.374 inch) and -12.00 mm (-0.4724 inch). If the
reading is more positive than -9.50 mm (-0.374 inch), the linkage
adjustment procedure must be repeated. [(-8.75 mm (-0.344 inch)is an
example of a number that is more positive than -9.50 mm (-0.374
inch)].
WARNING!
Personal injury or death can result from flying objects generated by engine
overspeed. The engine could overspeed as a result of improper linkage
assembly, adjustment, or governor deadband. Be prepared to stop the engine
by activating the engine air shut-off or closing the air off to the air inlets.
10. The definition of governor deadband is the total amount of travel between the point
of actual fuel shutoff and the actual "FUEL OFF" position. When the 6V-3075 Dial
Indicator is used and when the reading of the maximum governor "FUEL OFF" is
more positive than -4.50 mm (-0.177 inch), the governor deadband can be
eliminated. (-3.75 mm (-0.148 inch) is an example of a reading that is more positive
than -4.50 mm (-0.177 inch)). When the 8T-1001 Electronic Indicator is used and
when the reading of the maximum governor "FUEL OFF" is more positive than -
9.50 mm (-0.374 inch), the governor deadband can be eliminated. (-8.75 mm (-
0.344 inch) is an example of a reading that is more positive than -9.50 mm (-0.374
inch)). This can cause engine overspeed.
11. Tighten synchronizing pin to a torque of 10 ± 2 N·m (7 ± 1 lb ft).
12. Gently rotate the governor terminal shaft toward the maximum fuel position until the
fuel stop lever makes contact with synchronizing pin.
13. When the 6V-3075 Dial Indicator is used, ensure that the dial indicator still reads
+5.00 mm (+0.197 inch). When the 8T-1001 Electronic Indicator is used, ensure
that the electronic indicator gives a reading of 0.00 mm (0.000 inch). If indicated
reading is not correct, repeat Steps 3 through 9. If the indicated reading is correct,
continue with the procedure. If the 6V-3075 Dial Indicator is used, adjust the dial
indicator in order to read 0.00 mm (0.000 inch). This must be done before
continuing the procedure.
14. Check the fuel setting. See the subject "Fuel Setting Check.”
15. Remove the 1U-8795 Governor Torque Arm Tool from the governor terminal shaft.
16. Remove synchronizing pin and install the sealing washer and plug. Install the
spacer and synchronizing pin in the storage location.
17. Remove all tooling from the governor control housing. Install the sealing washer
and plug.
6-8
10/2005
18. Before starting the engine, put a mark on the governor position indicator at the
point of minimum governor travel. This is the engine's stopped position.
WARNING
The engine may overspeed due to incorrect assembly or adjustment.
Engine overspeed could result in personal injury, loss of life and/or property damage.
Be prepared to stop the engine by activating the engine shutdown system or closing the air
inlet lines.
Note: It may be necessary to back off the fuel ratio control setting in order to start the
engine after this adjustment. This is done by first removing the plug from the
right front corner of the governor's top cover. The governor is viewed from the
end of the governor output shaft. Put a 3/16 hex wrench through the hole in the
top cover until the wrench engages the adjustment screw. Turn the screw in
the counterclockwise direction until the engine is able to start. This will take
several turns.
19. Start the engine and operate the engine at low idle. Put a mark on the governor
position indicator. This is the engine running position.
20. The engine running position of the governor must be six or more degrees above
the engine's stopped position.
21. Operate the engine at high idle with no load in order to ensure that the governor
can control the engine.
22. The fuel ratio control setting must be readjusted even if an adjustment was required
in order to start the engine.
Adjusting The Governor Actuator Linkage on the EGB

Tools Needed Qty
Note: Use the Testing and Adjusting section of the Service Manual for the proper
linkage angles and procedures for adjusting the EGB governor.
The governor actuator linkage must be adjusted in order to synchronize the

actuator travel with the fuel control linkage position.
Note: Before the adjustment of the actuator linkage is made, the fuel injectors must
be correctly synchronized. Refer to Testing And Adjusting, "Fuel Injector
Synchronization".
1. Remove the two plugs and sealing washers from the governor control housing.
2. Remove synchronizing pin from the storage location in the governor control
housing. Remove the spacer from the synchronizing pin and install the
synchronizing pin in the governor control housing where the horizontal plug was
removed. Tighten the synchronizing pin to 10 ± 2 N·m (7 ± 1 lb ft).
3. Rotate shaft in the "Fuel On" direction until the flat surface of the fuel stop lever
contacts synchronizing pin. Hold the shaft in position. Dead weights are
recommended.
4. Either a 4C6594 Timing and Fuel Setting Tool or an 8T-1000 Electronic Position
Indicator is acceptable to use. One of these tools will be installed in the threaded
hole of the fuel control housing.
6-9
10/2005
a. For the 4C6594 Timing and Fuel Setting Tool, install the 5P4814 Collet Clamp
in the vertical threaded hole. Slide the 6V3075 Dial Indicator with the 5P7263
Indicator Contact Point into the 5P4814 Collet Clamp. When the contact point
seats against the fuel stop lever, slide the indicator inward or slide the indicator
outward until the indicator dial reads +5.00 mm (+0.197 inch). Tighten the collet
in order to hold the indicator in position. The indicator is now ready to be used.
b. For the 8T1000 Electronic Position Indicator, install the 5P4814 Collet Clamp in
the vertical threaded hole. Slide the 8T1002 Probe with the 5P7263 Indicator
Contact Point into the 5P4814 Collet Clamp until the 8T1002 Probe sleeve
bottoms in the 5P4814 Collet Clamp. Tighten the collet enough to hold the
probe in position. Attach the probe to the 8T1001 Electronic Indicator. Turn the
indicator "ON" and set the indicator to measure millimeters. With the indicator
"ON", touch the negative "-" button. Then touch the zero button. The indicator is
now ready to be used.
5. Remove synchronizing pin from the governor control housing.
6. Remove governor control rod assembly from between the governor and actuator
housing.
7. Rotate governor terminal shaft to the minimum fuel position. Then hold the
governor terminal shaft in place.
8. Install lever on shaft so the centerline of the lever is 40.7 degrees from the vertical
centerline.
9. Adjust rod assembly between the control housing lever and the actuator lever. Use
the appropriate procedure that follows.
a. If the 4C6594 Timing and Fuel Setting Tool is being used, adjust the rod
assembly until the 6V3075 Dial Indicator displays a reading of -4.50 mm (-
0.177 inch). Secure the rod assembly in place with the locknuts. Ensure that
each rod end on the rod assembly has the same amount of thread
engagement.
b. If the 8T1000 Electronic Position Indicator is being used, adjust the rod
assembly until the 8T1001 Electronic Indicator displays a reading of -9.50 mm
(-0.374 inch). Secure the rod assembly in place with the locknuts. Ensure that
each rod end on the rod assembly has the same amount of thread
engagement.
WARNING
Engine overspeed could result in personal injury, loss of life and/or property
damage.
Be prepared to stop the engine by activating the engine shutdown system or
closing the air inlet lines.
The definition of governor deadband is the total amount of travel between the point of actual fuel
shutoff and the actual "FUEL OFF" position. When the 6V-3075 Dial Indicator is used and when
the reading of the maximum actuator "FUEL OFF" is more positive than - 4.50 mm (-0.177 inch),
the governor deadband can be eliminated. -3.75 mm (-0.148 inch) is an example of a reading that
is more positive than -4.50 mm (-0.177 inch). When the 8T-1001 Electronic Indicator is used and
when the reading of the maximum actuator "FUEL OFF" is more positive than -9.50 mm (-0.374
inch), the governor deadband can be eliminated. -8.75 mm (-0.344 inch) is an example of a
reading that is more positive than -9.50 mm (-0.374 inch). This can cause an engine overspeed.
10. Re-install the synchronizing pin without the spacer. When the 6V3075 Dial Indicator
is used, ensure that the indicator still reads +5.00 mm (+0.197 inch). When the
8T1001 Electronic Indicator is used, ensure that the indicator still reads a value of
0.00 mm (0.000 inch). If the indicated reading is not correct, repeat Step 3 through
Step 9. If the indicated reading is correct, continue with the procedure. If the
6V3075 Dial Indicator is used, adjust the dial indicator in order to read 0.00 mm
(0.000 inch). This must be done before continuing the procedure.
11. Check the fuel setting. See the subject Fuel Setting Check.
12. Remove the dead weight from the actuator terminal shaft.
6-10
10/2005
13. Remove synchronizing pin from the synchronizing location and install the sealing
washer and plug. Install the sealing washer, spacer and synchronizing pin in the
storage location.
14. Remove all tooling from the governor control housing. Install the sealing washer and
plug.
15. Before starting the engine, put a mark on the governor actuator's position indicator at
the point of minimum governor travel. This is the engine's stopped position.
WARNING

Engine overspeed could result in personal injury, loss of life and/or property damage.
Be prepared to stop the engine by activating the engine shutdown system or closing
the air inlet lines.
16. Start the engine and operate the engine at low idle. Put a mark on the governor
actuator's position indicator. This is the engine running position.
17. The engine running position of the governor actuator must be six degrees or more
above the engine's stopped position.
18 Operate the engine at high idle without a load in order to ensure that the governor
actuator can control the engine.
Tools Needed Qty
4C8753 Collet Clamp 1
Fuel Setting Check

Fuel setting is the adjustment of the fuel setting screw to a specified position. The fuel
setting screw limits the power output of the engine by setting the maximum travel of all the
fuel injector racks.
Before the fuel setting is checked, the fuel injectors must be correctly synchronized. See
the subject "Fuel Injector Synchronization."
1. Remove the plugs from the actuator housing assembly.

2. Remove synchronizing pin and install the pin in the threaded hole without the washer.
Tighten the synchronizing pin.
3. Move the actuator terminal shaft lever in the "FUEL ON" direction until the flat face of
fuel stop lever contacts synchronizing pin.
4. Put 6V3075 Dial Indicator with 5P7263 Contact Point in 5P4814 Collet clamp.
5. Install the dial indicator and the collet in the threaded hole. When the contact point
seats against fuel stop lever, slide the dial indicator inward or slide the dial indicator
outward until the dial indicator gives a reading of 0.00 mm (0.000 inch). Tighten the
collet enough in order to hold the dial indicator in position.
6. Remove synchronizing pin. Slowly move the actuator terminal shaft in the "FUEL ON"
direction until the flat face of fuel stop lever is against the end of the fuel setting
screw. When the linkage is held in this position, the dial indicator reading will be the
present fuel setting.
Note: See the information plate on the engine for the correct full load static fuel
setting.
7. If the fuel setting is correct, remove the dial indicator. Return the synchronizing pin
and the washer to the original locations.
8. Re-install the plugs.
9. If the fuel setting needs adjustment, go on to "Fuel Setting Adjustment."
6-11
10/2005
Fuel Setting Adjustment

NOTICE:
A mechanic with governor and fuel setting training is the ONLY one to make
adjustments to the engine fuel setting.
Note: Before the fuel setting adjustment is made, check the fuel setting. Refer to
"Fuel Setting Check.”
1. Cut the seal wire and remove fuel setting cover and the gasket. Loosen the
locknut. While the fuel stop lever is held against the end of fuel setting screw turn
the fuel setting screw inward or turn the fuel setting screw outward until the correct
reading is shown on the dial indicator. By moving the screw inward, decreases the
desired setting and by turning the screw outward, increases in desired setting.
2. Tighten the locknut on fuel setting screw. Be sure that the fuel setting screw does not
turn when the locknut is tightened.
3. Release the fuel control linkage. Again, move the linkage all the way in the "FUEL
ON" direction. Check the dial indicator reading again in order to ensure that the
desired fuel setting is still correct.
4. Remove the dial indicator and synchronizing pin.
5. Put fuel setting cover and the gasket in position over the fuel setting screw. Install
the bolt and synchronizing pin in the cover. Install a new seal wire.
Timing Adjustments for Fuel System

If the engine operation is erratic or the operation is unsatisfactory, check the timing of the
engine. Be sure that the engine fuel supply is not the problem. Several adjustments are
necessary in order to ensure that the fuel is correctly delivered in accordance with the
following parameters: amount, sequence and time.
The following adjustments and procedures can be used to determine that the fuel system
is operating correctly. Follow the procedures carefully as each procedure depends on the
other procedure for good operation of the engine.
1. The camshafts must be in time with the crankshaft.

2. Fuel injectors should be adjusted to the same timing dimension in order to prevent
the engine timing from advancing or retarding. The timing dimension is the distance
from the top of the spring retainer of the fuel injector to the top of the base of the
fuel injector body. If the timing dimension is longer than the setting of the gauge
block, the plunger of the fuel injector must be pushed in farther before the plunger
reaches the bypass opening. This point marks the start of fuel injection. This action
will retard the timing. If the timing dimension is shorter than the gauge block
setting, the plunger must be pushed in a shorter distance before the bypass closes.
The fuel injection will start sooner in the cycle so that the timing will be advanced.
3. The fuel control linkage must be set to a reference position. This reference position
is the starting point for other adjustments. The fuel system linkage is in the
reference position when the synchronizing pin is installed. The fuel system linkage
is also advanced so that the flat surface on the rack stop is against the pin.
4. The fuel injector racks must be set so that each fuel injector sends the same
amount of fuel to each combustion chamber.
5. The fuel control rod for the governor and the governor linkage should be set to a
reference position.
6. The fuel setting should be checked and adjusted, if necessary.
6-12
10/2005
Fuel Timing
Tools Needed Qty
NOTICE:
The camshaft must be correctly timed with the crankshaft before an adjustment
of fuel timing is made. The timing pin must be removed from the camshaft
before the crankshaft is turned or damage to the cylinder block will be the
result.
1. Refer to the Tables in the Crankshaft Positions For Fuel Timing And Valve Lash
Adjustment Section. Ensure that the engine is in time. With the two crankshaft
positions that are given, all of the fuel injectors can be checked or adjusted. This
will ensure that the pushrod lifters are off the lobes and on the base circles of the
camshaft.
Note: Refer to the information plate on the engine for the fuel injector's correct fuel
timing dimension.
2. Before a check or an adjustment of the fuel timing can be made, the tooling must
be set to the correct dimension. Use the following procedure in order to set the
tooling to the correct dimension:
a. Install 8S3675 Indicator Contact Point on the 6V3075 Dial Indicator.
b. Install 6V3075 Dial Indicator in the collet of 6V9058 Fixture Assembly.
c. Install 6V3075 Dial Indicator with 6V9058 Fixture Assembly onto 6V9056
Setting Gauge. Ensure that the magnetic base of the timing fixture is on the
top surface and that the contact point is on the bottom step.
Note: The 6V3075 Dial Indicator has two or three dials that register. The larger dial
has marks for every 0.01mm (0.0004 inch). The red numbers on the dial are for
minus readings. The black numbers on the dial are for plus readings. The
smaller dial has marks for 1.00 mm (0.040 inch) (one complete revolution of the
large dial).
d. Find the correct Fuel Timing Dimension on Table below and

determine the setting dimension. Note whether the dimension is a
plus "+" number or a minus "-" number.
Note: If the setting dimension from the chart is "0" or a plus "+" number, move the
dial indicator into the collet until both dials register "0.” Place the "0" on the
large dial in the twelve o'clock position in order to easily read the dial when the
dial is on the engine. If the setting dimension is "0" tighten the collet. If the
setting dimension is not "0", move the dial indicator farther into the collet until
the large dial indicates the correct plus "+" setting. Then, tighten the collet.
Note: If the setting dimension is a minus "-" number, move the dial indicator in the
collet until both dials register "0.” Place the "0" on the large dial in the twelve
o'clock position in order to easily read the dial when the dial is on the engine.
Now, move the dial indicator out of the collet until the large dial indicates the
correct minus "-" setting. Then, tighten the collet.
3. Ensure that the top surface of fuel injector's retainer and shoulder are clean and
dry.
4. Put 6V3075 Dial Indicator that is installed in 6V9058 Fixture Assembly into position
on the fuel injector. Make sure that the magnetic base of the timing fixture is on the
top surface of the fuel injector's retainer and that the contact point is on the top
surface of shoulder. Note: The pointer on both dials on the dial indicator must
indicate 0.00 ± 0.20 mm (0.000 ± 0.008 inch).
6-13
10/2005
5. If the dial indicator pointers are within the range of 0.00 ± 0.20 mm (0.000 ± 0.008
inch), no adjustment is necessary. Proceed to Step 11.
6. If the dial indicator pointers are not within the range of 0.00 ± 0.20 mm (0.000 ±
0.008 inch), complete Steps 7 through 10.
7. Loosen the rocker arm adjustment screw locknut on the fuel injector that requires
adjustment.
8. Put 6V3075 Dial Indicator that is installed in 6V9058 Fixture Assembly into position
on the fuel injector. Make sure that the magnetic base of the timing fixture is on the
top surface of the fuel injector's retainer and that the contact point is on the top
surface of shoulder.
9. Turn rocker arm adjustment screw until the dial indicator indicates "0.”
10. Tighten rocker arm adjustment screw locknut to a torque of 200 ± 25 N·m (150 ± 18
lb ft), and check the adjustment again. If necessary, do this procedure until the
adjustment is correct.
11. Remove the timing pin from the crankshaft when the fuel timing check is
completed.
6-14
10/2005
Crankshaft Position for Fuel Injector TIming & Valve Lash Adjustments
Check & Adjust with Piston on the following stoke. (1)

Firing Order 1–5–3–6–2–4
Inlet Valves 1–2–4 3–5–6
Exhaust Valves 1–3–5 2–4–6
Fuel Injectors 3–5–6 1–2–4
Firing Order 6–3–5–1–4–2
Inlet Valves 1–3–5 2–4–6
Exhaust Valves 1–2–4 3–5–6
Fuel Injectors 2–4–6 1–3–5

Firing Order 1–6–2–5–8–3–7–4
Inlet Valves 1–7–4–6 3–5–2–8
Exhaust Valves 1–2–4–6 3–5–7–8
Fuel Injectors 3–5–2–8 1–7–4–6
Firing Order 1–4–7–3–8–5–2–6
Inlet Valves 1–2–4–6 3–5–7–8
Exhaust Valves 1–7–4–6 3–5–2–8
Fuel Injectors 3–5–7–8 1–2–4–6

Firing Order 1 – 12 – 9 – 4 – 5 – 8 – 11 – 2 – 3 – 10 – 7 – 6
Inlet Valves 1–3–7 5 – 9 – 11
6 – 10 – 12 2–4–8
Exhaust Valves 1–5–9 3 – 7 – 11
4 – 6 – 12 2 – 8 – 10
Fuel Injectors 5 – 9 – 11 1–3–7
2–4–8 6 – 10 – 12
Firing Order 1 – 6 – 7 – 10 – 3 – 2 – 11 – 8 – 5 – 4 – 9 – 12
Inlet Valves 1–5–9 3 – 7 – 11
4 – 6 – 12 2 – 8 – 10
6 – 10 – 12 2–4–8
2 – 8 – 10 4 – 6 – 12
6-15
10/2005

Firing Order 1 – 12 – 9 – 4 – 5 – 8 – 11 – 2 – 3 – 10 – 7 – 6
Inlet Valves 1–3–7 5 – 9 – 11
6 – 10 – 12 2–4–8
4 – 6 – 12 2 – 8 – 10
2–4–8 6 – 10 – 12
Firing Order 1 – 6 – 7 – 10 – 3 – 2 – 11 – 8 – 5 – 4 – 9 – 12
Inlet Valves 1–5–9 3 – 7 – 11
4 – 6 – 12 2 – 8 – 10
6 – 10 – 12 2–4–8
2 – 8 – 10 4 – 6 – 12

Firing Order 1 – 2 – 5 – 6 – 3 – 4 – 9 – 10 – 15 – 16 – 11 – 12 – 13 – 14 – 7 – 8
Inlet Valves 1 – 5 – 7 – 13 3 – 9 – 11 – 15
2 – 8 – 12 – 14 4 – 6 – 10 – 16
Exhaust Valves 1–3–5–7 9 – 11 – 13 – 15
2–4–6-8 10 – 12 – 14 – 16
Fuel Injectors 3 – 9 – 11 – 15 1 – 5 – 7 – 13
4 – 6 – 10 – 16 2 – 8 – 12 – 14
Firing Order 1 – 8 – 7 – 14 – 13 – 12 – 11 – 16 – 15 – 10 – 9 – 4 – 3 – 6 – 5 – 2
Inlet Valves 1–3–5–7 9 – 11 – 13 – 15
2–4–6–8 10 – 12 – 14 – 16
Exhaust Valves 1 – 5 – 7 – 13 3 – 9 – 11 – 15
2 – 8 – 12 – 14 4 – 6 – 10 – 16
Fuel Injectors 9 – 11 – 13 – 15 1–3–5–7
10 – 12 – 14 – 16 2–4–6–8
(1) SAE Standard Rotation Engines turn in the COUNTERCLOCKWISE (CCW) direction when the
(2) Put the No. 1 piston at the top dead center position (TDC) and identify the correct stroke. After
the top center position for a particular stoke stroke is found and the adjustments are made for the
correct cylinders, remove the timing pin. Turn the flywheel for 360 degrees in the direction of
normal engine rotation. This will put the No. 1 piston at the top center position on the other stroke.
Install the timing pin in the crankshaft and complete the adjustments for the cylinders that remain.
(3) SAE Opposite Rotation Engines turn in the CLOCKWISE (CW) direction when the engines are
6-16
10/2005
Camshaft Journal & Segment Installation

Use the following chart to install camshaft
Journal & Segments
1. Choose engine configuration

2. Choose engine direction of rotation
3. Choose Journal “annular groove” direction
4. Choose Segment “annular groove” direction
5. Install journal per alpha character starting at rear of engine to front
Note: Standard Engine Rotation is CCW. ON Vee engines (3612/3616/3618) the alpha
character is the same on both sides of the engine.
Comments or Notes:
1 2 3 4 5
Configuration Rotation Journal Segment Rear Front
3606 CCW Rear Front B•B•A•C•C•A
3606 CW Front Front B•B•A•C•C•A
3608 CCW Rear Front E•G•E•A•D•F•D•A
3608 CW Front Front E•G•E•A•D•F•D•A
3612 CCW Front Front C•C•A•B•B•A
3612 CW Rear Front C•C•A•B•B•A
3616 CCW Front Front D•L•E•A•D•H•E•A
3616 CW Rear Front D•L•E•A•D•H•E•A
6-17
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6-18
12/2004
07 Maint-Serv_Perform.qxd 2/20/2006 10:54 AM Page 7-1
Performance & 900 Numbers
Index Page
Performance Log Sheets..............................................................................................................7-2

Sea Trial: Location Points ............................................................................................................7-5
900 Number Test Locations for 3600 Inline Combined Circuit ....................................................7-9
900 Number Test Locations for 3600 Inline Separate Circuit ....................................................7-11
7-1
12/2004
Performance Log Sheet:

Customer Name:
7-2
12/2004
7-3
12/2004
Performance Log Sheet:

Customer Name:
7-4
12/2004
Sea Trial:
Location Points:
900 Series
Designation Location Description
901 Jacket water outlet temperature (Before the regulators)

902 Jacket water pump outlet temperature
903 Aftercooler water inlet temperature
903A Aftercooler water outlet temperature
904 Auxiliary water pump inlet pressure
905 Auxiliary water pump outlet pressure
906 Intake manifold air temperature
907 Inlet air restriction
908 Exhaust stack back pressure
909 Crankshaft deflection
910 Engine speed
911 Intake manifold air pressure
912 Exhaust stack temperature
913 Engine oil to bearings temperature
914 Engine oil to bearings pressure
915 Transmission oil temperature
916 Transmission oil pressure
917 Fuel Pressure
918 Jacket water outlet pressure before regulators
919 Jacket water pressure at pump outlet
920 Jacket water pump inlet pressure at pump inlet
921 Jacket water pressure from cooling system
922 Jacket water inlet temperature from cooling system
923 Aftercooler water inlet pressure
924 Aftercooler water outlet pressure
925 Transmission oil cooler inlet water temperature
926 Transmission oil cooler outlet water temperature
927 Oil filter inlet pressure
928 Oil filter outlet pressure
930 Air cleaner outlet temperature
931 Turbocharger compressor outlet temperature
932 Crankcase pressure
934 Engine oil to cooling jet pressure
935 Fuel inlet temperature
936 Fuel return line restriction
937* A/C water temperature between front and rear housing
938 Oil cooler water outlet temperature
939 Oil cooler water outlet pressure
940* A/C - O/C cooler water outlet mixing box temperature
7-5
12/2004
900 Series
Designation Location Description
941* A/C - O/C cooler water outlet mixing box pressure

942 Jacket water pressure at block outlet (Before regulators)
943* Water temperature to combined circuit heat exchanger
944* Water pressure to combined circuit heat exchanger
945* Water temperature to temperature regulator from combined
circuit heat exchanger
946* Water pressure to temperature regulator from combined
circuit heat exchanger
947* Water temperature at engine outlet to separate circuit jacket
water heat exchanger
948* Water pressure at engine outlet to separate circuit jacket
water heat exchanger
949* Water temperature to temperature regulator from separate
circuit jacket water heat exchanger
950* Water pressure to temperature regulator from separate
circuit jacket water heat exchanger
951* Aftercooler/Oil cooler water pump inlet temperature
952* Aftercooler/Oil cooler water pump inlet pressure
953* Aftercooler/Oil cooler water pump outlet pressure
954* Raw water temperature to combined circuit heat exchanger
955* Raw water temperature from combined circuit heat
exchanger
956* Raw water temperature to separate circuit jacket water heat
exchanger
957* Raw water temperature from separate circuit jacket water
heat exchanger
958* Raw water temperature to separate circuit aftercooler/oil
cooler heat exchanger
959* Raw water temperature from separate circuit aftercooler/oil
cooler heat exchanger
960 Turbocharger compressor outlet pressure
961 Fuel pump inlet restriction
1000* Combined Circuit Jacket Water Pump Inlet Temperature
1001* Combined Circuit Jacket Water Pump Inlet Pressure
1002* Combined Circuit Raw Water Pressure at Heat Exchanger
Inlet.
1003* Combined Circuit Raw Water Pressure at Heat Exchanger
Outlet
1004* Auxiliary water pump inlet temperature.
1005* Auxiliary water pump outlet temperature
1006* Fuel return line temperature
1007* Oil filler inlet temperature
1008* Oil temperature to oil cooler
1009* Oil cooler outlet temperature
1010* Oil filler inlet pressure
To locate the proper 900 location on a particular engine consult the engine dimension
drawings found in the marine propulsion engine performance manuals, or the sea trial
guide manual.
*The location pertains to the 3600 series of engines only.
Comments or Notes:
7-6
12/2004
900 Number Test Locations for 3600 Inline Separate Circuit
7-7
12/2004
Problem 5 (cont.)
7-8
12/2004
900 Number Test Locations for 3600 Inline Combined Circuit
7-9
12/2004
7-10
12/2004
7-11
12/2004
7-12
12/2004
08 Maint-Serv_Specificat.qxd 2/24/2006 2:40 PM Page 8-1
Specifications & T/S
Index Page
3600 Performance Analysis (Rules of THumb) Alarms & Shutdowns..........................................8-3

Air Intake System ........................................................................................................................8-3
Exhaust System............................................................................................................................8-4
Lubrication System ......................................................................................................................8-5
Fuel System..................................................................................................................................8-6
Cooling System ............................................................................................................................8-7
Misc. System ................................................................................................................................8-8
Test Locations ..............................................................................................................................8-9
Quick Reference Troubleshooting ..............................................................................................8-10
Problem1
The Engine Crankshaft WIll Not Turn When The Start Switch is On ......................................8-12
Problem 2, 3
The Engine Will Not Start. ........................................................................................................8-13
Problem 4
The Engine Overspeeds On Start-up ........................................................................................8-13
Problem 5
The Engine Speed Does Not Have Stability..............................................................................8-14
Problem 6
The Engine’s High Idle Speed is Too Low ................................................................................8-15
Problem 7
The Engine’s High Idle Declines After Start-Up ........................................................................8-15
Problem 8
The Engine Cannot Be Shutdown Through The Governor ......................................................8-16
Problem 9
The Engine Is Misfiring Or The Engine Is Running Rough ......................................................8-16
Problem 10
The Engine Stalls At Low RPM ................................................................................................8-17
Problem 11
The Engine Does Not Have Enough Power..............................................................................8-18
Problem 12
The Engine Has Too Much Vibration ........................................................................................8-19
Problem 13
Loud Combustion Noise ............................................................................................................8-20
Problem 14
The Engine Has A Valve Train Noise (Clicking) ........................................................................8-20
Problem 15
The Engine Has A Loud Valve Train Noise ..............................................................................8-21
Problem 16
Oil Is In The Cooling..................................................................................................................8-21
Problem 17
Mechanical Noise (Knock) Is In The Engine ............................................................................8-22
Problem 18
Fuel Consumption Is Too High ..................................................................................................8-22
Problem 19
Too Much Valve Lash Is Present ..............................................................................................8-23
Problem 20
The Valve Rotocoil Is Free Or Spring Lock Is Free ..................................................................8-23
Problem 21
Oil is At The Exhaust ................................................................................................................8-24
Problem 22
Little Valve Lash Or No Valve Lash Is Present ........................................................................8-24
8-1
10/2005
Problem 23
The Engine Has Early Wear......................................................................................................8-25
Problem 24
Coolant Is In The Lubrication Oil ..............................................................................................8-25
Problem 25
Too Much Black Smoke Or Gray Smoke Is Present ................................................................8-26
Problem 26
Too Much White Smoke Or Blue Smoke Is Present ................................................................8-27
Problem 27
The Engine Has Low Oil Pressure ............................................................................................8-27
Problem 28
The Engine Has High Oil Pressure ..........................................................................................8-28
Problem 29
The Engine Uses Too Much Lubrication Oil ..............................................................................8-28
Problem 30
The Prelub Pump Is Inoperative Or Slow..................................................................................8-30
Problem 31
The Engine Coolant Is Too Hot ................................................................................................8-30
Problem 32
The Exhaust Temperature Is Too High ......................................................................................8-31
Problem 33
The Engine Oil Temperature Is Too High ..................................................................................8-32
Problem 34
The Air Inlet Temperature Is Too High ......................................................................................8-33
Problem 35
The Air Starting Motor Does Not Turn ......................................................................................8-33
Problem 36
The Air Starting Motor Turns Slowly Or The Air Starting Motor Has A Loss of Power ..............8-34
Problem 37
The AIr Starting Motor’s Pinion Does Not Engage With The Flywheel ....................................8-35
Problem 38
The Air Starting Motor Runs And The Pinion Engages ............................................................8-35
Problem 39
The Air Starting Motor’s Pinion DOes Not Engage Correctly With The Flywheel ....................8-36
Problem 40
The Air Starting Motor’s Pinion Does Not Disengage From The Flywheel ..............................8-36
Problem 41
The Electric Starter Motor Does Not Turn ................................................................................8-37
Problem 42
The Engine’s Crankcase Pressure Is Too High ........................................................................8-37
Problem 43
Turbocharger Surge ..................................................................................................................8-38
Problem 44
Low Boost Pressure ..................................................................................................................8-39
Problem 45
Low Efficiency ............................................................................................................................8-41
Changing A Standard Rotation Engine To A Reverse Rotation Engine......................................8-42
8-2
10/2005
3600 Performance Analysis (Rules of Thumb) Alarms & Shutdowns

Air Intake System:
Air Temp. at Air Cleaner
Max ------------------------------- 49°C (120°F)
Inlet Air Restriction

New Max.------------------------ 15"H2O
Alarm ----------------------------- 3.7 kPa (.53 psi)(14.8"H2O
Intake Manifold Air Temp. (50°C 122°F)

Nominal ------------------------- 65°C (150°F)
Alarm ----------------------------- 92°C (197°F) Standard
Alarm ----------------------------- 78°C (172°F) HPAC
Shutdown ----------------------- 98°C (208°F)
Intake Manifold Air Temp. (32°C)(90°F)

Nominal ------------------------- 65°C (150°F)
Alarm ---------------------------- 75°C (166°F) Standard
Alarm ---------------------------- 61°C (142°F) HPAC
Shutdown ----------------------- 98°C (208°F) Std. & HPAC
Intake Manifold Air Pressure

Nominal Values in Perf Book. Measure at part and full load
Max. Test Value --------------- +30 kPa (4.3 psi)(22.5"H2O)
High Inlet Manifold Pressure

Alarm --------------------------- 230 Pa (33 psi)
Inlet Manifold Pressure Differential

Max --- ------------------------- 8" of H20 (152-2067 gauge) High Performance
Aftercooler (HPAC)
Crankcase Pressure / Vacuum

Max ---------------------------- -0.25 to +0.5 kPa (-1 to +2"H2O)
Alarm ---------------------------- .6 kPa (.087 psi)(2.5"H2O)
Shutdown ----------------------- 1 kPa (.15 psi) ( 4" H2O)
Comments or Notes:
8-3
10/2005

Exhaust System:
Exhaust Stack Temp.
Nominal Temp in Performance Book
Alarm ------------------------------------ 550°C (1022°F)
Individual Cyl Exhaust Port Temp.

Alarm ------------------------------------ 550°C (1022°F)
Alarm ------------------------------------ 50°C (122°F) Max. Variation
between Cyl
High Turbine Inlet Temp.

Alarm ---------------------------------------630°C (1166°F) Standard
Alarm ----------------------------------- 650°C (1202°F) High Output
Exhaust Back Pressure -------------------- 2.5 kPa(.3 psi)(10"H2O)

0.8% Loss in fuel economy
(increase in BSFC) or each
10"H2O above 10"H2O
Comments or Notes:
8-4
10/2005

Lubrication System:
Engine Oil to Bearing Temp.
Nominal -------------------------------- 85°C (185°F)
Alarm ------------------------------------ 92°C (197°F)
Shutdown ------------------------------- 98°C (208°F)
Engine Oil to Bearing Pressure

Nominal --------------------------------- 450 kPa (65 psi) Nominal
Alarm (low pressure ---------------- 320 kPa (46 psi) High Speed
Shutdown (low pressure) ----------- 260 kPa (38 psi) High Speed
Alarm (low pressure) ---------------- 120 kPa (17 psi) Low Speed
Shutdown (low pressure) ----------- 105 kPa (15 psi) Low Speed
Oil Filter Pressure Differential

Alarm ------------------------------------ 70 kPa (10 psi)
Shutdown ------------------------------- 165 kPa (24 psi)
Lube Oil Sump Level -------------------------- 50 mm (2 ")
Note: Vertical distance above the oil suction inlet while operating.
* 0 - 650 rpm's low speed 650 - 1000 rpm's high speed
8-5
10/2005

Fuel System:
Fuel Pressure
Nominal -------------------------------- 425-550 kPa (62-98 psi)
Alarm (low pressure) ---------------- 320 kPa (38 psi) High Speed
Alarm (low pressure) ---------------- 140 kPa (20 psi) Low Speed
Fuel Transfer Pump Inlet Restriction (To Transfer Pump)

Maximum ------------------------------ 20 kPa (-3.0 psi)
Fuel Return Line Restriction (Backpressure)

Maximum ------------------------------- 350 kPa (51 psi)
Primary Duplex Filter -------------------------- 178 Micron (.007 in.)
Secondary Filter -------------------------------- 2 to 3 Micron (.00078/.000117 in)
Fuel Supply Temperature Distillate Fuel

Maximum Desired ----------------------- 29°C (85°F) 1% Power reduction for each 5.6°C
(10°F)
increase above 30°C (85°F)
Maximum to prevent damage--------- 65°C (150°F)

Maximum fuel temperature limit of 140°C
(248°F) to injectors and a 130°C
(266°F) to the engine
regardless viscosity to prevent choking or
gumming of
the injectors.
Alarm ------------------------------------- 66°C (150°F) Distillate
Shutdown ------------------------------- 72°C (161°F) Distillate
Fuel Filter Pressure Differential

Maximum ----------------------------- 70 kPa (10 psi)
Alarm ------------------------------------- 75 kPa (11 psi)
Unit Injector Coolant Pressure

Maximum ------------------------------ 35 kPa (5 psi)
Unit Injector Coolant Temp.

Maximum ------------------------------ 73°C (163°F)
Unit Injector Edge Filter

Nominal --------------------------------- 100 Micron .10mm (.004in)
Day Tanks are desirable if main tanks are 15.25m (50 ft) from engine or 1.82m (6 ft) below
engine. Total suction head must not exceed 2.6m (8.5 ft). If tanks are above fuel injectors a 20.67
kPa (3 psi) check valve must be in the supply line and a 3.45 kPa (0.5 psi) check valve in the
return.
Factory installed fuel priming pump has a lift of 2.6m (8.5 ft) and a flow of 38 L / 115 rev. (10 gal /
115 rev.) It also has a lift of 7.8m (25.5 ft) if the lines are full of fuel.
8-6
10/2005

Cooling System:
- Heat Exchanger System External Resistance (Combined & Separate Circuit)
- Measure at engine outlet and compare to heat exchanger outlet (before regulators)
- Temperature Regulators 100% OPEN (blocked)
SPECS:
1000 RPM 90 kPa (13 psi)

900 RPM 73 kPa (11 psi)
720 RPM 47 kPa (7 psi)
High Jacket Water Temp.

Alarm ------------------------------------- 103°C (217°F) Marine
Shutdown ------------------------------- 109°C (228°F) Marine
Alarm ------------------------------------- 100°C (212°F) Gen Set
Shutdown ------------------------------- 106°C (223°F) Gen Set
Low Jacket Water Pressure

Alarm ------------------------------------- 70 kPa (10 psi)
Jacket Water Pump Inlet Temp.

Nominal -------------------------------- 85°C (185°F)
Jacket Water Pump Inlet Pressure

Minimum -------------------------------- 30 kPa (5 psi)
Jacket Water Block Outlet Temp.

Nominal ---------------------------------- 85°C (185°F) + Delta T
Aftercooler Water Inlet Temp.

Nominal ---------------------------------- 50°C (122°F) Nominal
*65°C (150°F) Max. under
certain special conditions
A/C & O/C Water Pump Pressure (Low)

Alarm --------------------------------------- 70 kPa (10 psi)
A/C & O/C Water Pump Inlet Temp. (50°C 122°F)

Alarm --------------------------------------- 60°C (140°F) Standard
Shutdown ---------------------------------- 67°C (152°F) Standard
Alarm --------------------------------------- 66°C (150°F) High Amb.
Shutdown --------------------------------- 69°C (156°F) High Amb.
A/C Water to Lube Oil Differential Temperature

Alarm ---------------------------------------- 2°C (35.5°F)
A/C & O/C Water Pump Inlet Temperature. (32°C 90°F)

Alarm ---------------------------------------- 39°C (100°F)
Shutdown ---------------------------------- 42°C (107°F)
A/C & O/C Water Pump Inlet Pressure

Minimum --------------------------------- -5 kPa (-20"H2O)
Aftercooler Water Outlet Temperature

Nominal ----------------------------------- 50°C (122°F) + Delta T
Aux /Raw Sea Water Pressure

Alarm ---------------------------------------- 70 kPa (10.15 psi)
Low Sea Water Pump Outlet Pressure

Alarm ---------------------------------------- 35 kPa (5 psi)
8-7
10/2005

Misc. System:
Starting:
Low Starting Air Pressure
Alarm ------------------------------------- 515 kPa (74.75 psi) Turbine
750 kPa (108.75 psi) Vane
Low Battery Voltage

Alarm ------------------------------------ 22 Volts D.C.
Speed:
High Engine Speed
Shutdown ------------------------------- 113% Rated Speed
Vibration:
High Engine Vibration
Alarm ------------------------------------- .194 mm peak to peak 31
mm/sec.
Shutdown ------------------------------- .216 mm peak to peak 34.3
mm/sec.
(Generator Set)
Peak to Peak disp. ½ order ------------ .13 mm (5.0 mil)
Peak to Peak disp. 1st order ---------- .13 mm (5.0 mil)
Overall displacement --------------------- .22 mm (8.5 mil)
Overall velocity ---------------------------- 34.3mm/s (1.35 in/s)
Oil Mist Detection:

Shutdown ---------------------------------- 5 seconds
Metal Particle Detection:

Shutdown --------------------------------- 5 seconds
Note: Some of these specifications, alarms and shutdowns are only Rule of Thumb,
Refer to T.M.I. for exact engine specifications.
8-8
10/2005
8-9
10/2005
Quick Reference Troubleshooting

High Exhaust Temperature
- Excessive inlet air restriction.

-Usual limits clean 1.25 kPa (5 in.H2O)
dirty 3.75 kPa (15 in H2O)
- Air filter too small
- Restrictive inlet air piping
- Negative pressure in engine room when consuming engine room air
- Timing retarded
- Boost leak
- Piping
- Housing
- Air Shutoff
- Plenum
- O-ring seal at A/C inlet
- Excessive fuel
- Incorrect fuel setting
- Injector degradation
- Excessive exhaust restriction
- Usual limit 2.5 kPa (10 in H2O)
- Exhaust leak
- Turbocharger compressor and/or turbine fouling
- Excessive A/C fouling
- Air or water side
- Excessive A/C pressure drop (air side)
Low Boost
- Excessive inlet air restriction

- Intake manifold piping leak
- O-ring seals between compressor and aftercooler
- Air shutoff
- Missing plugs
- Aftercooler core and housing gaskets
- Gaskets at all covers
- Exhaust manifold piping leak
- Bellows
- Cracked manifold
- Missing plugs
- Gaskets
- Excessive exhaust restriction
- Compressor and/or diffuser fouling
- Damaged turbine nozzle or turbine blades
- Wrong turbocharger parts
- Damaged Turbocharger bearings
- Partially shut air shutoff
- Timing advanced
- Excessive A/C air side pressure drop
- Wrong camshaft
- Mis-adjusted valve lash
- Hot air to turbocharger inlet
High Boost
- Wrong turbocharger parts

- Timing retarded
- Wrong camshaft
- Mis-adjusted valve lash
- Cold air to turbocharger inlet
- Rack setting
8-11
10/2005
Turbocharger Surge
- Excessive inlet air restriction

- High inlet manifold temperatures
- Partially shut air shut-off
- Uneven operation (bank to bank on vee engine)
- Misfire
- Unequal exhaust backpressure between banks on vee engine
- Fouled or damaged turbocharger compressor of diffuser (cold side)
- High aftercooler air side pressure drop.
- Fouled turbocharger nozzle (hot side)
- Inlet ducting with transitions too close to turbocharger
- Excessive back pressure especially on HFO engine
- Cold air temperature to the turbocharger
- Below 0 degree C (32 degree F)
- Valve lash too tight
- Damaged valve mechanism
- Wrong turbocharger or turbocharger parts
- Operation at high load at low engine speeds
Note: It is normal for the turbocharger to surge momentarily with a rapid drop in load
Low Power
- Operating in lug condition

- Not enough fuel
- Governor limiting fuel rack movement
- API gravity of fuel
- Fuel temperature
- Fuel filter plugging
- Fuel Pressure
- Lower heating value of fuel
- Low rack (fuel setting)
- Low efficiency
- Low generator efficiency
- Low A/C effectiveness
- Retarded injector timing
- High inlet air temperature to turbo
- Misfiring
- Nozzle wear
High Oil Consumption
- Leaks
- Oil quality
- Oil change intervals
- Improper oil level
- Extended idle time
- Low operating temperatures
- Piston ring condition
- Piston top land condition
- Liner condition
- Run in time
8-11
10/2005
Problem 1
The Engine Crankshaft Will Not Turn When The Start Switch Is On.
Probable Cause
1. Problem With The Air Starting Motor

- Refer to "Problem 35 " through "Problem 40"
2. Fluid in the Cylinders
- Open the manual valves (Kiene valves) that measure cylinder pressure on each
cylinder. If the engine is not equipped with the manual valves, remove the cylinder
pressure relief valve or the plug. Inspect the cylinders for fluid while the crankshaft
is being turned.
3. Problem With Accessory Equipment (Hydraulic Pumps, Air Compressor, etc.)
-Disconnect the driven equipment until the faulty accessory can be found. Make a
repair or a replacement of the faulty accessory.
4. An Internal Problem Prevents The Turning Of The Engine Crankshaft.
- If the crankshaft remains unable to be turned, the engine must be disassembled.
After disassembling the engine, inspect the engine for other internal problems.
Possible internal problems include the following conditions:
- Bearing seizure
- Piston seizure
- Valve and piston contact
Comments & Notes:
Problem 2
The Engine Will Not Start. The Governor Terminal Shaft Does Not Move
In Order To Open The Fuel Injector Racks
Probable Cause
1. Too Much Binding In Control Linkage

- The Engine can start when the engine is cold. When the oil is hot the governor
does not develop the oil pressure that is needed to move the linkage. Check the
linkage effort and correct the linkage effort.
2. No Signal To Actuator Solenoid
-Make reference to the "Woodward PGE Locomotive Governor Module" or the
2301A Electric Governor Service Manual, SENR3585.
3. Low Oil Pressure In The Governor
-The governor oil pump relief valve may be stuck in the open position or the valve
may be leaking. This may be corrected by disassembly and cleaning of the
governor. Make reference to Caterpillar 3161 Governor Service Manual,
SENR3028. Check for plugged oil supply passages from the engine.
Comments & Notes:
8-12
10/2005
Problem 3
The Engine Will Not Start. The Governor Terminal Shaft Is at Minimum
Of Half Open During Cranking. This Condition Can Be Determined By
Observing The Outboard Shaft Rotation.
Probable Cause
1. Slow Cranking Speed

- Refer to "Problem 36."
2. Low Quality Fuel Or Water In Fuel
- Remove the fuel from the fuel tank. Install new fuel filters. Put a good grade of
clean fuel in the fuel tank. Refer to Supplement, SEBU7003, "Caterpillar 3600
Series Diesel Engine Fluids Recommendations For Lubricants, Fuels, and
Coolants.”
3. No Fuel To Fuel Injectors
- Check the fuel level in the fuel tank and fill the fuel tank, if necessary. Use the
priming pump in order to remove any air from the fuel system.
- Install new fuel filters, if necessary. Fuel lines that are blocked should be cleaned
and fuel lines that are broken should be replaced. Check the fuel transfer pump for
damage and/or wear. Make replacements, as needed.
- The governor linkage not connected to the internal rack linkage. This condition
can exist after a governor has been assembled incorrectly during an overhaul.
Ensure that the governor linkage is correctly engaged.
4. Low Fuel Pressure
- At starting rpm, the minimum fuel pressure from the fuel transfer pump must be
415 kPa (60 psi). If the fuel pressure is less than 415 kPa (60 psi), change the fuel
filters. After changing the fuel filters, inspect the fuel system for air in the fuel
system. If the fuel pressure is still low, check the fuel bypass valve and the fuel
transfer pump for correct operation.
5. Wrong Fuel Injection Timing
- Make adjustment to timing. Refer to Testing And Adjusting, "Fuel System.”
6. The Air Inlet Shutoff Valve Is Tripped.
- Reset the air inlet shutoff valve.
Comments & Notes:
Problem 4
The Engine Overspeeds On Start-up.
Probable Cause
1. Fuel Control Linkage

- Inspect the fuel control linkage for one or more of the following conditions:
- Incorrect assembly after overhaul
- Bound fuel control linkage
- Bound fuel control linkage in FUEL-ON position
- Governor output lever to control housing lever out of adjustment.
- Make adjustment or repair.
8-13
10/2005
Problem 4 (cont.)
2. Governor Problem
- Make reference to one of the following publications:
- PGEV & PGE Governors Manual (Locomotive Application), SENR6444
- 2301A Electric Governor Service Manual, SENR3585
- 3161 Governor Service Manual, SENR3028
- Heinzman Governor (Marine Application), SENR4661
- Heinzman Governor Manual (Generator Set Application), SENR4622
- 701 Digital Speed Control Manual, SENR6472
- 723 Plus Digital Speed Control Manual, RENR2228
3. The Governor Actuator Is Not Engaged In The Drive Coupling.
- Ensure that the governor is driven by the engine. If necessary, remove the
governor and install the governor again in order to ensure that the engine is
engaged correctly with the governor drive. Also, check for drive components in the
governor and the engine that are worn or damaged.
Comments & Notes:
Problem 5
The Engine Speed Does Not Have Stability.
Probable Cause
1. Engine Misfiring
- Refer to "Problem 9.”
2. Bound Linkage Or Worn Linkage With Flat Spots And High Clearances
- Inspect the linkage. Repair the linkage or replace the linkage, as needed.
3. Rough Governor Drive
- Worn splines and/or high gear clearances can cause rough governor drive.
Inspect parts and replace parts whenever this is necessary.
4. Governor Problem
- Make reference to one of the following publications:
- PGEV & PGE Governors Manual (Locomotive Application), SENR6444
- 2301A Electric Governor Service Manual, SENR3585
- 3161 Governor Service Manual, SENR3028
- Heinzman Governor (Marine Application), SENR4661
- Heinzman Governor Manual (Generator Set Application), SENR4622
- 723 Plus Digital Speed Control Manual, RENR2228
8-14
10/2005
Problem 5 (cont.)
5. Seized Injector
- Replace the injector.
6. Seized Piston And/Or Stuck Piston Rings
- Replace piston assembly and cylinder liner.
Comments & Notes:
Problem 6
The Engine’s High Idle Speed is Too Low.

Probable Cause
1. Speed Setting Control Shaft Is Not Against The High Idle Stop.
- Check the speed control linkage and the pneumatic controls for restrictions. If
necessary, carry out repairs or replacement.
2. Incorrect High Idle Adjustment
- The governor speed setting shaft is against the high idle stop and the high idle is
too low. Make adjustment to correct high idle. Also, check the engine fuel setting
in order to ensure that the engine fuel setting is correct.
3. Speed Droop Adjustment Is Incorrect.
- The 3161 has an internal adjustable speed droop which is set at the factory. If
adjustment is necessary, see the Caterpillar 3161 Governor Service Manual,
SENR3028.
4. The Speed Setting Solenoid Adjustment of the Woodward PGEV Governor is not
correct.
- Make reference to the "Woodward PGE Locomotive Governor Module.”
Comments & Notes:
Problem 7
The Engine's High Idle Declines After Start-Up.
Probable Cause
1. Loss Of Normal RPM

- The Loss of approximately 20 rpm can be expected as the engine warms to
operating temperature.
2. Incorrect High Idle Adjustment
- If necessary, make an adjustment in order to correct high idle. Also, check the
engine fuel setting in order to ensure that the engine fuel setting is correct.
Comments & Notes:
8-15
10/2005
Problem 8
The Engine Cannot Be Shutdown Through The Governor.
Probable Cause
1. Bad Shut Down Solenoid
- The solenoid may have shorted wires or broken wires. The solenoid may be stuck
in the open position. If necessary, inspect the solenoid and replace the solenoid.
2. Incorrect Wiring
- The Shutdown signal is not wired correctly to the 2-pin connector. In order to
achieve the correct polarity between the solenoid and the 2-pin connector, use
the following method:
- The "A" terminal is positive.
- The "B" terminal is negative.
3. Incorrect Installation Of Governor Actuator
- Ensure that the governor control lever or the actuator terminal shaft is engaged
correctly with the fuel control linkage stop lever.
4. Governor In Need Of Repair
- Disassemble the governor and clean the governor components. Inspect the
governor components for wear and damage. Make a replacement of parts, as
needed.
Comments & Notes:
Problem 9
The Engine Is Misfiring Or The Engine Is Running Rough.
Probable Cause

- The fuel pressure at the outlet of the fuel filter housing must be a minimum of 450
kPa (65 psi) at 900 rpm. If fuel pressure is lower than the above pressure, check
the following items:
- Plugged fuel filters
- Fuel transfer pump
- Make sure that there is fuel in the fuel tank. Look for leaks or bends in the fuel
line between the fuel tank and the fuel transfer pump. Look for air in the fuel
system. Also look for a faulty return fuel pressure regulating valve.
2. Air In Fuel System
- Find the air leak in the fuel system and correct the air leak. If there is air in the
fuel system, the air generally enters the fuel system on the suction side of the
fuel transfer pump.
3. Leakage Or Breakage In Fuel Line Between Fuel
- Manifold And Cylinder Head
- Install a new fuel line.
8-16
10/2005
Problem 9 (cont.)
4. Defect In Fuel Injector
- When the engine runs at rated load, the exhaust manifold port temperature can
be an indication of the condition of a fuel injector. Low temperature at an exhaust
manifold port is an indication of no fuel to the cylinder. This may be an indication
of a fuel injector with a defect. Extra high temperature at an exhaust manifold
port can be an indication of too much fuel to the cylinder. This may also be
caused by a fuel injector with a defect. If any one cylinder varies by more than 50
°C (90 °F), a faulty fuel injector should be suspected.
Note: The variance in temperature can be an increase or a decrease.
5. Faulty Inlet Or Exhaust Valve

- When the engine runs at rated load, the temperature of an manifold port can be
an indication of the condition of the inlet and exhaust valves. Extra high
temperature at an exhaust manifold port can be an indication of a valve with a
defect. If any one cylinder has an exhaust port temperature that is 50 °C (90 °F)
higher than the average of the exhaust port temperatures on the bank, a faulty
valve should be suspected.
6. Wrong Valve Lash
- Make adjustment to valve lash. Refer to Testing And Adjusting, "Air Inlet And
Exhaust System.”
8. Bent Pushrod Or Broken Pushrod
- Make a replacement of pushrod, if necessary.
9. Fuel Has Cloud Point Higher Than Atmospheric Temperature. Cloud Point Is The
Temperature When Wax Is Formed In The Fuel.
- Drain the fuel tank, fuel lines and fuel manifolds. Change the fuel filter. Fill the
tank with fuel that has the correct cloud point. Remove the air from the system
with the priming pump. Some installations require the use of fuel heaters in order
to ensure fuel flow. Also, the use of fuel heaters prevents filter blockage from fuel
wax.
10. Excessive Engine Load
- Lighten the load in order to observe any change in the engine operation.
Comments & Notes:
Problem 10
The Engine Stalls At Low RPM
Probable Cause

kPa (65 psi) at 900 rpm. If fuel pressure is lower than the above pressure, check
the following items:
- Plugged fuel filters
- Fuel transfer pump
8-17
10/2005
Problem 10 (cont.)
2. Low Engine Idle RPM
- Make adjustment to the governor. Ensure that the idle rpm setting matches the
rpm that is listed in Technical Marketing Information (TMI).
3. Defect In Fuel Injector
- Refer to "Problem 9."
4. Engine Accessories
- Check engine accessories for damage and make repair or replacement. If
necessary, disconnect the accessories and test the engine.
Comments & Notes:
Problem 11
The Engine Does Not Have Enough Power.
Probable Cause
1. Dirty Fuel Filters

- If the pressure differential between the inlet port of the fuel filter housing and the
outlet port of the fuel filter housing is 70 kPa (10 psi), a replacement of the filter is
recommended.
Coolants.”
3. High Fuel Temperature
- If the fuel supply temperature is 38 °C (100 °F) or more, a fuel cooler may be
necessary.
- Return fuel serves to remove heat from the fuel injectors. A fuel cooler is
recommended in order to prevent excessive power loss and a fuel cooler is
recommended in order to maintain an acceptable injector life.
kPa (65 psi) at full load speed. If fuel pressure is lower than the above pressure,
install new fuel filter elements. If the fuel pressure is still low, check the fuel
transfer pump.
5. Faulty Fuel Injector
6. Leaks In Air Inlet System
- Check the pressure in the air inlet manifold (Plenum). Look for leak paths in the
air cleaner pipe assemblies and the clamped joints.
7. Governor And Fuel Control Linkage
- Ensure that the governor is moving the fuel control linkage against the fuel setting
stop. Make adjustment in order to get the full travel of the linkage. Install new
parts for those parts that have damage or defects. If the control linkage is not
against the stop and the engine runs below rated speed under load, perform the
following inspections:
a. Check high idle and adjust, if necessary.
b. The Fuel ratio control may be restricting the travel of the control linkage.
Adjust, If necessary
8-18
10/2005
Problem 11 (cont.)
8. Wrong Valve Lash
Exhaust System.”
10. Incorrect Fuel Setting
11. Ineffective Aftercooler
- Check temperature of inlet and outlet coolant supply. Remove any external
restrictions or internal restrictions.
12. Carbon Deposits On Turbocharger Or Other Causes Of Friction
- Inspect the turbocharger. Repair the turbocharger, if necessary. Check for low
boost pressure. Low boost pressure is 10 percent below initial boost pressure.
13. Not Enough Air For Combustion
- Check the air cleaner for restrictions and check the aftercooler for restrictions.
Comments & Notes:
Problem 12
The Engine Has Too Much Vibration.
Probable Cause
1. Loose Vibration Damper

- Inspect the vibration damper for damage. Tighten the bolts, if necessary. If the
vibration damper bolt holes have damage or wear, replace the vibration damper
bolt holes with new parts.
2. Faulty Vibration Damper
- Inspect the vibration damper for leakage and inspect the vibration damper for a
damaged case assembly. Either of the above conditions can cause the weight to
come into contact with the housing. If the weight contacts the housing, the
operation of the vibration damper is affected. Your Caterpillar dealer can perform
a torsional vibration measurement.
3. Engine Supports Are Loose or Faulty.
- Tighten all mounting bolts. Install new components, if necessary.
4. Driven Equipment Is Not In Alignment Or Driven Equipment Is Not In Balance.
- Check alignment and balance. Correct alignment and balance, if necessary.
5. The Engine Is Misfiring Or The Engine Is Running Rough.
6. External Causes of Vibration
- Check the equipment in the engine and around the engine for the source of the
vibration.
Comments & Notes:
8-19
10/2005
Problem 13
Loud Combustion Noise.
Probable Cause

- Make adjustment to timing. See subject, Fuel Timing.
2. Defect In Fuel Injector(s): Make reference to Problem 9.
Comments & Notes:
Problem 14
The Engine Has A Valve Train Noise (Clicking).
Probable Cause
1. Damage To Valve Train Components

- Inspect all of the following valve train components:
- Valves
- Springs
- Camshafts
- Lifters
- Rocker arms
- Pushrods
- Check for worn parts or damaged parts. Replace worn parts or damaged parts,
as required.
2. Not Enough Lubrication
- Check the lubrication in the valve compartment. There must be a strong flow of
oil at engine high rpm. There must be a small flow of oil at low rpm. Oil passages
must be clean. The oil passages that send the oil to the cylinder head are
particularly important.
3. Too Much Valve Lash
Exhaust System.”
4. Valve Recess
- On engines that use distillate fuel, adjust the valve recess.
Comments & Notes:
8-20
10/2005
Problem 15
The Engine Has A Loud Valve Train Noise.
Probable Cause
1. Damage To Valve Springs

- Replace the damaged components.
2. Damage To Camshaft
- Replace the damaged components. Clean the engine thoroughly. If the camshaft
is replaced, new valve lifters are necessary.
3. Damage To Valve Lifter
- Clean the engine thoroughly. Replace the damaged valve lifters. Inspect the lobes
of the camshaft for damage. Look for valves that do not move freely. Make
adjustments to the valve lash. Refer to Testing And Adjusting, "Fuel System.”
Comments & Notes:
Problem 16
Oil Is In The Cooling System.
Probable Cause
1. Defect In Core Of Engine Oil Cooler

- Inspect each engine oil cooler. Repair any faulty oil cooler or replace any faulty oil
cooler, as required.
2. Failure Of Cylinder Head Water Seals
- Install new cylinder head water seals in the seal plates.
3. Faulty Water Pump Seal
- Check the water pump. If necessary, repair the water pump.
Comments & Notes:
8-21
10/2005
Problem 17
Mechanical Noise (Knock) Is In The Engine.
Probable Cause
1. Failure Of Bearing For Connecting Rod

- Inspect the bearings for the connecting rods and the bearing surfaces (journals)
on the crankshaft. Install new parts, as required.
2. Damaged Gears
- Install new parts, as required.
3. Damaged Crankshaft
- Make replacement of the crankshaft.
4. Defect In Accessory Equipment
- Repair the faulty components or install new components.
5. Wrong Adjustment Of Fuel Injector
- Adjust the fuel injector.
6. Wrong Adjustment Of Valve Bridge
- Adjust valves and valve bridges.
Comments & Notes:
Problem 18
Fuel Consumption Is Too High.
Probable Cause
1. Fuel System Leaks

- Tighten or make replacement of parts at points of leakage.
2. Fuel And Combustion Noise (Knock)
- Refer to "Problem 9 " and "Problem 13.”
4. Defect In Fuel Injectors
Coolants.”
6. Incorrect High Idle
- Adjust high idle setting.
7. Overloaded Engine
- Do not exceed recommended capacities.
8. Excessive Exhaust Back Pressure
- Refer to Testing And Adjusting, "Air Inlet And Exhaust System.”
Comments & Notes:
8-22
10/2005
Problem 19
Too Much Valve Lash Is Present.
Probable Cause
1. Not Enough Lubrication

- Check the lubrication in the valve compartment. There must be a strong flow of
oil at engine high rpm. There must be a small flow of oil at low rpm. Oil passages
must be clean. The oil passages that send the oil to the cylinder head are
particularly important.
2. Worn Rocker Arm
- If the face of the rocker arm that makes contact with the valve bridge has too
much wear, install new parts or rocker arms. Make adjustment to valve lash.
Refer to Testing And Adjusting, "Air Inlet And Exhaust System.”
3. Worn Valve Bridges
- Make an adjustment or replacement, as required.
4. Worn Valve Stem
- If the end of the valve stem has too much wear, install new valves. Make
adjustment to valve lash. Refer to Testing And Adjusting, "Air Inlet And Exhaust
System.”
5. Worn Pushrods
- If the pushrods have too much wear, install new pushrods. Make adjustment to
valve lash. Refer to Testing And Adjusting, "Air Inlet And Exhaust System.”
6. Broken Valve Lifters Or Worn Valve Lifters
- Install new valve lifters. Check the camshaft for wear.
- Check for free movement of valves or bent valve stem. Clean the engine
thoroughly. Make adjustment to valve lash. Refer to Testing And Adjusting, "Air
Inlet And Exhaust System.”
7. Worn Camshaft
- Check valve lash. Check for wear on camshaft lobes.
- Check for free movement of valves or bent valve stems. Install a new camshaft.
Install new valve lifters. Make adjustment to valve lash. Refer to Testing And
Adjusting, "Air Inlet And Exhaust System.”
Comments & Notes:
Problem 20
The Valve Rotocoil Is Free Or Spring Lock Is Free.

Probable Cause
1. Broken Locks
- Broken locks can cause the valve to slide into the cylinder. This will cause much
damage.
2. Broken Valve Spring
- Install a new valve spring.
3. Broken Valve
- Replace the valve and the other damaged parts.
Comments & Notes:

8-23
10/2005
Problem 21
Oil Is At The Exhaust.
Probable Cause
1. Too Much Oil In The Valve Compartment

- Be sure that the plugs are installed in the ends of the rocker arm shaft.
2. Worn Valve Guides
- Reconditioning of the cylinder head is required.
3. Worn Piston Rings
- Inspect piston rings and install new parts, as required.
4. Excessive Idle Time
- Do not idle the engine for long time periods.
Comments & Notes:
Problem 22
Little Valve Lash Or No Valve Lash Is Present.
Probable Cause
1. Worn Valve Seat Or Worn Valve Face

- Reconditioning of the cylinder head is required. Make adjustment to valve lash.
Refer to Testing And Adjusting, "Air Inlet And Exhaust System.”
2. Wrong Crankshaft/Camshaft Timing
- Make adjustment to camshaft timing. Refer to Testing And Adjusting, "Fuel
System.”
3. Open Mister For Oil
- On engines that use distillate fuel, check the delivery of oil from the mister.
4. Valve Bridge Out Of Adjustment
- Make adjustment to the valve bridge. Refer to Testing And Adjusting, "Air Inlet
And Exhaust System.”
Comments & Notes:
8-24
10/2005
Problem 23
The Engine Has Early Wear.
Probable Cause
Note: Internal engine components wear due to abrasion. Each of the following
systems must be inspected in order to determine the source of abrasion within
that system: air, oil, fuel and water. The cause must be corrected. Check the
components and replace the components, as required.
1. Dirt In Lubrication Oil

- Remove dirty lubrication oil. Clean the centrifugal oil filters. Install new filter
elements. Check oil filter bypass valves for wear or broken springs. Put clean oil in
the engine.
2. Lack Of Lubrication
- Ensure that the oil is the proper viscosity. Ensure that the oil level is at the
recommended capacity.
3. Air Inlet Leaks
- Inspect all gaskets and connections. Make repairs if leaks are found.
4. Fuel Leakage Into Lubrication Oil
- This will cause high fuel consumption and low engine oil pressure. This condition
may also increase the oil level in the crankcase. Make repairs if leaks are found.
Install new parts, as required.
Coolants.”
Comments & Notes:
Problem 24
Coolant Is In The Lubrication Oil.
Probable Cause
1. Failure Of Any Of The Engine Oil Cooler Cores

- Install a new core for the faulty engine oil cooler. Drain the crankcase and refill
the crankcase with clean lubricant. Install new oil filters.
2. Crack Or Defect In Cylinder Head
- Pressurize the cooling system in order to determine whether the cylinder head
needs repair. While the cylinder head is removed from the engine, inspect the
cylinder head in order to determine the extent of the damage. Repair the cylinder
head or replace the cylinder head, as required.
3. Crack Or Defect In Cylinder Block
- Pressurize the cooling system in order to locate the damage. Inspect the cylinder
block. Repair the cylinder block or replace the cylinder block, as required.
4. Failure Of Cylinder Liner Seals
- Replace cylinder liner seals.
8-25
10/2005
Problem 24 (cont.)
5. Faulty Water Pump
- Check the water pump for leakage.
6. Faulty Water Cooled Valve Seat Insert
- Replace the cylinder head.
Comments & Notes:
Problem 25
Too Much Black Smoke Or Gray Smoke Is Present.
Probable Cause
1. Not Enough Air For Combustion

- Check the air cleaner and the aftercooler for restrictions.
2. Faulty Fuel Injectors
- Install new fuel injectors.
4. Broken Exhaust Valve
- Replace the broken components and the damaged components, as required.
5. Overloaded Engine
- Do not exceed recommended capacities.
6. High Fuel Rate
Comments & Notes:
8-26
10/2005
Problem 26
Too Much White Smoke Or Blue Smoke Is Present.
Probable Cause
1. Too Much Lubrication Oil In Engine

- Remove extra oil. Find the source of the extra oil. Put the correct amount of oil in
engine.
2. The Engine Is Misfiring Or The Engine Is Running Rough.
- Reconditioning of cylinder head is required.
5. Worn Piston Rings Or Improperly Installed Piston Rings
6. Failure Of Turbocharger Oil Seal
- Check the air inlet manifold (Plenum) for oil and repair the turbocharger, as
required.
7. Faulty Aftercooler Core
- Check aftercooler core for leaks.
8. Faulty Valve Lubricator Pumps
- Check the setting and the delivery of the valve lubricator pumps.
9. Worn Cylinder Liner
- Check cylinder liners.
Comments & Notes:
Problem 27
The Engine Has Low Oil Pressure.
Probable Cause
1. Dirty Oil Filters Or Oil Cooler

- Check the operation of bypass valve for the oil filters. Install new oil filter
elements. Clean oil cooler cores or install new oil cooler cores. Remove dirty oil
from the engine. Clean centrifugal oil filters. Change engine oil.
2. Faulty Oil Pressure Gauge
- Install new gauge.
3. Diesel Fuel In Lubrication Oil
- Find the source of the leakage of the diesel fuel into the lubrication oil. Make
repairs, as required. Remove the lubrication oil that has been contaminated with
diesel fuel. Install new oil filters. Put clean oil in the engine.
4. Too Much Clearance Between Rocker Arm Shaft And Rocker Arms
- Check lubrication in valve compartments. Install new parts, as required.
8-27
10/2005
Problem 27 (cont.)
5. Faulty Oil Pump Suction Pipe
- Replacement of oil pump suction pipe is required.
6. Oil Pump's Suction Strainer Is Fouled.
- Clean the strainer.
7. Faulty Priority Valve
- Inspect the priority valve and replace damaged parts or worn parts.
8. Stuck Open Oil Pressure Relief Valve
- Clean the valve and the housing. Install new parts, as required.
9. Faulty Oil Pump
- Repair the oil pump or replace the oil pump.
10. Too Much Clearance Between Crankshaft And Crankshaft Bearings
- Inspect the crankshaft bearings and make replacement, as required.
11. Too Much Clearance Between Camshaft And Camshaft Bearings
- Inspect the camshaft and the camshaft bearings. Replace the camshaft and the
camshaft bearings, as required.
12. Loose Oil Plugs For Crankshaft or Missing Oil Plugs For Crankshaft
- Check the torque of the oil plugs for the crankshaft.
13. Loose Plugs In Rocker Arm Shaft Or Missing Plugs In Rocker Arm Shaft
- Check plugs in the ends of the rocker arm shafts.
14. Loose Oil Supply Line In Box For Lifter
- Check the oil supply line from the cylinder block to the cylinder head behind the
lifter assemblies.
15. Loose Retainer On The Idler Gear For The Rear Gear Train Or Missing Retainer
On The Idler Gear For The Rear Gear Train
- Check the retainer on the idler shafts of the rear gear train.
Comments or Notes:
Problem 28
The Engine Has High Oil Pressure.
Probable Cause
1. Restriction In Engine Lubrication System

- Use various pressure taps in order to determine the problem area and repair the
problem area.
2. Faulty Priority Valve
- Inspect the priority valve. Replace damaged parts or worn parts.
3. Faulty Oil Pressure Relief Valve
- If necessary, inspect the oil pressure relief valve and repair the oil pressure relief
valve.
8-28
10/2005
Problem 28 (cont.)
4. Oil Pump Output Too High.

- The wrong oil pump is installed. Repair the oil pump or replace the oil pump.
5. Incorrect Viscosity Oil Is Used.
- Drain the engine oil and refill the engine with oil of the correct viscosity. Install
new oil filters.
Comments & Notes:
Problem 29
The Engine Uses Too Much Lubrication Oil.
Probable Cause
Notice: Use the procedure on (page 71) estimating oil consumption before the
disassembly of the engine.
1. Too Much Lubrication Oil In Engine

- Remove the extra oil. Find the source of the extra oil. Put the correct amount of
oil in the engine.
2. Oil Leaks
- Find all oil leaks. Make repairs, as required. Check for dirty crankcase breathers.
3. High Oil Temperature
- Check operation of oil cooler and oil temperature regulator. Install new parts, as
required. Clean the oil cooler cores.
4. Too Much Oil In The Valve Compartment
- Be sure that the plugs are installed in the rocker shafts.
- Reconditioning of the cylinder head is required.
6. Failure Of Turbocharger Oil Seal
- Check the air inlet manifold (Plenum) for oil and repair the turbocharger, as
required.
7. Failure Of Crankshaft Seal
- Replace crankshaft seals.
8. Worn Piston Rings Or Improperly Installed Piston Rings
9. Faulty Valve For Continuous Prelube
- Check operation of continuous prelube system.
10. Defective Valve Lubricator Metering Pump(s).
- Check setting and delivery of lubricator metering pump(s).
Comments & Notes:
8-29
10/2005
Problem 30
The Prelube Pump Is Inoperative Or Slow.
Probable Cause
1. Open Circuit Or Grounded Circuit On The Electric Motor

- Inspect the wiring of the electric prelube pump and repair the wiring, as required.
2. Open Circuit Or Grounded Circuit On The Solenoid
- Inspect the wiring of the electric prelube pump and repair the wiring, as required.
3. Low Air Pressure
- Check the prelube pump's air system for air leaks.
- Check the air compressor for correct operation.

4. No Lubrication To Air Motor
- If necessary, repair the prelube pump's air system. If necessary, replace the air
prelube pump's motor.
Comments & Notes:
Problem 31
The Engine Coolant Is Too Hot.
Probable Cause
1. Restriction Of Coolant Flow Through Radiator Core Tubes

- Clean the radiator or the heat exchanger and flush the radiator or the heat
exchanger.
2. Low Coolant Level
- Add coolant to the cooling system. Check for leaks.
3. Faulty Pressure Cap
- Check operation of the pressure cap. Install a new pressure cap, as required.
4. Combustion Gases In Coolant
- Find the source of the leakage of combustion gases into the cooling system.
Make repairs, as required:
- Cylinder liner
- Water cooled valve seat insert
5. Faulty Water Temperature Regulators
- Check water temperature regulators for correct operation. Check the water
temperature gauge for correct operation. Install new parts, as required.
6. Faulty Jacket Water Pump
- Make repairs to the jacket water pump, as required.
7. Faulty Aftercooler Pump
- Make repairs to the aftercooler pump, as required.
8. Too Much Load On The System
- Reduce the load on the system.
8-30
10/2005
Problem 31 (cont.)
10. Incorrect Coolant And/Or Flow
- The system is not balanced correctly. Repair the system, as required.
11. Scale Buildup
- Clean the cooling system.
Comments & Notes:
Problem 32
The Exhaust Temperature Is Too High.
Probable Cause
1. Inlet Air Leakage

- Check the following locations and the associated piping for air leakage. If
necessary, make the corrections.
- O-ring seals between the compressor and the aftercooler
- Air inlet shutoff
- Plugged sections
- Gaskets within aftercooler
- Plenum
2. Leakage At Exhaust System
- Find the cause of the exhaust leak. Make repairs, as required.
3. Excessive Exhaust Restriction
- Ensure that the pressure drop between the outlet of the turbocharger and the
atmosphere is less than 2.5 kPa (10 inches of H2O).
4. Insufficient Air Passage Through Filters Or Inlet Air Piping
- Ensure that the pressure drop between the inlet of the filters to the inlet of the
turbocharger is less than 1.5 kPa (5.00 inches of H2O) when the filters and the
piping is clean.
- Ensure that the pressure drop between the inlet of the filters to the turbocharger
inlet is less than 3.75 kPa (15 inches of H2O) when the filters and the piping is
dirty.
- If necessary, make adjustments to timing. Refer to Testing And Adjusting, "Fuel
System.”
6. Faulty Exhaust Valve
- Check exhaust valves for damage and replace exhaust valves, as required.
7. Faulty Turbocharger
- Inspect the turbocharger. Repair the turbocharger, if necessary. Check for low
boost pressure. Low boost pressure is 10 percent below initial boost pressure.
8. Fouled Turbocharger
- Ensure that both the compressor side and the turbine side of the turbocharger
are not fouled.
8-31
10/2005
Problem 32 (cont.)
9. The Air Inlet Temperature Is Too High.
10. Excessive Pressure Drop Through The Aftercooler (Air Side)
- Ensure that the air side of the aftercooler is not restricted or too contaminated
with soot and debris.
Use the following guidelines in order to determine if a rise in exhaust temperatures is the result of
a change in ambient conditions.
1. The exhaust manifold temperature will increase approximately 1.6 °C (2.90 °F) for
every 1.0 °C (1.80 °F) increase in the inlet air temperature.
2. The exhaust manifold temperature will increase approximately 0.2 °C (0.36 °F) for
every 1.0 °C (1.80 °F) increase in the aftercooler inlet water temperature.
Comments & Notes:
Problem 33
The Engine Oil Temperature Is Too High.
Probable Cause
1. Faulty Oil Temperature Regulators

- Check the oil temperature regulators for correct operation. Check the oil
temperature gauge for correct operation. Install new parts, as required.
2. Restriction Of Oil Flow Through The Engine Oil Cooler
- Clean the engine oil cooler and flush the engine oil cooler.
3. Engine Coolant Temperature Is Too High.
4. Low Coolant Flow
5. Crankcase Pressure Is Too High.
- Check for faulty main bearings and connecting rod bearings.
Comments & Notes:
8-32
10/2005
Problem 34
The Air Inlet Temperature Is Too High.
Probable Cause
Note: Inlet air temperatures should be compared to trends in the performance data in
addition to data that is supplied by the factory. Do not rely on the set-point of
the alarm only. High inlet manifold temperature may occur on only the front
half or the back half of the engine. This is due to a blockage that is only in one
part of the water side of the aftercooler. When the inlet manifold temperature is
being measured at the middle of the aftercooler, a hot front section or a hot
back section can be undetected. This occurs because the temperature is taken
at a point that yields an average temperature. Additional temperature
measurements must be made at the ends of the inlet manifold. Drilling of the
covers will be required.
1. Restriction Of Coolant Flow Through Aftercooler Cores

- Clean the aftercooler cores and flush the aftercooler cores.
2. Engine Coolant Temperature Is Too High.
Comments & Notes:
Problem 35
The Air Starting Motor Does Not Turn.
Probable Cause
1. Low Air Pressure

- Check the system for leaks. Check the operation of the air compressor.
2. Faulty Oil Pressure Valve (Intermittent Operation)
- Check the operation of the oil pressure valve. Set the oil pressure valve to open
at 7 kPa (1 psi). Replace the oil pressure valve, as required.
3. Inoperative Relay Valve
- Check the operation of the relay valve. Repair the relay valve or replace the relay
valve, as required.
4. Faulty Air Start Control Valve
- Repair the air start control valve or replace the air start control valve, as required.
5. Faulty Air Starting Motor
- Repair the air starting motor or replace the air starting motor, as required.
6. The Pinion Is Not Engaged.
- Ensure that the pinion is engaged with the flywheel ring gear.
8-33
10/2005
Problem 35 (cont.)
7. The Manual Barring Group Is Engaged.
- Check the manual barring group and the switches.
8. Fluid In the Cylinders
cylinder.
If the engine is not equipped with the manual valves, remove the cylinder
pressure relief
valve or plug. Inspect the cylinders for fluid while the crankshaft is being turned.
Comments & Notes:
Problem 36
The Air Starting Motor Turns Slowly Or The Air Starting Motor Has A
Loss Of Power.
Probable Cause
1. Low Air Pressure

- Check the system for leaks. Check the operation of the air compressor.
2. Malfunctioning Lubricator
- Check the lubricator for correct operation. Fill the lubricator and adjust the drip
rate.
3. Worn Motor Parts
- Disassemble the air starting motor and inspect the parts. The following guideline
should be used for determining the reusability of the motor parts:
a. Install a set of new vanes if any vane is cracked or damaged. Also, install a
set of new vanes if any vane's width is 32 mm (1.25 inch) at either end.
b. Replace rotor bearings if any roughness or looseness is apparent in the
bearings.
c. Replace the rotor if the body has deep scoring that cannot be removed with
the use of emery cloth.
d. Replace the air cylinder if there are any cracks or deep scoring.
e. Clean up end plate scoring with emery cloth that is placed on a flat surface.
4. Air Leakage
- Check the air starting motor for worn seals. Plug the exhaust. Apply 205 kPa (30
psi) air to the inlet and put the unit in nonflammable fluid for 30 seconds. If
bubbles appear, replace the motor seals.
5. External Resistance
- Disconnect driven equipment.
Comments & Notes:
8-34
10/2005
Problem 37
The Air Starting Motor's Pinion Does Not Engage With The Flywheel.
Probable Cause
1. Broken Clutch Jaws Or Other Broken Parts

- Replace the parts, as required.
2. Worn Pinion Engagement Piston
- Replace the pinion engagement piston and the seal.
Comments & Notes:
Problem 38
The Air Starting Motor Runs And The Pinion Engages. After The Pinion
Engages, The Air Starting Motor Does Not Turn The Flywheel.
Probable Cause
1. Broken Shafts, Gears Or Clutch Jaws

- Replace the parts, as required.
Comments & Notes:
8-35
10/2005
Problem 39
The Air Starting Motor's Pinion Does Not Engage Correctly With The
Flywheel.
Probable Cause
1. Dry Pinion Shaft

- Remove the drive pinion. Put clean grease on the drive shaft splines and the
drive pinion.
2. The Manual Barring Group Is Engaged.
- Check the manual barring group and the switches.
3. Fluid In The Cylinders
cylinder. If the engine is not equipped with the manual valves, remove the
cylinder pressure relief valve or plug. Inspect the cylinders for fluid while the
crankshaft is being turned.
4. Improperly Installed Pinion
- Ensure that the pinion is installed for the correct rotation.
Comments & Notes:
Problem 40
The Air Starting Motor's Pinion Does Not Disengage From The
Flywheel.
Probable Cause
1. High Air Pressure

- Check air supply pressure and the air pressure regulator.
2. Incorrect Timing Of Crank Termination
- Check the controls of the air starting motor for the correct setting for crank
termination.
3. Faulty Bearing In Air Starting Motor
- Check the condition of the bearings in the air starting motor. Replace the
bearings, as required.
Comments & Notes:
8-36
10/2005
Problem 41
The Electric Starter Motor Does Not Turn.
Probable Cause
1. Low Voltage To Starter Motor

- Check power supply to the starter motor. If necessary, make repairs.
2. The Wiring Is Faulty Or The Switch Is Faulty.
- If necessary, make repairs or replacement.
3. Starter Motor's Solenoid Is Faulty.
- Install a new solenoid.
4. The Starter Motor Is Faulty.
- If necessary, repair the starter motor or replace the starter motor.
Comments & Notes:
Problem 42
The Engine's Crankcase Pressure Is Too High.
Probable Cause
1. Engine Oil Level Is Too High.

- Remove extra oil. Find the source of the extra oil. Put the correct amount of oil in
the engine.
2. Restricted Crankcase Breathers
- Check and clean crankcase breather elements and tubes.
3. Seized Piston And/Or Stuck Piston Rings
- Replace piston assembly and cylinder liner.
4. Loose Fuel Injector
- Ensure that all fuel injectors are tight.
5. Faulty Turbocharger Seal
- Replace the turbocharger seal.
Comments & Notes:
8-37
10/2005
Problem 43
Turbocharger Surge
Note: A rapid drop in load will cause the turbocharger to surge. This is normal.
Probable Cause

- Ensure that the filters are sized properly for the engine. Ensure that the air
passages are clean and that the air passages are free of obstructions.
2. Negative Pressure In Engine Space
- Increase air pressure in engine space.
3. The Inlet Manifold Temperature Is Too High.
4. Partially Closed Air Shutoff
- Ensure that the air shutoff is in the open position.
5. Unequal Operation Between Cylinder Banks
- Ensure that the cylinder banks are operating evenly. Look for any cylinders that
are misfiring. This may be the cause of uneven operation. Refer to "Problem 9.”
6. Unequal Exhaust Back Pressure Between Cylinder Banks
- Ensure that the difference in the back pressures of the banks is within 0.5 kPa
(2.00 inch of H2O).
7. Fouled Turbocharger Compressor Or A Fouled

- Turbocharger Diffuser (Air Side)
- Ensure that the passages are free of debris. Ensure that there is not excessive
soot in the passages.
8. Damaged Turbocharger Compressor Or A Damaged Turbocharger Diffuser
- Ensure that the components are not damaged. If necessary, replace the
components or repair the components.
9. Incorrect Turbocharger Or Associated Parts
- Ensure that the installed turbocharger has the proper rating. Ensure that the parts
that are used are intended for the turbocharger that is being used.
10. High Pressure Drop In Aftercooler (Air Side)
- Ensure that the pressure drop between the compressor outlet and the intake
manifold is not excessive.
11. Fouled Turbocharger Nozzle (Turbine Side)
- On engines that use heavy fuel oil, ensure that the proper water wash intervals
are followed.
12. Excessive Turbulence At Turbocharger Air Inlet
- Ensure that transitions within the ducting to the turbocharger air inlet are not too
close to the turbocharger. Use a Caterpillar supplied air inlet elbow or follow the
guidelines that are given in the "Application and Installation Guide.”
Note: Inlet Air Piping that is common to two turbochargers should receive special
attention.
8-38
10/2005
Problem 43 (cont.)
13. Excessive Back Pressure
- On engines that use heavy fuel oil and high overlap camshafts, ensure that there
is not excessive back pressure.
14. Low Inlet Air Temperature To Turbocharger
- Ambient Air temperature that is below 0 °C (32 °F) should be noted in the rating
request. This will allow proper selection of a turbocharger. Contact your local
Caterpillar dealer.
15. Too Little Valve Lash (Unlikely Cause)
Exhaust System.”
16. Damage To Valve Train Components
- Inspect all of the following valve train components:
- Valves
- Springs
- Camshafts
- Lifters
- Rocker arms
- Pushrods
- Check for worn parts or damaged parts. Replace worn parts or damaged parts, s
required.
17. Incorrect Camshaft Installation
- Ensure that the camshafts are installed correctly. Refer to Testing And Adjusting,
"Fuel System.”
18. High Load Operation At Low Engine Speed
- Ensure that engine speed is not below 85% rated speed on engines that are not
used as gensets during high load operation.
Comments & Notes:
Problem 44
Low Boost Pressure
Probable Cause

- Ensure that the pressure drop between the inlet of the filters to the inlet of the
turbocharger is less than 1.5 kPa (5.00 inch of H2O) when the filters and the
piping is clean.
- Ensure that the pressure drop between the inlet of the filters to the turbocharger
inlet is less than 3.75 kPa (15 inch of H2O) when the filters and the piping is dirty.
2. Inlet Air Leakage
8-39
10/2005
Problem 44 (cont.)
- Check the following locations and the associated piping for air leakage. If
necessary, make corrections.
- O-ring seals between the compressor and the aftercooler

- Air inlet shutoff
- Plugged sections
- Gaskets within aftercooler
- Plenum
3. Excessive Exhaust Restriction

- Ensure that the pressure difference between the outlet of the turbocharger and
the atmosphere is less than 2.5 kPa (10 inch of H2O).
4. Damaged Turbine Nozzle Or Damaged Turbine Blades

- Ensure that the components of the turbine are not damaged.
5. Incorrect Turbocharger Or Associated Parts
- Ensure that the installed turbocharger has the proper rating. Ensure that the parts
that are used are intended for the turbocharger that is being used.
6. The Turbocharger Bearings Are Damaged Or The Turbocharger Bearings Are Not
Functioning Correctly.
- Ensure that the bearings are operating correctly and that the bearings are not
causing excessive drag.
7. Damaged Turbocharger Compressor Or Turbocharger Diffuser
- Ensure that the components are not damaged. If necessary, replace the
components or repair the components.
8. Partially Closed Air Shutoff
- Ensure that the air shutoff is in the open position.
9. The Timing Is Advanced Too Far.
- This will be only a minor influence. Refer to Testing And Adjusting, "Air Inlet And
Exhaust System.”
10. High Pressure Drop In Aftercooler (Air Side)
- Ensure that the pressure drop between the compressor outlet and the intake
manifold is not excessive.
11. Wrong Camshaft (High Overlap Camshaft)
- Ensure that the correct camshafts are installed in the engine.
12. Incorrect Valve Lash (Minor Influence)
Exhaust System.”
13. High Ambient Temperature
- Inlet manifold pressure decreases approximately 0.3% for every 1° C increase of
the temperature of the air to the turbocharger compressor.
Comments & Notes:
8-40
10/2005
Problem 45
Low Efficiency
Probable Cause
1. Ineffective Aftercooler
- Check temperature of inlet and outlet coolant supply. Remove any external
restrictions or internal restrictions.
2. Late Fuel Injection Timing
3. High Ambient Temperature
- Inlet manifold pressure decreases approximately 0.3% for every 1° C increase of
the temperature of the air to the turbocharger compressor.
4. Excessive Back Pressure
- On engines that use heavy fuel oil and high overlap camshafts, ensure that there
is not excessive back pressure.
5. Engine Misfiring
6. A Damaged Turbine Nozzle And Turbine Blades
- Ensure that the components of the turbine are not damaged.
7. A Worn Turbine Nozzle And Turbine Blades
- Ensure that the components of the turbine are not worn.
8. Generator's Efficiency Is Low.
- An engine may appear to be operating with low efficiency. Ensure that the driven
generator is operating at the correct efficiency.
9. Improper Conditions Of Fuel
- Ensure that the following fuel requirements are being met.
- Temperature
- Heating value
- Pressure
- API gravity
- Governor limiting rack setting
- Refer to Supplement, SEBU7003, "Caterpillar 3600 Series Diesel Engine Fluids
Recommendations For Lubricants, Fuels, and Coolants.”
Comments & Notes:
8-41
10/2005
Changing a Standard Rotation Engine to a Reverse Rotation Engine
Comments or Notes:
8-42
10/2005
09 Maint-Serv09final.qxd 2/24/2006 2:43 PM Page 1
Conversion Factors
Index Page
Conversion Factors Handy Multipliers for Engineers ..............................................................9-2

Conversions ............................................................................................................................9-11
Unit of Measure, Linear Measurements..................................................................................9-12
Liquid Measure ................................................................................................................9-13
Volume Conversion ..........................................................................................................9-15
Volume and Capacity Conversion ..........................................................................................9-16
Weight Conversion..................................................................................................................9-16
Power Conversion ..................................................................................................................9-16
Energy Conversion ................................................................................................................9-17
Length Conversion..................................................................................................................9-17
Pressure & Head Conversion ................................................................................................9-17
Area Conversion ....................................................................................................................9-18
Approximate Conversion ........................................................................................................9-19
Making Metric Parts ................................................................................................................9-20
bar to psi ................................................................................................................................9-21
Temperature Conversion ........................................................................................................9-22
Celcius (Centigrade) Fahrenheit Conversion Table ................................................................9-23
Temperature Conversions, Physics Formulas ........................................................................9-24
Formula for Calculating Horsepower ......................................................................................9-26
Calculations - English Fuel Rate ............................................................................................9-27
Heat Rate................................................................................................................................9-28
Atlantic Distance Table............................................................................................................9-29
Pacific Distance Table ............................................................................................................9-30
Geographic Range Table ........................................................................................................9-31
9-1 12/2004
Conversion Factors
Handy Multipliers for Engineers
English measures - unless otherwise designated, are those used in the United States, and the
units of weight and mass are avoirdupois units.
Gallon - designates the U.S. gallon. To convert into the Imperial gallon, multiply the U.S. gallon by
0.83267. Likewise, the word designates a short ton, 2,000 pounds.
Exponents - the figures 10 -1 , 10 -2 , 10 -3 , etc. denote 0.1, 0.01, 0.001, etc. respectively. The
figures 10+1 , 10+2 , 10+3 , etc. denote 10, 100, 1000, etc. respectively.
Properties of water - it freezes at 32°F, and is at its maximum density at 39.2°F. In the multipliers
using the properties of water, calculations are based on water at 39.2°F in a vacuum, weighing
62.427 pounds per cubic foot, or 8.345 pounds per U.S. gallon.
Parts Per Million - designated as P.P.M., is always by weight and is simply a more convenient
method of expressing concentration, either dissolved or undissolved material. Usually P.P.M. is
used where percent-age would be so small as to necessitate several ciphers after the decimal
point, as one part per million is equal to 0.0001 percent. As used in the sanitary field, P.P.M.
represents the number of pounds of dry solids contained in one million pounds of water, including
solids. In this field, one part per million may be expressed as 8.345 pounds of dry solids to one
million U.S. gallons of water. In the Metric system, one part per million may be expressed as one
gram of dry solids to one million grams of water, or one milligram per liter. In arriving at parts per
million by means of pounds per million gallons or milligrams per liter, it may be mentioned that the
density of the solution or suspension has been neglected and if this is appreciably different from
unity, the results are slightly in error.
9-2 12/2004
Multiply By To Obtain
Acres 43,560 Square feet
Acres 4047 Square meters
Acres 1.562x10-3 Square miles
Acres 4840 Square yards
Acre - feet 43,560 Cubic feet
Acre - feet 325,851 Gallons
Acre - feet 1233.48 Cubic meters
Atmospheres 76.0 Cms of mercury
Atmospheres 29.92 Inches of mercury
Atmospheres 33.90 Feet of water
Atmospheres 10,332 Kgs/sq meter
Atmospheres 14.70 Lbs/sq inch
Atmospheres 1.058 Tons/sq ft
Barrels - oil 42 Gallons - oil
Barrels - cement 376 Pounds - cement
Bags or sacks - cement 94 Pounds - cement
Board feet 144 sq in X 1 in Cubic inches
British Thermal Units 0.2520 Kilogram-calories
British Thermal Units 777.6 Foot-lbs
British Thermal Units 3.927x10 -4 Horsepower-hrs
British Thermal Units 107.5 Kilogram-meters
British Thermal Units 2.928x10-4 Kilowatt-hrs
BTU/min 12.96 Foot-lbs/sec
BTU/min 0.02356 Horsepower
BTU/min 0.01757 Kilowatts
BTU/min 17 Watts
Centares (Centiares) 1 Square meters
Centigrams 0.01 Grams
Centiliters 0.01 Liters
Centimeters 0.3937 Inches
Centimeters 0.01 Meters
Centimeters 10 Millimeters
Centimeters of mercury 0.01316 Atmospheres
Centimeters of mercury 0.4461 Feet of water
Centimeters of mercury 136.0 Kgs/sq meter
Centimeters of mercury 27.85 Lbs/sq ft
Centimeters of mercury 0.1934 Lbs/sq inch
Centimeters/sec 1.969 Feet/min
Centimeters/sec 0.03281 Feet/sec
Centimeters/sec 0.036 Kilometers/hr
Centimeters/sec 0.6 Meters/min
Centimeters/sec 0.02237 Miles/hr
Centimeters/sec 3.728x10-4 Miles/min
Cms/sec/sec 0.03281 Feet/sec/sec
Cubic centimeters 3.531x10-5 Cubic feet
Cubic centimeters 6.102x10-2 Cubic inches
Cubic centimeters 10-6 Cubic meters
Cubic centimeters 1.308210-6 Cubic yards
Cubic centimeters 2.642x10-4 Gallons
Cubic centimeters 9.999x10-4 Liters
Cubic centimeters 2.113x10-3 Pints (liq)
Cubic centimeters 1.057x10-3 Quarts (liq)
Cubic feet 2.832x10+4 Cubic cms
Cubic feet 1728 Cubic inches
Cubic feet 0.02832 Cubic meters
Cubic feet 0.03704 Cubic yards
Cubic feet 7.48052 Gallons
Cubic feet 28.32 Liters
Cubic feet 59.84 Pints (liq)
Cubic feet 29.92 Quarts (liq)
Cubic feet/min 472.0 Cubic cms/sec
Cubic feet/min 0.1247 Gallons/sec
9-3 12/2004
Cubic feet/min 0.4719 Liters/sec
Cubic feet/min 62.43 Pounds of water/min
Cubic feet/sec 0.646317 Millions gals/day
Cubic feet/sec 448.831 Gallons/min
Cubic inches 16.39 Cubic centimeters
Cubic inches 5.787x10-4 Cubic feet
Cubic inches 1.639x10-5 Cubic meters
Cubic inches 2.143x10-5 Cubic yards
Cubic inches 4.329x10-3 Gallons
Cubic inches 1.639x10-2 Liters
Cubic inches 0.03463 Pints (liq)
Cubic inches 0.01732 Quarts (liq)
Cubic meters 10+6 Cubic centimeters
Cubic meters 35.31 Cubic feet
Cubic meters 61023 Cubic inches
Cubic meters 1.308 Cubic yards
Cubic meters 264.2 Gallons
Cubic meters 999.97 Liters
Cubic meters 2113 Pints (liq)
Cubic meters 1057 Quarts (liq)
Cubic yards 764,554.86 Cubic centimeters
Cubic yards 27 Cubic feet
Cubic yards 46,656 Cubic inches
Cubic yards 0.7646 Cubic meters
Cubic yards 202.0 Gallons
Cubic yards 764.5 Liters
Cubic yards 1616 Pints (liq)
Cubic yards 807.9 Quarts (liq)
Cubic yards/min 0.45 Cubic feet/sec
Cubic yards/min 3.366 Gallons/sec
Cubic yards/min 12.74 Liters/sec
Decigrams 0.1 Grams
Deciliters 0.1 Liters
Decimeters 0.1 Meters
Degrees (angle) 60 Minutes
Degrees (angle) 0.01745 Radians
Degrees (angle) 3600 Seconds
Degrees/sec 0.01745 Radians/sec
Degrees/sec 0.1667 Revolutions/min
Degrees/sec 0.002778 Revolutions/sec
Dekagrams 10 Grams
Dekaliters 10 Liters
Dekameters 10 Meters
Drams 27.34375 Grains
Drams 0.0625 Ounces
Drams 1.771845 Grams
Fathoms 6 Feet
Feet 30.48 Centimeters
Feet 12 Inches
Feet 0.3048 Meters
Feet 1/3 Yards
Feet of water 0.0295 Atmospheres
Feet of water 0.8826 Inches of Hg
Feet of water 304.8 Kgs/sq meter
Feet of water 62.43 Lbs/sq ft
Feet of water 0.4335 Lbs/sq inch
Feet/min 0.5080 Centimeters/sec
Feet/min 0.01667 Feet/sec
Feet/min 0.01829 Kilometers/hr
Feet/min 0.3048 Meters/min
Feet/min 0.01136 Miles/hr
Feet/sec 30.48 Centimeters/sec
9-4 12/2004
Feet/sec 1.097 Kilometers/hr
Feet/sec 0.5924 Knots
Feet/sec 18.29 Meters/min
Feet/sec 0.6818 Miles/hr
Feet/sec 0.01136 Miles/min
Feet/sec/sec 30.48 Cms/sec/sec
Feet/sec/sec 0.3048 Meters/sec/sec
Foot - pounds 1.286x10-3 BTU's
Foot - pounds 5.050x10-7 Horsepower-hrs
Foot - pounds 3.240x10-4 Kilogram-calories
Foot - pounds 0.1383 Kilogram-meters
Foot - pounds 3.766x10-7 Kilowatt-hours
Foot - pounds/min 2.140x10-5 BTU/sec
Foot - pounds/min 0.01667 Foot-pounds/sec
Foot - pounds/min 3.030x10-5 Horsepower
Foot - pounds/min 5.393x10-3 Gm-calories/sec
Foot - pounds/min 2.260x10-5 Kilowatts
Foot - pounds/sec 7.704x10-2 BTU/min
Foot - pounds/sec 1.818x10-3 Horsepower
Foot - pounds/sec 1.941x10-2 Kg-calories/min
Foot - pounds/sec 1.356x10-3 Kilowatts
Gallons 3785 Cubic cm
Gallons 0.1337 Cubic feet
Gallons 231 Cubic inches
Gallons 3.785x10-3 Cubic meters
Gallons 4.951x10-3 Cubic yards
Gallons 3.785 Liters
Gallons 8 Pints (liq)
Gallons 4 Quarts (liq)
Gallons-Imperial 1.20095 US gallons
Gallons-US 0.83267 Imperial gallons
Gallons water 8.345 Pounds of water
Gallons/min 2.228x10-3 Cubic feet/sec
Gallons/min 0.06308 Liters/sec
Gallons/min 8.0208 Cu ft/hr
Grains (troy) 0.06480 Grams
Grains (troy) 0.04167 Pennyweight (troy)
Grains (troy) 2.0833x10-3 Ounces (troy)
Grains/US gal 17.118 Parts/million
Grains/US gal 142.86 Lbs/million gal
Grains/Imp gal 14.254 Parts/million
Grams 980.7 Dynes
Grams 15.43 Grains
Grams .001 Kilograms
Grams 1000 Milligrams
Grams 0.03527 Ounces
Grams 0.03215 Ounces (troy)
Grams 2.205x10-3 Pounds
Grams/cm 5.600x10-3 Pounds/inch
Grams/cu cm foot 62.43 Pounds/cubic
Grams/cu cm inch 0.03613 Pounds/cubic
Grams/liter 58.416 Grains/gal
Grams/liter gals 8.345 Pounds/1000
Grams/liter foot 0.06242 Pounds/cubic
Grams/liter 1000 Parts/million
Hectares 2.471 Acres
Hectares 1.076x10+5 Square feet
9-5 12/2004
Hectograms 100 Grams
Hectoliters 100 Liters
Hectometers 100 Meters
Hectowatts 100 Watts
Horsepower 42.44 BTU/min
Horsepower 33,000 Foot-lbs/min
Horsepower 550 Foot-lbs/sec
Horsepower 1.014 HP (metric)
Horsepower 10.547 Kg-calories/min
Horsepower 0.7457 Kilowatts
Horsepower 745.7 Watts
Horsepower (boiler) 33,493 BTU/hr
Horsepower (boiler) 9.809 Kilowatts
Horsepower-hours 2546 BTU
Horsepower-hours 1.98x10+6 Foot-lbs
Horsepower-hours 641.6 Kilogram-calories
Horsepower-hours 2.737x10+5 Kilogram-meters
Horsepower-hours 0.7457 Kilowatt-hours
Inches 2.540 Centimeters
Inches of mercury 0.03342 Atmospheres
Inches of mercury 1.133 Feet of water
Inches of mercury 345.3 Kgs/sq meter
Inches of mercury 70.73 Lbs/sq ft
Inches of mercury (32°F) 0.491 Lbs/sq inch
Inches of mercury 3.38 Kilopascal
Inches of water 0.002458 Atmospheres
Inches of water 0.07355 Inches of Hg
Inches of water 25.40 Kgs/sq meter
Inches of water 0.578 Ounces/sq inch
Inches of water 5.202 Lbs/sq foot
Inches of water 0.03613 Lbs/sq inch
Inches of water .249 Kilopascal
Kilograms 980,665 Dynes
Kilograms 2.205 Lbs
Kilograms 1.102x10-3 Tons (short)
Kilograms 10+3 Grams
Kilograms-cal/sec 3.968 BTU/sec
Kilograms-cal/sec 3086 Foot-lbs/sec
Kilograms-cal/sec 5.6145 Horsepower
Kilograms-cal/sec 4186.7 Watts
Kilogram-cal/min 3085. Foot-lbs/min
Kilogram-cal/min 0.09351 Horsepower
Kilogram-cal/min 69.733 Watts
Kgs/meter 6.720 Lbs/foot
Kgs/sq meter 9.678x10-5 Atmospheres
Kgs/sq meter 3.281x10-3 Feet of water
Kgs/sq meter 2.896x10-3 Inches of Hg
Kgs/sq meter 0.2048 Lbs/sq foot
Kgs/sq meter 1.422x10-3 Lbs/sq inch
Kgs/sq millimeter 10+6 Kgs/sq meter
Kiloliters 10+3 Liters
Kilometers 10+5 Centimeters
Kilometers 3281 Feet
Kilometers 10+3 Meters
Kilometers 0.6214 Miles
Kilometers 1094 Yards
Kilometers/hr 27.78 Centimeters/sec
Kilometers/hr 54.68 Feet/min
Kilometers/hr 0.9113 Feet/sec
Kilomteters/hr .5399 Knots
Kilometers/hr 16.67 Meters/min
9-6 12/2004
Kilometers/hr 0.6214 Miles/hr
Kilopascal (kPa) 4.0 Inch of Water
Kilopascal (kPa) .30 Inch of Mercury
Kilopascal (kPa) .145 PSI
Kms/hr/sec 27.78 Cms/sec/sec
Kms/hr/sec 0.9113 Ft/sec/sec
Kms/hr/sec 0.2778 Meters/sec/sec
Kilowatts .948 BTU's
Kilowatts 56.907 BTU/min
Kilowatts 4.425x10+4 Foot-lbs/min
Kilowatts 737.6 Foot-lbs/sec
Kilowatts 1.341 Horsepower
Kilowatts 14.34 Kg-calories/min
Kilowatts 10+3 Watts
Kilowatt-hours 3414.4 BTU
Kilowatt-hours 2.655x10+6 Foot-lbs
Kilowatt-hours 1.341 Horsepower-hrs
Kilowatt-hours 860.4 Kilogram-calories
Kilowatt-hours 3.671x10+5 Kilogram-meters
Liters 10+3 Cubic centimeters
Liters 0.03531 Cubic feet
Liters 61.02 Cubic inches
Liters 10-3 Cubic meters
Liters 1.308x10-3 Cubic yards
Liters 0.2642 Gallons
Liters 2.113 Pints (liq)
Liters 1.057 Quarts (liq)
Liters/min 5.886x10-4 Cubic ft/sec
Liters/min 4.403x10-3 Gals/sec
Lumber Width (in) x Thickness (in) Length (ft) Board feet
12
Meters 100 Centimeters
Meters 3.281 Feet
Meters 39.37 Inches
Meters 10-3 Kilometers
Meters 10+3 Millimeters
Meters 1.094 Yards
Meters/min 1.667 Centimeters/sec
Meters/min 3.281 Feet/min
Meters/min 0.05468 Feet/sec
Meters/min 0.06 Kilometers/hr
Meters/min 0.03728 Miles/hr
Meters/sec 196.8 Feet/min
Meters/sec 3.281 Feet/sec
Meters/sec 3.6 Kilometers/hr
Meters/sec 0.06 Kilometers/min
Meters/sec 2.237 Miles/hr
Meters/sec 0.03728 Miles/min
Microns 10-6 Meters
Miles 1.609x10+5 Centimeters
Miles 5280 Feet
Miles 1.609 Kilometers
9-7 12/2004
Miles 1760 Yards
Miles/hr 44.70 Centimeters/sec
Miles/hr 88 Feet/min
Miles/hr 1.467 Feet/sec
Miles/hr 1.609 Kilometers/hr
Miles/hr 0.8689 Knots
Miles/hr 26.82 Meters/min
Miles/min 2682 Centimeters/sec
Miles/min 88 Feet/sec
Miles/min 1.609 Kilometers/min
Miles/min 60 Miles/hr
Milliers 10+3 Kilograms
Milligrams 10-3 Grams
Milliliters 10-3 Liters
Millimeters 0.1 Centimeters
Millimeters 0.03937 Inches
Milligrams/liter 1 Parts/million
Million gals/day 1.54723 Cubic ft/sec
Miner's inches 1.5 Cubic ft/min
Minutes (angle) 2.909x10-4 Radians
Newton meter (N.m) 8.9 Pound inch ("#)
Newton meter (N.m) .74 Pound feet ('#)
Ounces 16 Drams
Ounces 437.5 Grains
Ounces 0.0625 Pounds
Ounces 28.3495 Grams
Ounces 0.9115 Ounces (troy)
Ounces 2.790x10-5 Tons (long)
Ounces 2.835x10-5 Tons (metric)
Ounces (troy) 480 Grains
Ounces (troy) 20 Pennyweights (troy)
Ounces (troy) 0.08333 Pounds (troy)
Ounces (troy) 31.10348 Grams
Ounces (troy) 1.09714 Ounces (avoir.)
Ounces (fluid) 1.805 Cubic inches
Ounces (fluid) 0.02957 Liters
Ounces/sq inch 0.0625 Lbs/sq inch
Parts/million 0.0584 Grains/US gal
Parts/million 0.07015 Grains/Imp gal
Parts/million 8.345 Lbs/million gal
Pennyweights (troy) 24 Grains
Pennyweights (troy) 1.55517 Grams
Pennyweights (troy) 0.05 Ounces (troy)
Pennyweights (troy) 4.1667x10-3 Pounds (troy)
Pounds 16 Ounces
Pounds 256 Drams
Pounds 7000 Grains
Pounds 0.0005 Tons (short)
Pounds 453.5924 Grams
Pounds 1.21528 Pounds (troy)
Pounds 14.5833 Ounces (troy)
Pounds (troy) 5760 Grains
Pounds (troy) 240 Pennyweights (troy)
Pounds (troy) 12 Ounces (troy)
Pounds (troy) 373.2417 Grams
Pounds (troy) 0.822857 Pounds (avoir.)
Pounds (troy) 13.1657 Ounces (avoir.)
Pounds (troy) 3.6735x10-4 Tons (long)
Pounds (troy) 4.1143x10-4 Tons (short)
Pounds (troy) 3.7324x10-4 Tons (metric)
9-8 12/2004
Pound inch .113 Newton meter
Pound foot 1.36 Newton meter
Pounds of water 0.01602 Cubic feet
Pounds of water 27.68 Cubic inches
Pounds of water 0.1198 Gallons
Pounds of water/min 2.670x10-4 Cubic ft/sec
Pounds/cubic foot 0.01602 Grams/cubic cm
Pounds/cubic foot 16.02 Kgs/cubic meters
Pounds/cubic foot 5.787x10-4 Lbs/cubic inch
Pounds/cubic inch 27.68 Grams/cubic cm
Pounds/cubic inch 2.768x10+4 Kgs/cubic meter
Pounds/cubic inch 1728 Lbs/cubic foot
Pounds/foot 1.488 Kgs/meter
Pounds/inch 178.6 Grams/cm
Pounds/sq foot 0.01602 Feet of water
Pounds/sq foot 4.882 Kgs/sq meter
Pounds/sq foot 6.944x10-3 Pounds/sq inch
Pounds/sq inch 0.06804 Atmospheres
Pounds/sq inch 2.307 Feet of water
Pounds/sq inch 2.036 Inches of Hg
Pounds/sq inch 703.1 Kgs/sq meter
Pound/sq inch (psi) 6.89 Kilopascal
Quadrants (angle) 90 Degrees
Quadrants (angle) 5400 Minutes
Quadrants (angle) 1.571 Radians
Quarts (dry) 67.20 Cubic inches
Quarts (liq) 57.75 Cubic inches
Quintal, Argentine 101.28 Pounds
Quintal, Brazil 129.54 Pounds
Quintal, Castile, Peru 101.43 Pounds
Quintal, Chile 101.41 Pounds
Quintal, Mexico 101.47 Pounds
Quintal, Metric 220.46 Pounds
Quires 25 Sheets
Radians 57.30 Degrees
Radians 3438 Minutes
Radians 0.637 Quadrants
Radians/sec 57.30 Degrees/sec
Radians/sec 0.1592 Revolutions/sec
Radians/sec 9.549 Revolutions/min
Radians/sec/sec 573.0 Revs/min/min
Radians/sec/sec 0.1592 Revs/sec/sec
Reams 500 Sheets
Revolutions 360 Degrees
Revolutions 4 Quadrants
Revolutions 6.283 Radians
Revolutions/min 6 Degrees/sec
Revolutions/min 0.1047 Radians/sec
Revolutions/min 0.01667 Revolutions/sec
Revolutions/min/min 1.745x10-3 Radians/sec/sec
Revolutions/min/min 2.778x10-4 Revs/sec/sec
Revolutions/sec 360 Degrees/sec
Revolutions/sec 6.283 Radians/sec
Revolutions/sec 60 Revolutions/min
Revolutions/sec/sec 6.283 Radians/sec/sec
Revolutions/sec/sec 3600 Revs/min/min
Seconds (angle) 4.848x10-6 Radians
Square centimeters 1.076x10-3 Square feet
Square centimeters 0.1550 Square inches
Square centimeters 10-4 Square meters
Square centimeters 100 Square millimeters
Square feet 2.296x10-5 Acres
9-9 12/2004
Square feet 929.0 Square centimeters

Square feet 144 Square inches
Square feet 0.09290 Square meters
Square feet 3.587x10-8 Square miles
Square feet 1/9 Square yards
1 8.0208 Overflow rate (ft/hr)
Sq ft/gal/min
Square inches 6.452 Square centimeters
Square inches 6.944x10-3 Square feet
Square inches 645.2 Square millimeters
Square kilometers 247.1 Acres
Square kilometers 10.76x10+6 Square feet
Square kilometers 10+6 Square meters
Square kilometers 0.3861 Square miles
Square kilometers 1.196x10+6 Square yards
Square meters 2.471x10-4 Acres
Square meters 10.76 Square feet
Square meters 3.861x10-7 Square miles
Square meters 1.196 Square yards
Square miles 640 Acres
Square miles 27.88x10+6 Square feet
Square miles 2.590 Square kilometers
Square miles 3.098x10+6 Square yards
Square millimeters 0.01 Square centimeters
Square millimeters 1.550x10-3 Square inches
Square yards 2.066x10-4 Acres
Square yards 9 Square feet
Square yards 0.8361 Square meters
Square yards 3.228x10-7 Square miles
Temp (°C) + 273 1 Abs temp (°C)
Temp (°C) + 17.78 1.8 Temp (°F)
Temp (°F) + 460 1 Abs temp (°F)
Temp (°F) - 32 5/9 Temp (°C)
Tons (long) 1016 Kilograms
Tons (long) 2240 Pounds
Tons (long) 1.12000 Tons (short)
Tons (metric) 10+3 Kilograms
Tons (metric) 2205 Pounds
Tons (short) 2000 Pounds
Tons (short) 32,000 Ounces
Tons (short) 907.1848 Kilograms
Tons (short) 2430.56 Pounds (troy)
Tons (short) 0.89287 Tons (long)
Tons (short) 29166.66 Ounces (troy)
Tons (short) 0.90718 Tons (metric)
Tons of water/24 hrs 83.333 Pounds water/hr
Tons of water/24 hrs 0.16643 Gallons/min
Tons of water/24 hrs 1.3349 Cu ft/hr
Watts 0.05686 BTU/min
Watts 44.25 Foot-lbs/min
Watts 0.7376 Foot- lbs/sec
Watts 1.341x10-3 Horsepower
Watts 0.01434 Kg-calories/min
Watts 10-3 Kilowatts
Watt-hours 3.414 BTU
Watt-hours 2655 Foot-lbs
Watt-hours 1.341x10-3 Horsepower-hrs
Watt-hours 0.8604 Kilogram-calories
9 - 10 12/2004
Watt-hours 367.1 Kilogram-meters
Watt-hours 10-3 Kilowatt-hours
Yards 91.44 Centimeters
Yards 3 Feet
Yards 36 Inches
Yards 0.9144 Meters
Conversions
English > SI
Millimeter (mm) - inch x 25.4
Liter (L) = inch x 0.016
Gram (g) = ounce x 28.3
Kilogram (kg) = pound x 0.454
Kilonewton (kN) = pound x 0.00445
Newton Meter (N·m) = lb·ft x 1.36
Kilopascal (kPa) = psi x 6.89
Kilowatt (kW) = hp x 0.746
Kilojioule (kJ) - Btu x 1.055
° Celsius (°C) = -2.98896 Kpa
SI > English
Inch = 0.03937 x mm
Inch = liter x 61
Gallon = liter x 0.26
Ounce = gram x 0.035
Pound - kg x 2.2
Pound = k N x 225
lb·ft - N·m x 0.74
psi - kPa x 0.145
hp = kW x 1.34
Btu = kJ x 0.948
Btu/min = kW x 56.869
°Fahrenheit = (°C x 1.8) + 32
SI Prefixes
1 000 000 000 G giga

1 000 000 M mega
1 000 k kilo
100 h hecto
10 da deca
0.1 d deci
0.01 c centi
0.001 m milli
0.000 01 µ micro
0.000 000 001 n nano
9 - 11 12/2004
Unit of Measure
Linear Measurements
Nautical measurements
1 cable = 608 feet (British measure)

1 cable = 185 meters (British measure)
1 cable = 10.1 nautical mile
10 cables = 1 nautical mile
1 fathom = 6 feet, 2 yards
1 fathom = 1.83 meters
1 nautical mile = 1.15 statute mile
1 nautical mile = 1.852 kilometers
1 nautical mile = 2,025 yards
1 nautical mile = 6,076.1155 feet
1 knot = 1 nautical mile/hour
1 knot = 1.15 statute mile/hour
U.S. Customary System
1 statute mile = 5,280 feet

1 statute mile = 1,760 yards
1 nautical mile = 6,076.1155 feet
1 nautical mile = 2,026 yards
1 inch = 2.54 centimeters
1 inch = 25.4 millimeters
1 foot = 0.3048 meter
1 foot = 0.17 fathoms
1 yard = 0.91 meters
1 statute mile = 1.61 kilometers
1 statute mile = 0.87 nautical mile
Metric System
1 millimeter = 0.04 inch

1 meter = 3.28 feet
1 meter = 0.55 fathoms
1 kilometer = 0.54 nautical mile
1 kilometer = 0.62 statute mile
9 - 12 12/2004
Mass & Weight
16 ounces = 1 pound
1 pound = 0.45 kilogram
1 short ton = 2,000 pounds
1 long ton = 2,240 pounds
1 kilogram = 35.24 ounces
1 kilogram = 2.20 pounds
Liquid Measure
U.S. Customary system
1 gallon = 8.33 pounds

1 pint = 0.47 liters
1 quart = 0.95 liters
1 gallon = 3.78 liters
Metric System
1 liter = 33.8 ounces

1 liter = 2.1 pints
1 liter = 1.1 quart
1 liter = 0.264 gallons
1 liter = 0.0351 cubic feet
1 cubic meter = 264 gallons
1 cubic meter = 35.3 cubic feet
1 cubic meter = 1.35 cubic yards
Miscellaneous
1 cubic foot = 62.4 pounds fresh water

1 cubic foot = 64 pounds sea water
1 long ton = 35 cubic feet fresh water
1 cubic foot = 56 pounds ice
1 long ton = 35 cubic feet salt water
1 ton (measurement) =40 cubic feet
1 ton register = 100 cubic feet
1 barrel (oil) = 42 gallons
1 ton (oil) = 269 gallons
1 ton (oil) = 6.4 barrels
Barometric Pressure
Inch of mercury = 33.864 millibars

1 millibar = 0.030 inches of mercury
Area
1 square ft = 144 square inches

1 square inch = 6.5 square centimeters
1 square yard = 9 square ft.
9 - 13 12/2004
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Temperature Conversions
Physics Formulas
Distance
Velocity =
Time
Distance = (Velocity) x (Time)
Distance
Time =
Velocity
Distance
Time =
Velocity
Force = (Mass) x (Acceleration)
Force
Mass =
Acceleration
Force
Acceleration =
Mass
Momentum = (Mass) x (Velocity)
Work = (Force) x (Distance)
Work
Power =
Time
Heat = (Mass) x (Specific Heat) x (Temperature Change)
or
Heat = (M) x (C) x (T) M =
Where M = Mass
C = Specific Heat
T = Temperature Change
9 - 24 12/2004
Btu = Heat required to raise 1 pound of water 1° F
Calorie = Heat required to raise 1 gram of water 1°C
Absolute Zero = is the temperature at which matter has given up all thermal energy.
Absolute Zero = 0°K (Kelvin) or -273°C (Centigrade) or -459°F (Fahrenheit)
Speed Droop: Droop, Speed Droop, or regulation terms used interchangeably to describe
relationship of engine speed and load in steady-state operation.
Speed @ Zero Load - Speed A@ Full Load

Time = x 100
Speed @ Full Load
Isochronous: 0% droop, i.e., speed unchanged from zero to full load. This demanding precise
frequency control or automatic paralleling.
9 - 25 12/2004
Formula for Calculating Horsepower
2 ⎭⎤ r x TORQUE X RPM
Horsepower =
33,000
This formula was established by James Watt in the 1800's and requires some known values:
- Average horse walks at 2 1/2 MPH.
- Average horse pulls with a force of 150 pounds.
- 1 mile = 5,280 feet
- r = distance from center line of shaft, usually 1 foot
With this background, we will be able to establish the Horsepower formulas used today.
5,280 feet X 2 ½MPH = 13,200 FEET per HOUR
13200 FT/HR
= 220 FEET per MINUTE
60 Minutes
220 FT/MIN x 150 POUNDS = 33,000 FT. LBS/per MIN
220 ⎭⎤ r = 6.2831853
33,000
= 5252
6.2831853
Thus we get the familiar formula used today in calculating Hp.
Torque x RPM
HP =
5252
or expressed another way as
HP X 5252
Torque =
RPM
9 - 26 12/2004
Calculations - English
Fuel Rate (gallon/min)
Assume 35 API distillate fuel, fuel density = 7.001 lb/gal
Grams BkW 1 hr 2.205 lb 1 U.S. Gal U.S.

Gallon
----------- X ----------- X ----------- X ----------- X ------------ = -------------
bkW-hr 1 60 min 1000g 7.001 lb minute
Reduced Equation
(g/bkW·hr)(bkW)(0.000005293) = U.S. Gallon

minute
Example
(200 g/bkW·hr)(1850 bkW)(0.000005293) = 1.9 U.S. Gallon

minute
lb hp 1 hr 1 Gal
U.S. Gallon
1.1 X ----------- X ----------- X ----------- X ------------- = -------------
hp hr 1 60 min 7.001 lb minute
Reduced Equation
(lb/hp·hr)(hp)(0.002381) = U.S. Gallon

minute
Example
(0.329 lb/hp·hr)(2480 hp)(0.002381) = 1.9 U.S. Gallon

minute
9 - 27 12/2004
Heat Rate (BTU/ek·hr)

Assume fuel with a LHBV of 42,780 kJ/kg, 96.5% efficient
G 18kW 1 kg 42,780 kJ BTU BTU

----------- X ----------- X ----------- X ----------- X ------------- = --------------
bkW-hr 0.965 ekW 1000g Kg 1,055 kJ minute
Reduced Equation
(g/bkW·hr)(42.02) = BTU
ekW·hr
Example
(200 g/bkW·hr)(42.02) = 8404 BTU

ekW·hr
Power (hp)
Power (hp) = BMEP (psi) x SPEED (rpm) x DISP (in3)

792,000
= BMEP (psi) x SPEED (rpm)

K
K= 792,000
DISPLACEMENT (in3)
Power (hp)
Power (hp) = TORQUE (lb ft) x SPEED (rpm)

5252
Torque (lb·ft)
TORQUE (lb·ft) = BMEP (psi) x DISPLACEMENT (in3)

150,797
BMEP (psi) X C
= DISPLACEMENT
150.797
Torque (lb·ft)
TORQUE (lb·ft) = POWER (hp) x 5252

SPEED (rpm)
Torque (lb·ft)
13,051 (lb·ft)= 2480 (hp) x 5252

1000 (rpm)
9 - 28 12/2004
9 - 29 12/2004
9 - 30 12/2004
Geographic Range Table

The following table gives the appropriate geographic range of visibility for an object that may be
seen by an observer at sea level. It also provides the approximate distance to the visible horizon
for various heights of eye. To determine the geographic range of an object, you must add the
range for the observer’s height of eye and the range for the object’s height. For instance, if the
object seen is 65 feet above sea level, and the observer’s height of eye is 35 feet above sea level,
then the object will be visible at a distance of no more than 16.3 miles:
Height of eye: 35 feet Range = 6.9 nm
Object Height: 65 feet Range = 9.4 nm
Computed geographic range = 16.3 nm
The standard formula is d=1.17 x square root of H + 1.17 x square root of h. Where d = visible
distance, H = height of the object, and h the height of eye of the observer. (1 nautical mile is =
1.15 statute mile).
HEIGHT DISTANCE
Feet Meters International
Nautical Miles
5 1.5 2.6
10 3.0 3.7
15 6.1 5.2
20 6.1 5.2
25 7.6 5.9
30 9.1 6.4
35 10.7 6.9
40 12.2 7.4
45 13.7 7.8
50 15.2 8.3
55 16.8 8.7
60 18.3 9.1
65 19.8 9.4
70 21.3 9.8
75 22.9 10.1
80 24.4 10.5
85 25.9 10.8
90 27.4 11.1
95 29.0 11.4
100 30.5 11.7
110 33.5 12.3
120 36.6 12.8
130 39.6 13.3
140 42.7 13.8
150 45.7 14.3
200 61.0 16.5
250 76.2 18.5
300 91.4 20.3
350 106.7 21.9
400 121.9 23.4
450 137.2 24.8
500 152.4 26.2
550 167.6 27.4
600 182.9 28.7
650 198.1 29.8
700 213.4 31.0
800 243.8 33.1
900 274.3 35.1
1000 304.8 37.0
9 - 31 12/2004
9 - 32 12/2004
Engine System - Distillate Fuel Oil
Index
Engine Fuel System Description ............................................................................................10-2

Engine Fuel Flow Rates..........................................................................................................10-3
Bulk Storage And Delivery Systems ......................................................................................10-3
Day Tank (Distillate Fuel Service Tank) ..................................................................................10-4
Emergency Pump ..................................................................................................................10-4
Setting Tank ............................................................................................................................10-5
Fuel Cleanliness ....................................................................................................................10-5
Water Separation ....................................................................................................................10-5
Centerfuges ............................................................................................................................10-6
Suction Strainer ............................................................................................................10-7
Centrifuge Supply Pump ..............................................................................................10-7
Fuel Heater....................................................................................................................10-7
Customer Connections ..........................................................................................................10-7
Flex Connections ....................................................................................................................10-7
Fuel Lines ..............................................................................................................................10-7
Pressure and Flow Monitoring ......................................................................................10-7
Fuel Recommendations ..........................................................................................................10-8
Cetane Number ......................................................................................................................10-8
Filtering ..................................................................................................................................10-8
Pour Point ..............................................................................................................................10-8
Cloud Point ............................................................................................................................10-8
Sulfur ......................................................................................................................................10-8
Viscosity ..................................................................................................................................10-8
Additives ................................................................................................................................10-9
Fuel Sulfur Content ................................................................................................................10-9
Specific Gravity ....................................................................................................................10-10
Fuel Temperature..................................................................................................................10-10
Fuel Coolers..........................................................................................................................10-10
Day Tank Sizing As A Heat Sink ..........................................................................................10-10
Specific Gravity and Density ................................................................................................10-10
Day Tank Calculations ..........................................................................................................10-11
Day Tank Thermal Capacity Calculation ..............................................................................10-11
Fuel Heaters ........................................................................................................................10-12
Useful Fuel Formulas and Data ............................................................................................10-12
Burning Used Crankcase Oil ................................................................................................10-13
Centrifuge No.1, No. 2 ..........................................................................................................10-13
Metering Pump......................................................................................................................10-13
Static Mixer ..........................................................................................................................10-13
Reference Material................................................................................................................10-13
3606 and 3608 Engine Fuel Flow Schematic ......................................................................10-14
3612 and 3616 Engines Fuel Flow Schematic ....................................................................10-14
Fuel System Schematic ........................................................................................................10-15
Distillate Fuel Supply System ..............................................................................................10-15
Distillate Fuel Centrifuge System..........................................................................................10-16
Centrifuge Module Schematic ..............................................................................................10-16
10 - 1 12/2004
Engine Fuel System Description

Refer to Figures 1, 2, and 3 on pages 24, 25 and 26 for schematics of the engine fuel system. The
standard primary fuel system components include an engine driven fuel transfer pump, duplex
media type filters (secondary), unit fuel injectors and a fuel pressure regulator. Optional Caterpillar
supplied fuel system components include flexible hoses, a manual fuel priming pump, and a
duplex primary fuel strainer.
If used, the primary duplex fuel strainer is installed remote from the engine in the transfer pump
suction line. The strainer has 178 micron (0.007 in.) cleanable elements. The manual priming
pump is installed on the engine in parallel to the engine driven pump. The manual pump helps to
bleed air from the fuel piping before initial engine operation and following engine maintenance
(filter element changes, injector replacement, etc.). It has a suction lift of 2.6 m (8.5 ft) and a flow
of 38 L (10 gal) per 115 revolutions. The manual priming pump has a lift of 7.8 m (25.5 ft) if the
fuel lines between the fuel tank and the pump are full, as after a filter element change.
To avoid air suction into the fuel transfer pump at low suction pressures and seal leakage at high
suction pressures, the fuel pressure at the engine driven transfer pump at rated speed must be
greater than -39 kPa (-5.7 psi) or less than 100 kPa (14.5 psi). If the manual priming pump is used
the suction pressure must be less than 50 kPa (7.25 psi). The engine driven transfer pump may be
used for fuel with a viscosity up to 40 cSt at 50°C. Higher viscosity fuels require a fuel booster
module to circulate and heat the fuel prior to engine operation (see the Heavy Fuel Oil section of
this guide).
The engine driven transfer pump delivers fuel to the unit injectors via the secondary fuel filters.
The 5 micron (0.0002 in.) duplex filters are usually both in service for normal operation, although
one housing may be isolated at a time during operation for filter replacement if required. The
recommended fuel delivery pressure to the injectors is 414-690 kPa (60-100 psi) at rated speed.
The unit injector combines the functions of pumping, metering and injecting into a single unit. It is
mounted in the cylinder head at the centerline of each cylinder. External manifolds supply fuel from
the transfer pump to the drilled passages in the cylinder head, eliminating the need for high
pressure fuel lines. A 100 micron (0.004 in.) edge type filter within each injector prevents
contaminants from entering the injector during maintenance. Fuel circulates through the injectors
and the portion that is not used for combustion cools the injectors and is returned to the fuel tank
via the pressure regulating valve. For heavy fuel oil applications a special cooling circuit is
designed in the unit injector to supply and circulate the coolant through the injector tip (see the
Heavy Fuel Oil section of this guide).
The fuel delivery pressure to the injectors is controlled by adjusting the pressure regulating valve
on site. The valve is a spring loaded variable orifice type mounted on the front right side of the
engine, and it maintains adequate injector supply pressure for all engine speed and load ranges.
The pressure regulator must be adjusted at the installation site. To provide 414-690 kPa (60-100
psi) fuel to the injectors, the fuel return line restriction must not exceed 350 kPa (51 psi) at rated
engine speed.
Engine Fuel Flow Rates
Refer to the table on the next page for 3600 engine fuel flow rates and heat rejections at various
engine speeds.
10 - 2 12/2004
3600 Engine Fuel Flow

Rated Fuel Flow-L/min (gal/min) Fuel Heat Rejection
Speed Without Injector
rpm to Engine from Engine Tip, Cooling, kW (Btu/min)
3606 1000 41.5 (11.0) 32.4 ( 8.6) 12.5 (712)

900 38.0 (10.0) 30.0 ( 7.9) 11.0 (626)
750 31.5 ( 8.3) 24.5 ( 6.5) 10.5 (598)
720 30.0 ( 7.9) 23.6 ( 6.2) 10.0 (567)
3608 1000 41.5 (11.0) 30.0 ( 7.9) 16.7 (951)

900 38.0 (10.0) 27.6 ( 7.3) 14.6 (831)
750 31.5 ( 8.3) 22.6 ( 6.0) 14.0 (797)
720 30.0 ( 7.9) 21.4 ( 5.6) 13.3 (575)
3612 1000 78.5 (20.7) 60.1 (15.9) 25.0 (1423)

900 72.0 (19.0) 55.4 (14.6) 22.0 (1252)
750 61.2 (16.2) 47.3 (12.5) 20.2 (1150)
720 58.1 (15.3) 45.2 (11.9) 19.1 (1087)
3616 1000 78.5 (20.7) 55.2 (14.6) 33.3 (1895)

900 72.0 (19.0) 51.1 (13.5) 29.3 (1668)
750 61.2 (16.2) 43.2 (11.4) 26.9 (1531)
720 58.1 (15.3) 41.2 (10.9) 25.4 (1446)
Maximum inlet restriction on pump = -39kPa (-5.7 psi).

Maximum return line restriction = 350 kPa (51 psi) at rated speed.
Bulk Storage and Delivery Systems
Shipboard fuel systems must insure a continuous supply of clean fuel to the engines. Bulk fuel is
usually stored in a large tank(s) and transferred to a smaller tank(s) (day or service tank) near the
engine room by one of three methods:
• Fuel flows by gravity from the ship’s main tank(s) to the service tanks. The engine
driven transfer pump takes fuel directly from the service tank. Fuel is normally
returned from the engine through a deaeration tank back to the transfer pump inlet
or directly back to the service tank.
• An electric driven transfer pump delivers fuel from the ship’s main tank to a settling
tank. After allowing time for settling of water and solids the fuel is transferred to the
service tank.
• A fuel oil separator may be used to transfer fuel from the ship’s main or settling
tank to the service tank.
Install vents on each tank to relieve air pressure created by filling and to prevent vacuum
formation as fuel is consumed. Water and sediment should be periodically drained from each fuel
tank.
Seal piping and fittings to prevent air or dirt contamination. Air in the system causes hard starting,
erratic engine operation, and can also erode injectors.
Fuel lines can be black iron pipe, steel pipe or copper tubing. Galvanized, aluminum, or zinc-
bearing alloy pipe must not be used.
10 - 3 12/2004
Day Tank (Distillate Fuel Service Tank)
Day tanks are used in almost all marine applications. The installation design must consider
engine mounted transfer pump limitations. Total suction head must not exceed 2.6 m (8.5 ft).
Locate tanks to avoid fuel levels higher than the engine fuel injectors to prevent fuel leakage into
the cylinders due to static head when the engine is shut down. If overhead mounting is
unavoidable, include an open/close solenoid valve in the supply line and a 3.45 kPa (0.5 psi)
check valve in the return line.
The delivery line carrying fuel to the fuel transfer pump and the return line carrying excess fuel to
the service tank should be no smaller than the engine fittings. Larger fuel supply and return lines
ensure adequate flow if the fuel tank feeds multiple engines over 9.14 m (30 ft) from the tank or
temperatures are low. The maximum inlet flow restriction is -39 kPa (-5.7 psi) at rated speed.
Caterpillar fuel pumps prime up to 2.6 m (8.5 ft) of suction lift, but pipe size, bends, and cold
ambients modify this capability. Position fuel suction lines to remove fuel about 76 mm (3 in.)
above the tank bottom and near the tank end opposite the return line. Do not use joint cement
affected by fuel or gasketed connections. Flexible fuel lines must be installed at the engine fuel
inlet and outlet to accommodate engine motion.
The return line should enter the top of the tank without shutoff valves. Avoid dips so air passes
freely and prevents vacuum in the fuel system. All return fuel from the engine must be allowed to
deaerate before being returned to the engine. The maximum return flow restriction is 350 kPa (51
psi) at rated speed.
All engines add heat to the fuel as the engine operates. The day tank can be sized to dissipate
the added heat. If this is not possible fuel coolers may be required (see the section on Fuel
Temperature).
Figure 4 on page 27 shows a typical delivery system from the day tank to a main propulsion
engine.
See Figure 5 for a recommended tank design. The rules and regulations for fuel tanks of the
applicable marine society must be observed.
Emergency Pump
An electric motor driven emergency pump may be required in some engine applications for use
as backup to the engine driven pump. This is generally a marine society requirement for single
engine propulsion applications. Recommended flow rates are shown in the following table and will
fulfill the minimum engine requirements at all rated speeds between 700 and 1000 rpm.
Flow Rate L/min (gal/min)
Engine 3606 3608 3612 3616

Fuel Pump 42 (11) 42 (11) 79 (21) 79 (21)
The emergency pump must deliver the stated flow of diesel fuel at 65°C (149°F) against a head
of 500 kPa (73 psi) pressure. Adjust the fuel pressure regulator to 414-690 kPa (60-100 psi).
10 - 4 12/2004
Fuel treatment systems should be capable of being maintained without interruption in engine
operation.
Setting Tank
The settling tank should hold a 24 hour minimum supply of distillate fuel for the propulsion engine,
plus the normal expected kilowatt load from the diesel generator sets. Refer to the typical settling
tank design (Figure 14) in the Heavy Fuel Oil section of this guide.
A heating coil can be installed in the tank. It can be used as a standby heater to bring the fuel to
the proper centrifuge temperature. The coil should keep the distillate fuel temperature
approximately 20°C (11°F) above the pour point. Fit the heating steam supply with an automatic
temperature regulating valve to control fuel tank temperature.
Use screw type pumps to transfer fuel from the bunker tanks to the settling tank. They minimize
the possibility of emulsifying water entrained in the distillate fuel. The transfer pump should
operate automatically and fill the settling tank in less than two hours.
The following pump characteristics are provided for guidance:
• Operating pressure — to suit conditions of piping system

• Operating fluid temperature — 38°C (100°F)
• Viscosity for sizing the pump motor — 500 cSt
Fuel Cleanliness
Clean fuel is essential. The final filters are engine mounted and tested at the factory and are
never bypassed on an operating engine. Optional factory supplied duplex primary filters with 178
micron (.007 in.) cleanable mesh screens collect large debris prior to the engine transfer pump.
Water Separation
With modern high output engines using high injection pressure fuel pumps, it is extremely
important to maintain water and sediment levels at or below 0.1%. Depending on how the engines
are applied, water and sediment can collect in fuel tanks. Therefore, fuel meeting the required
specifications when delivered to the site can exceed limits when used in the engine. Several
methods can be used to remove excess water and sediment:
10 - 5 12/2004
• A water and sediment separator can be installed in the supply line ahead of the
transfer pump. The separator must be sized to the handle the fuel being consumed
by the engines as well as fuel being returned to the tank.
• Coalescing filter systems work effectively to remove sediment and water. If the
level in the day tank is not maintained at a consistent level, install them between
the main tank and the day tank. If proper day tank operation is maintained, a
smaller system can be used between the main tank and the day tank to clean only
the fuel being burned. The filters can plug and careful attention must be given to
fuel pressure levels at the injectors to guard against misfiring.
• A centrifuge system can be used, particularly if the fuel quality consistently
exceeds the defined limits specified herein.
Centrifuges
Clean distillate fuel with a separate centrifuge system from those dedicated for heavy fuel on the
same ship (see Figure 6 on page 28 of this section). Even though the main propulsion engines
may be arranged for heavy fuel, size the distillate fuel treatment plant to suit both the main
engines and the ship service generator sets. Two transfer pumps, two centrifuges and heaters are
normally used.
Use a n automatic self cleaning centrifuge. Consult the centrifuge manufacturer to size the flow.
The fuel centrifuge piping system must allow one of the centrifuges to act as a standby. The
required flow rate can be approximated as follows:
Q = { P X beRX X24t X 1.15 }

Where:
Q = Flow required, L/hr

P = Total Engine Output, kW
b = Fuel Consumption, g/kW-hr
R = Density of fuel, kg/m3
t = Daily separating time in automatic operation: 23 hr
or:
Q = { P X beRX X24t X 1.15 }

Where:
Q = Flow required, gal/hr

P = Total engine output, bhp
be = Specific fuel consumption, lb/bhp-hr
R = Density of fuel, lb/gal
t = Daily separating time in automatic operation: 23 hr
Note:
• The centrifuge manufacturer should assist in the final centrifuge selection.

• The centrifuge flow has been increased by 15% as a safety factor for operational
tolerances.
10 - 6 12/2004
Centrifuge seal water and control air requirements must be specified by the centrifuge
manufacturer. Sample Points The centrifuge operating efficiency is checked by drawing samples
from both sides of the centrifuge. Arrange the points as shown in Figure 15 on page 48 of the
Heavy Fuel Oil section.
Suction Strainer
Install a simplex strainer ahead of the centrifuge supply pump and use a stainless steel basket
with perforations sized to protect the pump (0.8 mm (1/32 in.)). The strainer body is normally
manufactured from cast iron or bronze.
Centrifuge Supply Pump
Mount an electric motor driven supply pump separately from the centrifuge and size for the
centrifuge flow. The following pump characteristics are provided for guidance:
• Operating pressure - to suit conditions of piping system

• Operating fluid temperature - 38°C (100°F)
• Viscosity for sizing pump motor - 500 cSt
Fuel Heater
The heater is sized using the pump capacity and the temperature rise required between the
settling tank and the final centrifuge. The heater should be thermostatically controlled and
selected to maintain fuel temperature to the centrifuge within ± 2°C (± 4°F). The maximum
preheating temperature for distillate fuel is 40° to 50°C (104° to 122°F).
Customer Connections
Engine Fuel Piping (Inside Diameter)

3606/3608 3612/1616
Fuel Supply 22 mm (7/8 in.) 28 mm (1-1/8 in.)

Fuel Return 22 mm (7/8 in.) 22 mm (7/8 in.)
Flex Connections
Connections to the engine must be flexible hose located at the engine inlet and outlet. Do not
attach rigid fuel lines. The factory provided flex connections can be oriented to take maximum
advantage of multiple direction flexing.
Fuel Lines
Bypass (return) fuel leaving the engine pressure regulator should be returned to the engine day
tank. Any fuel returned directly to the transfer pump inlet must be routed through a deaerator. The
final installation must be hydrostatically tested to at least 1.5 times normal working pressure or to
applicable marine society requirements, whichever is greater.
After fabrication and testing, steel piping must be removed and chemically cleaned (pickled) to
remove mill scale, dirt, etc. Wash piping with suitable solvent and dry thoroughly. Coat the inside
of piping with oil prior to final assembly.
Pressure and Flow Monitoring
Engine fuel lines have pressure variations due to injector spill pulses. Monitoring devices must
include dampers or orifices in the lines to minimize pulse effects and obtain accurate readings.
Caterpillar supplied gauges have proper damping incorporated in the hardware.
10 - 7 12/2004
Fuel Recommendations
Caterpillar 3600 engines are capable of burning a wide range of distillate fuels. Also see the
Heavy Fuel Oil section of the Heavy Fuel OIl section of the A & I CD provided in the MATH book.
Distillate Fuel Recommendations
Specifications Requirements*
Aroninatics (ASTM D1319) 35% Maximum
Ash (ASTM D482) 0.02% Weight Maximum
Cetane Number (ASTM D613) 40 Minimum
Cloud Point (ASTM D97) Not above lowest
expected ambient
Gravity API (ASTM D287) 30 Minimum and
45 Maximum
Pour Point (ASTM D97) 6° (10°F) below
ambient temperature
Sulfer 0.5% Maximum
(ASTM D2788, D2605, or D1552) (See Sulfur Topic)
Viscosity, Kinematic @ 20.0cSt Maximum
38° C (100°F) (ASTM D445) 1.4 cSt Minimum
Water & Sediment (ASTM D1796) 0.1% Maximum
*As delivered to fuel system
The fuels recommended for 3600 engines are normally No. 2-D diesel fuel and No. 2 fuel oil. No.
1 grades and ISO-FDMB fuels are also acceptable. Other fuel types may be used when
economics or fuel availability dictate.
Consider the following fuel characteristics when procuring fuel:
Cetane Number
The minimum cetane number required for average starting conditions is 40. A higher cetane value
may be required for high altitude operation or cold weather starting.
Filtering
Fuels should have no more than 0.1% sediment and water. Storage of fuel for extended periods
of time can cause fuel oxidation and formation of solids, leading to filtration problems.
Pour Point
The pour point of the fuel should be at least 6°C (10°F) below the lowest expected starting and
operating temperatures. The lower pour point of No. 1 or No. 1-D fuel may be necessary in cold
weather.
Cloud Point
The cloud point should be below the lowest expected ambient operating temperature. This
prevents fuel filter elements plugging with wax crystals.
Sulfur
Fuels containing 0.5% or less sulfur may be used with normal crankcase oil drain intervals using
API CF performance oils. With sulfur above the 0.5% level, use API CF oil with an ASTM D-2896
minimum total base number (TBN) of 10 times the fuel sulfur for normal oil drain intervals. See
the guide section on Lubricating Oil for further details.
Viscosity
Fuel viscosity is important for lubrication of fuel system components and fuel atomization. The
minimum allowable viscosity at the injectors is 1.4 cSt.
10 - 8 12/2004
Additives
Fuel additives are generally not recommended. Cetane improvers can be used as necessary.
Biocides may be needed to eliminate microorganism growth in storage tanks. Treatment for
entrained water may also be necessary in cold conditions. Consult the fuel supplier about the use
of additives to prevent incompatibility with additives already in the fuel.
Fuel Sulfur Content
The percentage of sulfur in fuel will affect engine oil recommendations. Fuel sulfur is chemically
changed during combustion to form both sulfurous and sulfuric acid. The acids chemically attack
metal surfaces and cause corrosive wear.
Certain additives used in lubricating oils contain alkaline compounds formulated to neutralize
acids. The measure of reserve alkalinity is total base number (TBN). Required TBN values are
essential to neutralize acids and minimize corrosive wear.
The TBN recommendation for an oil is dependent on the amount of sulfur in the fuel used. For
3600 engines running on distillate fuel oil, the minimum new oil TBN (by ASTM D 2896) must be
10 times the sulfur percent by weight in the fuel, with a minimum TBN of 5 regardless of the sulfur
content (see Figure 7).
In most oil formulations the TBN is a function of the ash bearing additives in the oil. Excessive
amounts of ash bearing additives can lead to excessive piston deposits and loss of oil control.
Therefore, excessively high TBN or high ash oils should not be used with 3600 engines running
on distillate fuel. Successful operation of 3600 engines on distillate fuel has generally been
obtained with new oil TBN levels between 10 and 15. See the guide section on Lubricating Oil for
more information.
Periodically request fuel sulfur information from the fuel supplier. Fuel sulfur content can change
with each delivery.
10 - 9 12/2004
Specific Gravity
Fuel rack settings are based on 35° API (specific gravity) fuel. Fuel oil with a higher API (lower
specific gravity) number reduces power output unless the rack setting is corrected. When using
heavier fuels (lower API number), a corrected rack setting prevents power output above the
approved rating. The Caterpillar dealer will correct the rack setting for non-standard fuels.
Fuel Temperature
The fuel temperature supplied to the engine can affect unit injector life and maximum power
capability. Reduced lubrication capability as a result of high temperature/low viscosity fuel may
result in plunger scuffing. The minimum allowable viscosity at the injectors is 1.4 cSt. A maximum
fuel temperature limit of 72°C (162°F) to the unit injectors, regardless of fuel viscosity, prevents
coking or gumming of the injectors. The maximum fuel viscosity to the unit injectors of 20 cSt
prevents overpressure damage to the injectors.
The engines are power set at the factory with 30 ± 3°C (86 ± 5°F) fuel to the engine transfer
pump. Higher fuel temperatures reduce maximum power capability. The fuel stop power reduction
is 1% for each 5.6°C (10°F) fuel supply temperature increase above 30°C. If the engine is
operating below the fuel stop limit, the governor will add fuel as required to maintain the required
engine speed and power.
Day tank sizing is critical to maintain the desired fuel supply temperature. Fuel coolers may be
required.
Fuel Coolers
Fuel coolers are site specific and sized to handle fuel heat not dissipated by the day tank. The
cooler must be located on the return circuit with a three way temperature regulating valve to
control fuel return temperature to the service tank (see Figure 4). Submit the cooler design and
materials to the appropriate classification society for approval. The suggested material for a shell
and tube type heat exchanger is:
• Shell Red brass

• Heads Cast iron
• Tubes Copper
• Tube sheets Brass
• Baffles Brass
A plate type heat exchanger may also be used with titanium plates for sea water cooling or
stainless steel plates for fresh water cooling.
Day Tank Sizing as a Heat Sink
Day tank sizing is critical when fuel to the engine is from a day tank without a fuel cooler. The
supply temperature must be within specified limits for injector life and maximum power capability.
Day tank temperatures are impacted by:
• Day tank wetted surface area (including tank bottom)

• Engine(s) fuel consumption rate
• Day tank replenishing level
• Storage tank fuel temperature
• Ambient temperature
• Spaces contiguous to the day tank (void tanks, cofferdams, vessel shell plating,
etc.)
• Return fuel temperature
Tank temperature calculation are performed in five [5] steps. The first determines the fuel mass in
the tank at each time interval. The second step is based on a fuel mix temperature resulting from
the engine driven transfer pump flow rate to the engine and the return flow rate to the day tank.
10 - 10 12/2004
The third step determines the day tank fuel height for each incremental time element. Typically,
the calculations will be based upon a 30-60 minute iterative time function. The end point for the
calculation is assumed to be when the day ank is refilled. The fourth step approximates the heat
transfer from the tank to the surrounding environment due to the temperature difference between
the fuel mix temperature and the ambient temperature. This convective heat transfer then
determines the resultant tank temperature. The fifth step evaluates the impact of the final fuel
supply temperature on the engine’s maximum power capability.
The included example calculations should only be used to provide general guidance. If the day
tank size is marginal use a fuel cooler.
To simplify the following calculations, it is assumed the day tank walls are surrounded by free
moving air. If the tank walls are contiguous to the shell plating, heat transfer from the day tank will
be enhanced. Conversely, if the day tank is bounded by void spaces and cofferdams, heat
rejection from the day tank will be retarded. Typically, most day tanks are located with various
combinations of the preceding boundary elements. The individual performing the evaluation must
be familiar with the installation as well as the fundamental engineering concepts of the formulas
used in the calculations.
Day Tank Calculations
The following information is required to perform the calculations:
• Engine model
• Engine developed power (MCR or CSR)
• Engine speed
• Brake specific fuel consumption (bsfc)
• Initial day tank fuel temperature
• Storage tank fuel temperature (Make-up)
• Ambient air temperature
• Day tank length, width, and height
• Typical full day tank fuel height (assume 95% of tank capacity)
• Engine fuel transfer pump flow rate (see page 6 of this section)
• Fuel heat rejection from the engine (see page 6 of this section)
• Incremental time element
Day Tank Thermal Capacity Calculation
For the calculation see the “Distillate Fuel Oil” section of the Application & Installation CD proved
in this work book.
Note: The engines are power set at the factory with 30 + 3° C (86 + 5°F) fuel to the
engine transfer pump. Higher fuel temperatures reduce maximum power
capability. The fuel stop power reduction is 1% for each 5.6° C (10°F) fuel
supply temperature increase above 30° C. If the entire engine is operating
below the fuel stop limit, the governor will add fuel as required to maintain the
required engine speed and power.
Conclusion
The previous calculations indicate day tank fuel temperatures can have an effect on the maximum
power capability of the engine. The example was based upon a fixed pitch propeller application.
Typically, a fixed pitch propeller is selected and sized to absorb 85-90% of the engine’s name
plate rating. In this example, this would equate to 3950 - 4175 bhp. The lowest calculated
corrected power was determined to be 4375 bhp. This would leave a 5-10% power margin and
vessel performance would not be affected.
While vessel performance may not be affected in this example, the maximum fuel temperature of
143.1°F will put the fuel viscosity near or below the minimum allowable viscosity of 1.4 cSt at the
injectors depending on the type of distillate fuel being used. In addition, the temperature of the
fuel in the tank after refill is now 116.9°F instead of 85°F as used at the beginning of the iteration.
10 - 11 12/2004
Therefore, continued operation at full load on this fuel tank would cause the fuel temperature to
rise even higher than the maximum temperature shown in this iteration. To protect the fuel
injectors a fuel cooler should be used in this application, despite the fact that available engine
power is still acceptable.
Aside from the impact on engine performance, maximum fuel tank temperatures are also
established by various marine classification societies and regulatory bodies. Their interest is
based upon the increased risks of fire that results from elevated fuel temperatures.
Fuel Heaters
Cold weather can form wax crystals, (and disrupt flow), in No. 1 or No. 2 diesel fuel if
temperatures go below the cloud point. Small amounts of heat added to the fuel before the filter(s)
can prevent wax problems. At temperatures below cloud point, fuel will flow through pumps and
lines but not filters. At temperatures below the pour point, fuel will not flow in lines or pumps. The
use of fuel with a pour point above the ambient temperature is not recommended. Fuel heaters
will often solve cloud point problems but not pour point problems unless applied to the entire fuel
storage volume.
The following are several suggestions for applying fuel heaters:
• Use fuel heaters when the ambient temperature is below the fuel cloud point. Many
types of heaters can be used; however, the fuel should be heated before the first
filter in the fuel system. Fuel heaters should not be used when the ambient
temperature exceeds 15°C(60°F). Under no condition should the maximum fuel
temperature at the outlet of the fuel heater exceed 75°C (165°F).
• Heaters used should be capable of handling the maximum fuel flow of the engine.
The restriction created should not exceed the maximum allowable.
• Coolant may be taken from taps on the engine when using the engine as a heat
source. If this is done, care must be taken to assure that coolant shunting to one
system does not adversely affect another system, and that both have adequate
flow.
Caution: Failed water sourced fuel heaters can introduce excessive water into the engine
fuel system and cause injector failure. Maintenance responsibility of this type heater must
be clearly defined.
When fuel heaters are used in ambient temperatures below 0°C (32°F), the engine should be
started and run at low idle until the engine temperature rises slightly. This allows heat transfer to
the fuel before high fuel flow rates at high power output occur; reducing fuel filter wax plugging.
Useful Fuel Formulas and Data
For the following useful formulas and information in sizing fuel coolers and heaters see the
“Distillate Fuel Oil” section of the Application & Installation CD provided:
• Specific Gravity (SG) and Density

• Mass Flow Rate
• Specific Heat (cp)
The following table shows typical specific heat values for two different API gravity fuels in Btu/lbm-
°F:
100°F 140°F 180°F 200°F 240°F

API Gravity (38°C) (60°C) (82°C) (93°C) (115°C)
30 0.463 0.482 0.501 0.511 0.530

40 0.477 0.497 0.516 0.5265 0.546
10 - 12 12/2004
Burning Used Crankcase Oil

With legislation and ecological pressures, it is becoming increasingly difficult to dispose of used
oil. Burning of used crankcase oil in 3600 Engines is not recommended due to the detrimental
effects on exhaust emissions. However, if ancillary methods of reducing exhaust emissions to
acceptable limits are used, or if emissions are not a problem, burning crankcase oil in 3600
Engines is possible with these guidelines:
• Only diesel engine crankcase oils can be mixed with the diesel engine fuel supply.
The ratio of used oil to fuel must not exceed 5%. Premature filter plugging will occur
at higher ratios. Under no circumstances should gasoline engine crankcase oil,
transmission oils, special hydraulic oils not covered by Caterpillar recommendations,
greases, cleaning solvents, etc., be mixed with the diesel fuel. Also, do not use
crankcase oils containing water or antifreeze from engine coolant leaks or from poor
storage practices.
• Adequate mixing is essential. Lube oil and fuel oil, once mixed, will combine and not
separate. Mix used crankcase oil with an equal amount of fuel, filter, and then add
the 50-50 blend to the supply tank before new fuel is added. This procedure should
normally provide sufficient mixing. Failure to achieve adequate mixing will result in
premature filter plugging by slugs of undiluted lube oil.
• Filter or centrifuge used oil prior to putting it in the fuel tank, to prevent premature
fuel filter plugging or accelerated wear or plugging of fuel system parts. Soot, dirt,
metal, and residue particles larger than 5 microns (.0002 in.) must be removed.
Caution: Diesel fuel day tank sight glasses may blacken. Ash content of the lube oil in the
fuel may also cause more accumulation of turbocharger and valve deposits. Continuous
Blending If the installation warrants, used lubricating oil can be blended and used in the
engine in a continuous manner. The normal method uses a centrifuge module similar to
Figure 7 in the back of this section. The following information describes the system:
Centrifuge No. 1
Engine crankcase oil is continually centrifuged except when the clean waste oil tank is low—at
which time the dirty waste oil is centrifuged and directed to the clean waste oil tank.
Centrifuge No. 2
Diesel fuel/oil mixture day tank is continually centrifuged.
Metering Pump
Adds up to 5% clean waste oil to the distillate fuel (from the main supply tank) when the daytank
low level switch calls for more fuel.
Static Mixer
Runs when the metering pump is on to insure a proper homogeneous mixture of the fuel and
clean waste oil.
The centrifuge module is electronically controlled and includes the components within the dotted
line. Size the system for appropriate fuel delivery for the particular engine(s) flow requirements.
Reference Material
SEHS9031 Special Instructions - Storage Recommendations
SEBD0717 Diesel Fuel and Your Engine
SEBD0640 Oil and Your Engine
LEKQ4219 EDS 60.1, Fuel Recommendations for Caterpillar Diesel Engines
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10 - 18 12/2004
Fuel System - Distillate
Index
Bulk Storage............................................................................................................................11-2
Auxiliary Tank (Day Tank)........................................................................................................11-3
Fuel Cleanliness......................................................................................................................11-3
Traps..............................................................................................................................11-4
Water Separation ..........................................................................................................11-4
Customer Connections............................................................................................................11-4
Flex Connections ..........................................................................................................11-4
Fuel Lines ......................................................................................................................11-4
Pressure Monitoring ......................................................................................................11-5
Fuel Recommendations ..........................................................................................................11-5
Cetane Number ............................................................................................................11-5
Filtering ..........................................................................................................................11-5
Pour Point......................................................................................................................11-5
Cloud Point ....................................................................................................................11-5
Sulfur ............................................................................................................................11-5
Viscosity ........................................................................................................................11-6
Additives ........................................................................................................................11-6
Fuel Sulfur Content ......................................................................................................11-6
Engine Fuel System Description ............................................................................................11-7
Pressure Regulator........................................................................................................11-8
Unit Injector ..................................................................................................................11-8
Fuel Temperature ....................................................................................................................11-8
Day Tank Sizing as Heat Sink ......................................................................................11-8
Day Tank Calculations ..................................................................................................11-9
Day Tank Thermal Capacity Calculation ......................................................................11-9
Calculate Fuel Mass ....................................................................................................11-11
Calculate Fuel Oil Mix Temperature ............................................................................11-11
Calculate Height of Fuel Contained in Day Tank ........................................................11-12
Calculate Heat Transferred Between Fuel in Day Tank and Atmosphere ..................11-13
Calculate Maximum Power Capability ........................................................................11-15
Conclusion ..................................................................................................................11-16
Heat Rejection / Fuel Fl ow Data Sheet ..............................................................................11-16
Burning Used Crankcase Oil ................................................................................................11-17
Continuous Blending ............................................................................................................11-17
Emergency Pump..................................................................................................................11-17
11 - 1 12/2004
Bulk Storage
Fuel supply systems must assure continuous, clean, supply of fuel. Bulk fuel is usually stored in
large tanks and transferred to smaller tanks (day tanks) near the engines by electric motor-driven
pumps. Flexible nonmetallic lines routing fuel inside buildings should meet fire resistant
qualifications similar to U.S. Coast Guard Specification 56.60-25(c).
The quantity of fuel stored may also be regulated. The 1981 U.S. National Electric Co., Article
700, calls for on-site fuel supplies capable of operating at full demand load for at least two hours.
National Fire Protection Association (NFPA) 37 further identifies fuel storage methods and
quantities.
Large capacity storage tanks allow bulk purchases and minimize dirt contamination, particularly if
the generator set is seldom operated. Tanks may be above or below ground level, but high fuel
level must not exceed the engine fuel injector’s height to prevent possible leakage into cylinders.
If a high position is required, check valves must be used.
Locate storage tank fill tubes for convenience and safety of filling operations. Install vents to
relieve air pressure created by filling and prevent vacuum as fuel is consumed.
Water (particularly on partially filled tanks collecting condensation) and sediment must be drawn
periodically from the tank. The contaminants can be localized by rounding the tank bottom and
tilting about 2° toward the drain. Consider ground settling when installing tanks so drain cocks
remain low. Avoid seasonal settling by burying tanks below frost lines. Remove water from
underground tanks by pumping from a tube placed down the fill pipe.
Copper-bearing steel tanks are preferred, but black iron tanks and fittings are satisfactory. Do not
use galvanized or aluminum fittings or tanks. Reactions with fuel impurities will clog fuel filters.
If day tanks are not used, bulk tanks must provide fuel supply to the engine mounted transfer
pump. Caterpillar fuel pumps prime 2.6 m (8.5 ft), but pipe size, bends, and cold ambients modify
this capability.
The delivery line carrying fuel to the fuel transfer pump and the return line carrying excess fuel to
the tank should be no smaller than engine fittings. If the fuel tank feeds multiple engines over
9.14 m (30 ft) from the engine, or temperatures are low, larger fuel supply and return lines ensure
adequate flow. The maximum inlet flow restriction is 39 kPa (5.7 psi) at rated speed.
Seal piping and fittings to prevent air or dirt contamination. Air in the system causes hard starting,
erratic engine operation and can also erode injectors.
11 - 2 12/2004
Fuel lines can be black iron pipe, steel, or copper tubing. Galvanized, aluminum pipe, or zinc-
bearing alloys must not be used.
The return line should enter the top of the tank without shutoff valves. Avoid dips so air passes
freely and prevents vacuum in the fuel system. Fuel suction lines should be positioned to remove
fuel about 64 mm (3 in.) above the tank bottom and located near the tank end opposite the return
line. Do not use joint cement affected by fuel or gasketed connections. Flexible fuel lines must be
installed at engine fuel inlet and outlets to isolate vibration. All return fuel from the engine must be
allowed to deaerate before being returned to engine. The maximum return flow restriction is 350
kPa (51 psi) at rated speed.
Auxiliary Tank (Day Tank)
Auxiliary or day tanks are desirable if main fuel tanks are 15.25 m (50 ft) from the engine or 1.82
m (6 ft) below the engine. Total suction head must not exceed 2.6 m (8.5 ft). Although day tanks
do not aid fast starting, they do offer convenient and ready storage. Day tanks also provide a
settling reservoir for water and sediment.
Auxiliary tanks should be located to avoid fuel levels higher than the engine fuel injection valves.
If overhead mounting is unavoidable, include a 20.67 kPa (3 psi) check valve in the supply line
and a 3.45 kPa (0.5 psi) check valve in the return line.
All engines add heat to the fuel as the engine operates. The day tank can be sized to dissipate
this added heat. If this is not possible, fuel coolers may be required. See the sections on Fuel
Temperature, and Transfer Pump.
Fuel Cleanliness
Clean fuel is essential. The main engine filters are engine mounted and tested at the factory and
are never bypassed on an operating engine. Factory supplied, duplex, primary filters with 178
microns (.007 in.) cleanable mesh screens assist in collecting large debris prior to entering the
engine transfer pump. Water and sediment traps should be included upstream of the transfer
pump, but pump flow must not be restricted. Even with these components in place, careful
attention must be paid to the quality of fuel entering the engine. The source of supply and even
atmospheric conditions may have effects on critical items such as water content in the fuel.
In warm climates with large bulk storage of fuel having low circulation (i.e., standby gen sets), the
fuel may require full filtering every six months to a year. Water, tank scale and bacteria growth
can become problems that must be addressed on an individual site basis, depending upon how
the generator set is used.
11 - 3 12/2004
If necessary to store fuel for longer periods, kerosene may be substituted for diesel fuel. Fuel stop
power only will be reduced due to lower energy content of kerosene. Also, the viscosity and
temperature limits on page 10, under “Fuel Temperature,” must be followed.
Traps
The water and sediment trap must be large enough to reduce the fuel flow rate to a velocity less
than 0.61 m/sec (2 ft/sec). Locate as close as practical to the supply connection on the engine
and install a bypass line allowing service during engine operation; refer to Cat publication, “Diesel
Fuel and Your Engine”, Form No. SEBD0717.
Water Separation
On modern high output engines using high injection pressure fuel pumps, it is extremely important
to maintain water and sediment levels at or below the 0.1% maximum limit shown on page 7,
under “Distillate Fuel Recommendations”. Also, depending on how the engines are applied, water
and sediment can collect in fuel tanks on site. Therefore, fuel meeting specs when delivered to
the site can exceed limits when used in the engine. Several methods can be used to remove
excess water and sediment:
1. A water and sediment separator can be installed in the supply line ahead of the
transfer pump. The separator must be sized to handle fuel being consumed by the
engine or engines as well as fuel being returned to the tank.
2. Coalescing filter systems work effectively to remove sediment and water. If the level
in the day tank is not maintained at a consistent level, they should be installed
between the main tank and the day tank. If proper day tank operation is
maintained, a smaller system can be used between the engine and the day tank to
clean only the fuel being burned. The filters can plug and careful attention must be
given to fuel pressure levels at the injectors to guard against misfiring.
3. A centrifuge system can be used, particularly if the fuel quality consistently exceeds
the defined limits.
Fuel treatment systems should be capable of being maintained without interruption in generator
set operation.
Customer Connections
Engine Fuel Piping (Inside Diameter)

3606/3608 3612/1616
Fuel Supply 22 mm (7/8 in.) 28 mm (1-1/8 in.)

Fuel Return 22 mm (7/8 in.) 22 mm (7/8 in.)
Flex Connections
Connections to the engine must be flexible, non-metallic, hose and located at the engine inlet and
outlet. Do not attach rigid fuel lines to a generator set package. The factory provided flex
connections can be oriented to take maximum advantage of multiple direction flexing.
Traps, primary filters (if other than duplex) and water separators should be serviceable without
shutting the unit down.
Fuel Lines
Bypass (return) fuel leaving the engine pressure regulator should be returned to the engine day
tank. Any fuel returned directly to the transfer pump inlet must be routed through an adequately
sized deaerator.
Design all piping to meet seismic requirements and regulations. The final installation must be
pressure tested to at least 1-1/2 times normal working pressure or to local regulation
requirements, whichever is greater.
11 - 4 12/2004
After fabrication and testing, steel piping must be removed and chemically cleaned (pickled) to
remove mill scale, dirt, etc. Wash piping with suitable solvent and dry thoroughly. Coat the inside
of piping with oil prior to final assembly.
Pressure Monitoring
Engine fuel lines have pressure variations due to injector spill pulses. Pressure monitoring
devices must include dampers or orifices in the lines to minimize pulse effects and obtain
accurate readings. Caterpillar-supplied gauges have proper damping incorporated in the
hardware.
Fuel Recommendations
Caterpillar Diesel Engines are capable of burning a wide range of distillate fuels; also see the
Heavy Fuel section of this guide. Distillate fuel meeting the following requirements will provide
quality engine service life.
Specifications Requirements
Viscosity, Kinematic @ 38°C (100°F) Not above lowest expected ambient temperature
Aromantics (ASTM D1319) ..........................35% Maximum

Ash (ASTM D482) ........................................0.02% Weight Maximum
Cetaine Number (ASTM D613)....................40 Minimum
Cloud Point (ASTM D97) ............................Not above lowest expected ambient temperature
Gravity API (ASTM D287) ............................30 Minimum and 45 Maximum
Pour Point (ASTM D97) ..............................6°C (10°F) below ambient temperature
Sulfur............................................................0.5%
(ASTM D2788, D3605, or D1552) ..............(See Sulfur topic)
(ASTM D445) ..............................................1.4 cSt Minimum
Water & Sediment (ASTM D1796) ..............0.1% Maximum
*As delivered to fuel system.
The fuels recommended for use in 3600 Engines are normally No. 2-D diesel fuel and
No. 2 fuel oil. No. 1 grades are also acceptable. Other fuel types may be burned in
the engine when economics or fuel availability dictate.
Consider the following fuel characteristics when procuring fuel.

Cetane Number
The minimum cetane number required for average starting conditions is 40. A higher cetane value
may be required for high altitude operation or cold weather starting.
Filtering
Fuels should have no more than 0.1% of sediment and water. Storage of fuel for extended
periods of time can cause fuel oxidation and formation of solids; leading to filtration problems.
Pour Point
The pour point of the fuel should be at least 6°C (10°F) below the lowest expected starting and
operating temperatures. The lower pour point of No. 1 or No. 1-D fuel may be necessary in cold
weather.
Cloud Point
The cloud point should be below the lowest expected ambient operating temperature to prevent
fuel filter elements plugging with wax crystals.
Sulfur
Fuels containing 0.5% or less sulfur may be used with normal crankcase oil drain intervals using
API CD or CE performance oils. With sulfur above the 0.5% level, use API CD or CE oils with an
ASTM D-2896 Total Base Number (TBN) of 20 times the fuel sulfur for normal oil drain intervals.
Also see the Guide section on “Lubrication” for further details.
11 - 5 12/2004
Viscosity
Fuel viscosity is important for lubrication for fuel system components and fuel atomization.
Additives
Fuel additives are generally not recommended. Cetane improvers can be used as necessary.
Biocides may be needed to eliminate microorganism growth in storage tanks. Treatment for
entrained water may also be necessary in cold conditions. Consult your fuel supplier about the
use of additives to prevent incompatibility with additives already in the fuel.
Fuel Sulfur Content
The percentage of sulfur in fuel will affect engine oil recommendations. Fuel sulfur is chemically
changed during combustion to form both sulfurous and sulfuric acid. The acids chemically attack
metal surfaces and cause corrosive wear.
Certain additives used in lubricating oils contain alkaline compounds formulated to neutralize
acids. The measure of reserve alkalinity is Total Base Number (TBN). Required TBN values are
essential to neutralize acids and minimize corrosive wear.
The TBN recommendation for an oil is dependent on the sulfur level of the fuel used. For 3600
Engines running on distillate fuel, the minimum new TBN must be 10 times the fuel sulfur level,
(by ASTM D 2896) and the minimum TBN is 5 regardless of sulfur level. See Figure 3.
In most oil formulations, the TBN is a function of the ash bearing additives in the oil. Excessive
amounts of ash bearing additives can lead to excessive piston deposits and loss of oil control.
Therefore, do not use excessively high TBN or high ash oils in 3600 Engines on distillate fuel.
Successful operation Family of 3600 Engines has generally been obtained with new TBN levels
between 10 and 15.
See the Guide section on Lubrication for further information.
Periodically request fuel sulfur information from the fuel supplier. Fuel sulfur content can change
with each bulk delivery.
Fuel rack settings are based on 35° API (specific gravity) fuel. Fuel oil with a higher API (lower
specific gravity) number reduces power output unless rack settings are corrected. When using
heavier fuels, a corrected rack setting prevents power output above approved ratings. The
Caterpillar Dealer will correct rack settings for nonstandard fuels.
11 - 6 12/2004
Engine Fuel System Description
The main fuel system components are duplex, cleanable, primary filters— 178 micron (.007 in.),
transfer pump, secondary duplex media type fuel filters—5 micron (.0002 in.), unit fuel injectors,
and a fuel pressure regulator. On distillate engines, a manual fuel priming pump is also available
as a factory installed option and has a lift of 2.6 m (8.5 ft), and a flow of 38 L/115 rev (10 gal/115
rev). The pump has a lift of 7.8 m (25.5 ft) if the lines from the pump to the tank are full of fuel, as
on a normal filter change.
To avoid aeration at the low pressure extreme and seal leakage at the other, the fuel pressure at
the engine transfer pump inlet at rated speed must not be less than -39 kPa (5.7psi) gauge or
greater than 100 kPa (14.5 psi) gauge; [50.0 kPa (7.25 psi) gauge if the priming pump is used].
The engine driven fuel transfer pump is used for fuel up to 40 cSt at 50°C. Heavier blended fuels
must be supplied by an off-engine pump to circulate and heat the fuel prior to engine starting, see
the guide section on Heavy Fuel.
The transfer pump delivers pressurized fuel through the filters and to the injectors. The
recommended delivery pressure to the injectors is 430-676 kPa (62.4-98 psi) at rated load. The
delivery pressure is controlled by adjusting the fuel pressure regulator setting on site.
3600 Engine Fuel Flow

Rated Fuel Flow-L/min (gal/min)Fuel Heat Rejection
Speed Without Injector
rpm to Engine from Engine Tip, Cooling, kW (Btu/min)
3606 1000 41.5 (11.0) 32.4 ( 8.6) 12.5 (712)

900 38.0 (10.0) 30.0 ( 7.9) 11.0 (626)
750 31.5 ( 8.3) 24.5 ( 6.5) 10.5 (598)
720 30.0 ( 7.9) 23.6 ( 6.2) 10.0 (567)
3608 1000 41.5 (11.0) 30.0 ( 7.9) 16.7 (951)

900 38.0 (10.0) 27.6 ( 7.3) 14.6 (831)
750 31.5 ( 8.3) 22.6 ( 6.0) 14.0 (797)
720 30.0 ( 7.9) 21.4 ( 5.6) 13.3 (575)
3612 1000 78.5 (20.7) 60.1 (15.9) 25.0 (1423)

900 72.0 (19.0) 55.4 (14.6) 22.0 (1252)
750 61.2 (16.2) 47.3 (12.5) 20.2 (1150)
720 58.1 (15.3) 45.2 (11.9) 19.1 (1087)
3616 1000 78.5 (20.7) 55.2 (14.6) 33.3 (1895)

900 72.0 (19.0) 51.1 (13.5) 29.3 (1668)
750 61.2 (16.2) 43.2 (11.4) 26.9 (1531)
720 58.1 (15.3) 41.2 (10.9) 25.4 (1446)
Maximum inlet restriction on pump = -39 kPa (5.7 psi).
Maximum return line restriction = 350 kPa (51 psi) at rated speed.
11 - 7 12/2004
Pressure Regulator
The fuel pressure regulator is a variable orifice, spring loaded valve, located downstream from the
unit injectors. It maintains adequate injector supply pressure for all engine load and speed
ranges. The pressure regulator must be adjusted at the engine installation site. To yield 430-676
kPa (62-98 psi), the fuel return line restriction must not exceed 350 kPa (51 psi) at rated engine
speed.
Refer to Figures 4, 5 and 6 at the end of this section for schematics of the fuel system.
Unit Injector
The fuel injector combines the pumping, metering and injecting elements into a single unit. It is
mounted in the cylinder head at the cylinder centerline. External manifolds supply fuel from the
transfer pump to drilled passages in the cylinder head. High pressure lines are not used. A 100
micron (.004 in.) edge type filter within each injector prevents contaminants from entering the
injector during maintenance procedures.
For blended fuel operation, a special cooling circuit is designed in the injector to supply and
circulate coolant to the injector tip, see the Heavy Fuel section of the Guide.
Fuel Temperature
The fuel temperature supplied to the engine can affect unit injector life and maximum power
capability. Reduced lubrication capability, as a result of high temperature/ low viscosity fuel, may
result in plunger scuffing. The minimum allowable viscosity is 1A cSt. A maximum fuel
temperature limit of 140°C (284°F) to the unit injectors [(130°C (266°F) to the engine], regardless
of fuel viscosity, prevents injector coking or gumming. The maximum fuel viscosity to the unit
injectors of 20 cSt, prevents overpressure damage to the injector.
The engines are power set at the factory with 30 ± 3°C (86 ± 5°F) fuel to the engine transfer
pump. Higher fuel temperatures reduce maximum power capability. The fuel stop power reduction
is 1% for each 5.6°C (10°F) fuel supply temperature increase above 30°C. If the engine is
operating below the “fuel stop” limit, the governor will add fuel as required to maintain the
required engine speed and power.
Day tank sizing is critical to maintain the desired fuel supply temperature. Fuel coolers may be
required.
Day Tank Sizing as Heat Sink Day tank sizing is critical when fuel to the engine is from a day tank
without a fuel cooler. The supply temperature must be within specified limits for injector life and
maximum power capability.
Day tank temperatures are impacted by:
• Day tank wetted surface area (including tank bottom).

• Engine(s) fuel consumption rate.
• Day tank replenishing level.
• Storage tank fuel temperature.
• Ambient temperature.
• Spaces contiguous to the day tank.
• Return fuel temperature.
Tank temperature calculations are performed in five [5] steps. The first determines the fuel mass
in the tank at each time interval. The second step is based on a fuel mix temperature resulting
from the engine driven transfer pump flow rate to the engine and the return flow rate to the day
tank. The third step determines the day tank fuel height for each incremental time element.
Typically, the calculations will be based upon a 30-60 minute iterative time function. The end point
for the calculations is assumed to be when the day tank is refilled. The fourth step approximates
the heat transfer from the tank to the surrounding environment due to the temperature difference
between the fuel mix temperature and the ambient temperature. This convective heat transfer
then determines the resultant tank temperature. The fifth step evaluates the impact of the final
fuel supply temperature on the engines maximum power capability.
The included example calculations should only be used to provide general guidance. If the day
tank size is marginal, a fuel cooler should be used.
11 - 8 12/2004
To simplify the following calculations, it is assumed the day tank walls are surrounded by free
moving air. The individual performing the evaluation must be familiar with the installation as well
as the fundamental engineering concepts of the formulas used in the calculations.
Day Tank Calculations
The following information is required to perform the calculations:
• Engine model
• Engine developed power
• Engine speed
• Brake specific fuel consumption, (bsfc)
• Initial day tank fuel temperature
• Storage tank fuel temperature (Make-up)
• Ambient air temperature
• Day tank length, width, and height
• Typical full day tank fuel height (assume 95% of tank capacity)
• Engine fuel transfer pump flow rate. See page 3 of this section.
• Fuel heat rejection from the engine. See page 3 of this section.
• Incremental time element
Day Tank Thermal Capacity Calculation
Example:
• Application: Single main engine

• Engine Model: 3612
• Rated Power: 4620 bhp
• Rated Speed: 900 rpm
• bsfc: 0.326 lb/bhp • hr
• Initial Day Tank Fuel Temperature = 85°F
• Storage Tank Temperature = 85°F
• Ambient Air Temperature = 95°F
• Day Tank Dimensions:
Length (L) = 12 ft.
Width (W) = 8 ft.
Height (H) = 8.42 ft.
• Fuel Height (95% of total capacity), (H) = 8 ft.
• Engine Fuel Oil Transfer Pump Flow Rate (qxfer) = 19.0 gpm
• Heat rejection from engine to fuel oil, (Q) = 1252 Btu/min
• Incremental time element, (t) = 60 min.
Assume that the day tank will be replenished from the storage tanks when the day tank level falls
to approximately 50-55% of normal operating capacity.
Some of the above data must be converted to other units prior to beginning calculations. The
following formulas can be used:
11 - 9 12/2004
a) Engine Driven Transfer Pump Mass

Flow Rate = Mxfer (lb/min)
Assume: #2 DO with an API
gravity of 35, (7.1 lb/gal)
Mxfer = qxfer x 7.1 lb/gal = 19.0 gpm x
7.1 lb/gal = 134.9 lb/min
b) Engine burn rate under full load conditions

1) Burn rate, (gpm) =
bsfc x bhp x 1 hr
_____________________
Fuel density x 60 min.
0.326 lb/bhp - hr x 4620 bhp x 1 hr
= _________________________________
7.1 lb/gal x 60 min
= 3.53 gpm
2) Fuel mass flow burn rate = MBR (lb/min)
= 3.53 gpm x 7.1 lb/gal
= 25.10 lb/min
c) Engine fuel return rate under full load conditions:
1) Fuel return flow rate = qrtn (gal/min)
= Supply rate - burn rate
= 19.0 gpm - 3.53 gpm
= 15.47 gpm
2) Fuel return mass flow rate = MRTN (lb/min)
= 15.47 gpm x 7.1 lb/gal
= 109.84 lb/min
d) U TENG of fuel = (T supply – T rtn)
U TENG= ______Q________
MRTN x cp
1252 Btu/min
= ____________________________
(109.84 lb/min x 0.5 Btu/lb–°F)
= 22.80°F
e) 95% Capacity of Diesel Oil Day Tank, (lb)
Weight density (p) for #2 diesel oil = 52.42 lb/ft3
MDT = L xW x pDO
= 12 ft x 8 ft x 8 ft x 52.42 lb/ft3
= 40255.5 lb
11 - 10 12/2004
Step 1
Calculate the fuel mass in the day tank at specific time intervals:
Day Tank Fuel Quantity =MDT _ (MBR x t)

Where:
MDT = Day tank contents at a specific time step (lb)
MBR = Engine fuel consumption (lb/min)
t = Incremental time step (min)
Assume the day tank is replenished at 55% of initial quantity of fuel. Prepare a table of volumes,
as shown below for our example.
Incremental Time (Min.) Tank Fuel Quantity (lb) Capacity (%)
0 40255.5 100.0
60 38749.5 96.3
120 37243.5 92.5
180 35737.5 88.8
240 34231.5 85.0
300 32725.5 81.3
360 31219.5 77.5
420 29713.5 73.8
480 28207.5 70.1
540 26701.5 66.3
600 25195.5 62.3
660 23689.5 58.8
720 22183.5 55.1
Refill 40255.5 100.0
Step 2
Calculate the fuel oil mix temperature (Tmix):
[ (MDTt-1 -(Mxferx t)TDTt-1) + (MRTN x t) x (TDTt-1 + U

MDTt-(MBR x t)
ENG)
]
Where:
MDT = Day tank contents at a specific time step (lb)
Mxfer = Engine transfer pump mass flow rate (lb/min)

TDT (t -1) = Day tank temperature for (t -1) previous time step or starting temperature (°F)
MRTN = Engine return mass flow rate, (lb/min)
UTENG = Fuel temperature rise across the engine (°F)

MBR = Engine fuel consumption (lb/min)
11 - 11 12/2004
Values for the example calculation:
MDT(t-1) = Day tank contents from previous time step (lb)
Mxfer = 134.9 lb/min
t = 60 min.
TDT(t -1) = Initial day tank temperature is used for first iteration, 85°F
MRTN = 109.84 lb/min
UTENG = 22.80 °F
MBR = 25.10 lb/min
TMIX = [40255.5 - (134.9) (60) (85)] [(109.84 (60) + 22.80)]

[40255.5 - 25.10) (60)]
= 88.9°F @ t = 60 min.
This calculation is repeated for each increment (t). Prepare a summary table, as shown below, for
each increment (t).
Incremental Time (Min.) Mix Temperature (°F)

0 85.0
60 88.9
120 92.9
180 97.1
240 101.5
300 106.1
360 110.9
420 116.0
480 121.3
540 126.9
600 132.9
660 139.3
720 146.1
Refill Time
Step 3 Incremental Time (min) Height (ft)

Calculate the height of fuel contained in the 0 8.0
day tank at t = incremental time step. Prepare 60 7.7
a summary table for each time increment (t). 120 7.4
180 7.1
H= MDT 240 6.8
pxLxW 300 6.5
360 6.2
Where: 420 5.9
480 5.6
H = Height of fuel in the tank.
540 5.3
MDT = Fuel contained in the day tank at 600 5.0
each incremental time step. 660 4.7
720 4.4
Refill 8.0
p = Weight density of #2 DO (52.42 lb/ft3)
L = Length of day tank (ft)
W = Width of day tank (ft)
11 - 12 12/2004
Step 4
Calculate the heat transferred between the fuel in the day tank and the atmosphere, the rT of the
fuel in the day tank due to the heat transfer and the resulting fuel day tank temperature.
a) Heat transferred between the day tank and the atmosphere:

(TMIX + TDT)
[
QTK= U x [(H x (2L + 2W) + (L x W)] x [TAMB - (TMIX + TDT) ]
] xt
Where:
QTK = Heat transfer to/from atmosphere, (Btu)
This considers 6mm (0.25 in.) steel plate forming the tank boundaries, and the film coefficient for
air and oil. The air side film coefficient is predominant when compared to the oil side film. The
tank thickness has a negligible effect.
U = Coefficient of heat transfer, (0.0424 Btu/min•ft2•°F)

L = Day tank length (ft)
W = Day tank width (ft)
TAMB = Ambient temperature (°F)
TMIX = Mix temperature of return fuel and fuel in tank (°F)
TDT = Day tank temperature resulting from heat transfer to/from day tank (°F)

H = Fuel height for specific time step (ft)
b) Temperature change in the day tank resulting from heat to/from day
tank:
UT DT = QTK __
MDT x Cp
Where:
TDT = Day tank temperature °F
TMIX = Mix temperature of return fuel and tank fuel (°F)
Temperature change of fuel in the day tank (°F)

UT DT = Temperature change of day tank (°F)
11 - 13 12/2004
These three calculations are interdependent in nature. First, QTK is determined for the first
incremental time step. The resulting value for QTK is then used to compute the ATDT. ATDT is
then used to determine TTK. This process is then repeated for each incremental time step.
Example a):
QTK = [U[H x (2L + 2W) + (L x W)] x {TAMB - (TMIX+TDT)] x t

2
Example b):
UTDT = QTK
MDT x cp
= 8273.6 Btu
(28749.5 lb) (0.5 Btu/lb °F)
= 0.43 °F (from atmosphere to day tank)
Example c):
TDT = TMIX + UTDT
= 88.9 °F + 0.43 °F
= 89.3 °F
This series of calculations is then repeated for the subsequent incremental time steps.
Prepare a summary table for each time increment (t).
Incremental Heat Rejection Temperature Chg. Day Tank Temp.

time to/from day tank in the day tank
(min) (Btu) (°F) (°F)
0 - - 85.0
60 8273.6 0.43 89.3
120 3889.3 0.21 93.1
180 -96.7 -0.005 97.1
240 -4025.6 -0.24 101.3
300 -7879.3 -0.48 105.6
360 -11595.5 -0.74 110.2
420 -15287.4 -1.03 115.0
480 -18845.9 -1.34 120.0
540 -22292.4 -1.67 125.2
600 -24640.5 -2.03 130.9
660 -28972.1 -2.45 136.8
720 -32141.9 -2.90 143.2
Refill 117.1
11 - 14 12/2004
Step 5
The last step calculates the maximum power capability of the engine at the resultant day tank
temperature for each time interval. A summary table for each increment (t) is also prepared:
Note: The engines are power set at the factory with 30 ± 3°C (86 ± 5°F)
fuel to the engine transfer pump. Higher fuel temperatures
reduce maximum power capability. The “fuel stop” power
reduction is 1% for each 5.6°C (10° F) fuel supply temperature
increase above 30°C. If the engine is operating below the “fuel
stop” limit, the governor will add fuel as required to maintain
the required engine speed and power.
Pcorr = Prated x (1 - (TDT - Tref ) x 1 )

[ ]
10°F 100
Where:
Pcorr = Corrected Engine Power, bkW, (bhp).
Prated = Rated bhp
Tref = 86°F, (Power setting)
TDT = Actual day tank fuel temperature, °C (°F).
EXAMPLE:
For t = 60, the corrected power of the engine is:

PCORR =
4620 bhp x (1 - [(89.2 °F - 86 °F) x 1])

10°F x 100
= 4605 bhp
Incremental Day Tank Temp. Corrected Engine

Time (min) (°F) Power (bhp)
0 85 -
60 89.3 4605
120 93.1 4587
180 97.5 4569
240 101.3 4548
300 105.6 4529
360 110.2 4508
420 115.0 4486
480 120.0 4463
540 125.2 4439
600 130.9 4413
660 136.8 4385
720 143.2 4356
Refill 117.1 4476
11 - 15 12/2004
Conclusion
The previous calculations indicate day tank fuel temperatures can have an effect on the maximum
power capability of the engine. Aside from the impact on engine performance, excessive fuel tank
temperatures increase the risk of fire.
Fuel Coolers
Fuel coolers are site specific and sized to handle fuel heat not dissipated by the day tank. They
must be located on the return circuit with a temperature sensor on the supply circuit, (Inlet
Control). See Figure 1.
Fuel Heaters for Cold Weather Operation
Cold weather can form wax crystals, (and disrupt flow), in No. 1 or No. 2 diesel fuel if
temperatures go below the cloud point. Small amounts of heat added to the fuel before the
filter(s) can prevent wax problems.
At temperatures below cloud point, fuel will flow through pumps and lines but not filters. At
temperatures below the pour point, fuel will not flow in lines or pumps. The use of fuel with a pour
point above the ambient temperature is not recommended. Fuel heaters will often solve cloud
point problems but not pour point problems unless applied to the entire fuel storage volume.
Following are several suggestions for applying fuel heaters:
1. Use fuel heaters when the ambient temperature is below the fuel cloud point. Many
types of heaters can be used; however, the fuel should be heated before the first
filter in the fuel system. Fuel heaters should not be used when the ambient
temperature exceeds 15°C(60°F). Under no condition should the maximum fuel
temperature at the outlet of the fuel heater exceed 75°C (165°F).
2. Heaters used should be capable of handling the maximum fuel flow of the engine.
The restriction created should not exceed the maximum allowable.
3. Coolant may be taken from taps on the engine when using the engine as a heat
source. If this is done, care must be taken to assure that coolant shunting to one
system does not adversely affect another system, and that both have adequate
flow.
Caution: Failed water sourced fuel heaters can introduce excessive water into the
engine fuel system and cause injector failure. Maintenance responsibility of this type
heater must be clearly defined.
When fuel heaters are used in ambient temperatures below 0°C (32°F), the engine should be
started and run at low idle until the engine temperature rises slightly. This allows heat transfer to
the fuel before high fuel flow rates at high power output occur; reducing fuel filter wax plugging.
The following information can be useful in sizing fuel heaters, coolers, etc.
Heat Rejection/Fuel Flow Data Sheet

API Gravity = (141.5/Specific Gravity) - 131.5
Specific Gravity = 141.5/(API Gravity + 131.5) =
density of liquid
998 kkg/m3
Density (kg/m3 ) = Specific gravity x 998 kg/m3
Density (lbm/gal) = Specific Gravity x 998 kg/m3

16.02 kg/m3
lb x 1 ft3 x 231 in3
ft3 1728 in3 gal
M, mass flow rate (lbm/min) = density (lbm/gal) x
flow rate (gal/min
M, mass flow rate (kg/s) =
density (kg/m3) x .001m3 x flow rate (L/min) x 1 min
L 60 60 sec
11 - 16 12/2004
Specific Heat Constant, Cp (Btu/lbm/F)

Petroleum Products
100° 140°F 180°F 200°F 240°F

API Gravity (38°C) (60°C) (82°C) (83°C) 115C)
30 0.463 0.482 0.501 0.511 0.530
40 0.477 0.497 0.516 0.526 0.546
1 BTU/bm°F = 4186.8 J/kg/°C
Heat Rejection
Q (Btu/min - M (lbm/min) x U T (°F) x Cp (Btu/lbm/°C)
Q(W) = M (kg/s) x U T (°C) x CP(J/kg/°C)
Fuel Flow Example
#2 distillate fuel @ 35 API gravity = 838.9 gram/liter
Flow = BSFC x bkW
Example: 3612 @ 900 rpm @ 3140 bkW
(197 g/bkW/hr) x 1L x 1 hr x 3140 bkW = Flow

(838.9 g) (60 min) ( 1 )
Flow = 12.29 L/min
Burning Used Crankcase Oil

With legislation and ecological pressures, it is becoming increasingly difficult to dispose of used
oil. Burning of used crankcase oil in 3600 Engines is not recommended due to the detrimental
effects on exhaust emissions. However, if ancillary methods of reducing exhaust emissions to
acceptable limits are used, or if emissions are not a problem, burning crankcase oil in 3600
Engines is possible with these guidelines:
1. Only diesel engine crankcase oils can be mixed with the diesel engine fuel supply.
The ratio of used oil to fuel must not exceed 5%. Premature filter plugging will
occur at higher ratios. Under no circumstances should gasoline engine crankcase
oil, transmission oils, special hydraulic oils not covered by Caterpillar
recommendations, greases, cleaning solvents, etc., be mixed with the diesel fuel.
Also, do not use crankcase oils containing water or antifreeze from engine coolant
leaks or from poor storage practices.
2. Adequate mixing is essential. Lube oil and fuel oil, once mixed, will combine and not
separate. Mix used crankcase oil with an equal amount of fuel, filter, and then add
the 50-50 blend to the supply tank before new fuel is added. This procedure
should normally provide sufficient mixing. Failure to achieve adequate mixing will
result in premature filter plugging by slugs of undiluted lube oil.
3. Filter or centrifuge used oil prior to putting it in the fuel tank, to prevent premature
fuel filter plugging or accelerated wear or plugging of fuel system parts. Soot, dirt,
metal, and residue particles larger than 5 microns (.0002 in.) must be removed.
Caution: Diesel fuel day tank sight glasses may blacken. Ash content of the lube oil in the fuel
may also cause more accumulation of turbocharger and valve deposits.
11 - 17 12/2004
Continuous Blending
If the installation warrants, used lubricating oil can be blended and used in the engine in a
continuous manner. The normal method uses a centrifuge module similar to Figure 7 in the back
of this section. The following information describes the system:
Centrifuge No. 1 — Engine crankcase oil is continually centrifuged except when the clean waste
oil tank is low—at which time the dirty waste oil is centrifuged and directed to the clean waste oil
tank.
Centrifuge No. 2 — Diesel fuel/oil mixture day tank is continually centrifuged.
Metering Pump — Adds up to 5% clean waste oil to the distillate fuel (from the main supply tank)
when the daytank low level switch calls for more fuel.
Static Mixer — Runs when the metering pump is on to insure a proper homogeneous mixture of
the fuel and clean waste oil.
The centrifuge module is electronically controlled and includes the components within the dotted
line. Size the system for appropriate fuel delivery for the particular engine(s) flow requirements.
Emergency Pump
Emergency pumps for use as backup to the engine mounted pumps may be required in some
engine applications. The recommended flow rates will fulfill minimum requirements at all rated
speeds and power between 700 and 1000 rpm.
Flow Rate L/min (gal/min)

Engine 3606 3608 3612 3616
Fuel Pump 42 (11) 42 (11) 79 (21) 79 (21)
The emergency fuel pump must deliver the stated flow of diesel fuel at 130°C (266°F) against a
head of 500 kPa (73 psi) pressure. The fuel pressure regulator may need to be adjusted to attain
430 to 676 kPa (62-98 psi).
11 - 18 12/2004
11 - 19 12/2004
11 - 20 12/2004
12 Maint-Serv12_.qxd 2/20/2006 1:28 PM Page 1
Index
Engine System Description ....................................................................................................12-2

Oil Pumps ..............................................................................................................................12-2
Emergency Pumps ........................................................................................................12-3
Prelubrication ..........................................................................................................................12-3
Customer Supplied Prelub Pumps..........................................................................................12-4
Intermittent/Continuous ..........................................................................................................12-4
Tilt Capability (Marine) ............................................................................................................12-5
Wet Sump ..............................................................................................................................12-5
External Sumps ......................................................................................................................12-5
Under The Engine ........................................................................................................12-5
Remote Sump With Scavenge Pump............................................................................12-6
Piping ............................................................................................................................12-6
Suction Strainer ............................................................................................................12-6
Lube Oil Centrifuge ................................................................................................................12-6
Centrifuge Supply Pump................................................................................................12-7
Pre-Heater ....................................................................................................................12-7
Sample Points................................................................................................................12-7
Lube Oil Storage and Transfer System ........................................................................12-7
Clean Oil ........................................................................................................................12-7
Dirty Oil ..........................................................................................................................12-8
Renovated Oil ................................................................................................................12-8
Transfer Pumps ............................................................................................................12-8
Storage Tanks ................................................................................................................12-8
Oil Guidelines..........................................................................................................................12-8
Caterpillar Micro-Oxidation Test ....................................................................................12-8
Oil Requirements ..........................................................................................................12-9
Commercial Oils ..........................................................................................................12-10
Lubricant Viscosity ......................................................................................................12-10
Lubricant Total Base Number (TBN)............................................................................12-11
Lube Oil Experience List for 3600 ..............................................................................12-12
Oil Change Interval......................................................................................................12-13
S•O•S Analysis ............................................................................................................12-13
Wear Analysis ..............................................................................................................12-13
Oil Condition Analysis..................................................................................................12-13
TBN (Total Base Number) ..........................................................................................12-13
Viscosity ......................................................................................................................12-13
Initial Oil Change Interval ............................................................................................12-13
Oil Change Intervals Without Oil Analysis Results......................................................12-13
Increasing Oil Change Intervals ..................................................................................12-13
Estimating Oil Consumption ................................................................................................12-14
Oil Consumption As An Overhaul Guide ..............................................................................12-15
12 - 1
Engine Lubrication System Description

The lube oil system is engine mounted and factory tested. It provides a constant supply of 85°C
(185°F) filtered oil at 430 kPa (62.4 psi) pressure up to the limits of a well designed cooling
system. An oil priority valve regulates oil pressure at the cylinder block oil manifold rather than at
the oil pump. This makes the oil manifold pressure independent of oil filter and oil cooler pressure
drops.
A gear driven oil pump is mounted on the front left side of the engine. Oil to the pump passes
through a 650 micron (.025 in.) screen located between the suction bell and suction tube. A
scavenge pump can be mounted on the front right side of the engine to transfer oil to, or from, an
external oil sump. Schematics of the lube oil system are shown in Figures 1, 2, and 3 at the end
of this section.
Oil temperature regulators direct the oil to coolers at oil temperatures above 85°C (185°F). Oil
flows from the coolers to the 20 micron (.78 mils) final filters. From the filters, oil flows through the
priority valve to drilled oil passages in the cylinder block.
Oil flows to the relief valve and bypass valve ports of the priority valve. Bypass oil also flows to
optional engine mounted centrifugal oil filters.
The oil pump relief valve opens at 1000 kPa (145 psi) sending cold oil back to the engine sump,
preventing damage to the lubrication system components. The bypass valve opens at 430 kPa
(63 psi) to send excess oil back to the engine sump.
Other major features of the system are:
• Tube bundle oil coolers are used with series water flow and parallel oil flow.
• The filters can be changed while the engine is running. The maximum change period is 1000
hrs or when the oil filter pressure drop reaches 104 kPa (15 psi), whichever occurs first. The oil
priority valve maintains full oil pressure to the bearings regardless of oil filter pressure drop.
• Engine mounted centrifugal bypass oil filters are available options. They receive 3-4%
of the oil pump flow and remove very small, solid, micron size particles and can
extend oil filter change periods — but not beyond the 1000 hour change period. The
centrifugal filters each have a dirt capacity of 3.6 kg (8 lb) and require cleaning at
1000 hour intervals.
• All engine oil systems are factory installed, plumbed and tested as integral
components unless a dry sump, standby oil pump, remote mounted prelube pump, or
an oil centrifuge is used. This eliminates contamination during installation and reduces
installation costs.
• The engines are shipped without oil from the factory unless specified otherwise.
Oil Pumps
Drive speed ratios are 1.524 times

engine speed for the main oil pump
and 1.627 for the scavenge pump.
The oil pump provides more than
the required engine oil at rated
conditions. This allows high oil
pressure early in the operating
speed range as well as providing
flow margins for worn engines. See
Figure 4.
12 - 2
Emergency Pumps
Electric emergency, or standby, oil pump is usually required for single engine marine propulsion
applications the applicable marine society. Other applications may also use an electric standby oil
pump. The emergency pump connected in parallel to the engine driven oil pump. A loss of engine
driven pump pressure causes an alarm and automatic start of the emergency pump allow the
engine to continue operating. The following engine oil flow rates are the minimum requirements at
full power and rated speeds between 700 and 1000 rpm.
The emergency oil pump cannot be used for

prelubing the engine prior to starting. The
emergency pump flow rate and discharge
pressure are much higher than a standard
prelube pump, and under certain conditions it
can cause the oil filter elements to burst. A
smaller separate prelube pump is required in addition to the emergency pump.
Prelubrication
Engine prelubrication is required prior to starting or rotating the engine with the barring device.
This insures that there is sufficient oil at bearing and other contact faces to prevent direct metal to
metal contact before engine driven oil pump pressure is developed. A prelube oil pressure sensor
is mounted in the most remote camshaft bearing from the engine oil pump. When sufficient oil
pressure is detected at this sensor, the engine control system provides a green light that allows
engine starting. This sensor is also configured as a starting interlock to prevent engine starting
without oil pressure at the sensor.
Caterpillar has various prelubrication systems available that include the motor (air or electric),
prelube pump, electric motor starting box (if applicable), check valve, and engine piping. The
check valve is used at the discharge of the prelube pump to prevent pressurized oil from flowing to
the prelube pump during engine operation.
The Caterpillar prelube system can be engine mounted by the factory prior to shipment, or
shipped loose for customer installation. Engine connections for customer supplied prelube
systems are also available. For marine applications in general, Caterpillar recommends remote
mounting the prelube pump from the engine. This prevents any engine vibration from affecting the
pump and it allows the pump to be mounted in an easily accessible location for service. However,
remote mounted prelube pumps must be located and plumbed to prevent excessive pump inlet
restriction. For Caterpillar supplied pumps, the maximum allowable velocity in the pump suction
line is 1.5 m/sec (4.9 ft/sec) to prevent pump cavitation, and the net positive suction head of the
pump is 2 m H2O (6.6 ft H2O). See the pump manufacturer’s data for customer supplied prelube
pumps.
Caterpillar offers prelube pumps powered by compressed air or by single phase AC, three phase
AC, or DC motors. Flow characteristics of some Caterpillar supplied pumps are shown in Figure
11 at the end of this section.
Two types of prelubrication systems are available: intermittent and continuous. Intermittent prelube
is generally used for marine applications, and involves running the prelube system for a few
minutes prior to engine starting or barring device use. With intermittent prelube the engine is not
available for immediate starting. Intermittent prelube may take up to several minutes depending
on oil viscosity, temperature, engine condition and system configuration. When the prelube
pressure sensor measures 10 kPa (1.5 psi) the starting interlock allows the engine to be cranked.
The intermittent prelube pump should not be operated continuously for more than 10 minutes.
Time for engine prelube varies with engine size, oil temperature and viscosity, etc. Typical curves
for prelube pump performance are shown in Figures 5 and 6.
Continuous prelube is typically used in emergency generator set applications where the engine
must start on loss of power from a main generator and assume load. Continuous prelube systems
are designed for constant operation during engine shutdown. A spill tube installed at the front of
the engine prevents excessive oil from flooding the cylinder heads and causing hydraulic lock on
startup. A lower flow pump is also used for continuous prelube systems. A jacket water heater
must also be used for emergency generator sets to keep the engine warm for quick starting. An
oil heater is generally not required with continuous prelube since the oil circulates through the
engine and picks up heat from the engine block that is kept warm by the jacket water.
12 - 3
The prelube pump may also be used as a sump drain pump. Two manual threeway valves are
required to configure the prelube pump as a sump drain pump. The oil sump drain valve is
connected to the prelube pump suction with one three-way valve, and the pump discharge goes
to a waste oil tank via the other three-way valve. The three-way valves are not supplied by
Caterpillar. Install a pressure switch at the prelube pump outlet to automatically shut down the
pump when there is a loss of discharge pressure. This prevents running the pump dry when
draining the oil sump.
Customer Supplied Prelube Pumps

Locate a gear type pump with a pressure relief valve near the front of the engine with the
following characteristics:
Intermittent/Continuous
• Flow 76 Lpm 23 Lpm
(20 gpm) 6 gpm)
• Operating
Pressure 172 kPa (24.5 psi)
• Operating
Temperature 21°C (70°F)
• Viscosity for
sizing electric
motor 340 cSt
12 - 4
Note: If wet sump engine is installed at >0 tilt, it will reduce oil
capacity and reduce the oil change interval. Consult Caterpillar for
specific details.
Wet Sump
The standard 3600 engine configuration uses a wet oil sump. This is an oil pan mounted directly
underneath and connected to the engine block. An oil pump suction pipe with a suction bell near
the center of the oil pan exits the oil pan at the front of the engine and connects directly to the
engine driven oil pump, (see Figures 1 and 2). See Figure 16 for wet sump oil volumes for each
engine model.
External Sump Tank

Engine room space, tilt requirements, or the desire to extend oil change periods may dictate using
an external oil sump tank. The following arrangements and Figures 9 and 10 at the end of this
module are provided for guidance.
Under the Engine

The suggested design of an external sump tank is shown in Figure 9. Extend the lube oil sump
tank over the entire length of the engine to ensure uniform thermal expansion of the engine
foundation structure. Use flanged, flexible, drain connections at each end of the engine mounted
sump to prevent damage from vibration and thermal growth. The connections must be compatible
with engine lube oil at a temperature up to 130°C (266°F), and should withstand exposure to fuel,
coolant, and solutions used to wash down the engine. Terminate the drain pipes from the engine
oil sump to the external sump below the minimum oil level. Locate the engine sump drains as far
away as possible from the oil pump suction area. The oil should be in the tank for the longest
possible time to maximize degassing.
To provide adequate degassing of the external sump, a minimum distance of approximately 150
mm (6 in.) must be provided between the top of the tank and the highest oil level expected in the
tank. Provide the transverse structure in the tank with air holes and two 100 mm (4 in.) minimum
diameter air vent pipes, one at the forward end of the tank and another at the aft end.
The oil passages in the transverse structure must ensure adequate oil flow to the pump suction
piping. Fit the end of each suction pipe with a bell mouth to keep pressure losses to a minimum.
The maximum available suction lift to the engine driven lube oil pump, including losses in the
piping and strainer, must be kept below 1.3 m (4 ft 3 in.).
Cofferdam the external sump tank from the shell and fit with a coil to heat the oil to 38°C (100°F).
The coils should be manufactured from corrosion resistant material.
Locate a collecting sump at the aft end of the tank. When used, the lube oil centrifuge should take
oil from the collecting sump at a level below the main lube oil pump suction pipe. Discharge the
clean oil from the centrifuge near the lube oil pump suction piping.
12 - 5
The inner surfaces of the external sump tank should be accessible for cleaning. Thoroughly clean
the tank after construction or repairs and prior to filling. Use flanged joints on the suction piping to
the lube oil pump to allow inspection before use. The surfaces above the minimum oil level must
be corrosion protection coated. The tank requires a local sounding tube as well as a low level
alarm contactor.
Remote Sump with Scavenging Pump

An engine driven scavenging pump can be provided to empty the oil in the engine pan to a remote
storage tank (see Figure 10 at the end of this section). This arrangement is normally used where
the foundation structure height is small. Oil from the remote tank is returned to the engine oil
system by the engine driven main pressure pump. Due to the importance of the main engine lube
oil system, marine societies and/or the owner may require electric motor driven standby pumps.
This system can become very complex due to the additional pumps, piping and valves. Also, the
oil level in the remote storage tank must be kept below the engine crankcase to prevent oil leak
back into the engine when the engine is stopped. This can result in a long narrow tank taking
useful space. Incorporate the features recommended in the design of the remote sump tank
located below the engine as discussed above.
Piping
The piping must be short with minimum bends and have a continual upward slope towards the
pump to avoid pump cavitation and keep suction pressure drops low. Install a non-return valve in
the piping to prevent the oil from flowing backwards when the engine is stopped. The pipes must
be supported and have flexible connections at the engine and auxiliary connecting points. Provide
vent and drain connections at the high and low points in the system.
Suction Strainer
Install a suction strainer in the piping between the tank and the lube oil circulating pumps to
protect the pumps from large particles collecting in the tank. It should have stainless steel basket
with 650 micron (0.025 in.) perforations and magnetic inserts. Provide a differential pressure
gauge to indicate when manual cleaning of the strainer is required.
Lube Oil Centrifuge

The engine is provided with lube oil final filters and centrifugal bypass filters. A lube oil centrifuge,
or separator, can also be installed as optional equipment for distillate fuel applications and is
required for heavy fuel applications.
Heavy fuel engines produce higher levels of lube oil contaminants than distillate fuel engines. The
lube oil separator removes insolubles and water from the lube oil, which increases the life of the
lube oil and lube oil filters.
The lube oil separator is sized based on the power output of the engine. For heavy fuel oil
applications, the lube oil must be continuously processed by the lube oil separator at a minimum
flow rate of 0.14 L/bkW-hr (0.028 gal/bhp-hr). The lube oil centrifuge should be of the self-cleaning
type due to the frequent cleaning required. Solid bowl separators must not be used for lube oil
service. The fresh water and control air requirements for the centrifuge should be specified by
the manufacturer. The sludge discharge process should be automatic with the sludge tank
arranged similar to the fuel oil sludge tank as described in the Heavy Fuel Oil section of this guide.
There are two methods for configuring the lube oil separator system. The first method is to supply
each engine with its own dedicated lube oil separator. The second method is to service up to four
engines with one single lube oil separator. Certain requirements must be met in order to use a
single separator for multiple engines:
• Only Alfa Laval ALCAP model separators, or similar models from other
manufacturers, may be used in multiple engine applications.
• All precautions must be taken to minimize sump cross-contamination. This includes
locating the changeover manifold at the separator.
• Utilize Caterpillar PLC and automatic valves for the changeover of sumps.
• Use no more than four oil sumps per separator.
12 - 6
• A redundant separator and the necessary piping for the additional separator must
be incorporated into the design of the engine room.
• The lube oil separators shall be oversized (greater than 0.14 L/bkW-hr (0.028
gal/bhp-hr)).
Consult Caterpillar for a specific project or application.
The centrifuge should take oil from the rear of the engine and return it to the front of the engine so
that clean oil is as close to the engine oil pump suction as possible. Oil connections are provided
at both ends of the oil sump. Shutoff valves are provided for customer connection, but flexible
connectors must be provided by the customer.
The maximum amount of time a heavy fuel engine can operate without cleaning the lube oil is
eight hours.

The centrifuge supply pump can be either direct driven from the centrifuge or electric motor driven.
Size the pump in accordance with the manufacturer’s recommendations.
Preheater
Preheater size is determined by pump capacity and required temperature rise between ambient
temperature and the final centrifuge. The final outlet temperature is determined by the centrifuge
manufacturer, but will range between 85°-95°C (185°-203°F) depending on the grade and type of
oil used. Other heater sizing considerations are:
• Oil temperature must be 95°C (203°F) for engines centrifuging during engine
operation.
• The heater must be oversized to account for the heat normally supplied by an
operating engine so the centrifuge can be operated when the engine is shut down.
• Thermostatically control the heater to maintain the oil temperature to the centrifuge
within 2°C (± 4°F).
Sample Points
Check the centrifuge efficiency by drawing samples from points upstream and downstream of the
centrifuge. Figure 11 is a typical arrangement.
Lube Oil Storage and Transfer System

Figures 12 and 13 at the end of this section show typical piping schematics for operational
lubricating oil storage. It consists of three storage tanks, a centrifuge and a transfer pump
arranged as follows:
Clean Oil
Clean oil from the storage tank is piped to supply the engine sump (or sumps) either by gravity, via
the centrifuge, or by the transfer pump.
12 - 7
Dirty Oil
Dirty lube oil is removed from the engine sump (or sumps) by the transfer pump and discharged
to the dirty lube oil storage and settling tank.
Renovated Oil
Contaminated oil can be cleaned using the lube oil centrifuge and discharged to the renovated oil
tank.
Transfer Pump
The lube oil transfer pump can take oil from the engine sump (or sumps), the clean oil storage
tank, the dirty lube oil storage and settling tank, and the renovated oil tank. The pump can
discharge to the dirty lube oil and settling tank, the sludge tank, and the engine sump (or sumps).
Use a gear type pump and include a relief valve.
The following characteristics are provided for guidance:
• Flow - 190 Lpm (50 gpm)

• Pressure - 345 kPa (50 psi)
• Operating Fluid Temp. - 130°C (266°F)
• Viscosity for sizing electric motor - 1000 cSt
Storage Tanks
A lube oil storage tank capacity table is provided below for guidance. Many variables go into
establishing tank capacity — the number of engines installed, sump volume, lube oil consumption,
etc.
Each tank should have the following connections: filling, vent, local sounding, gauge glass,
heating coil, thermometer (with well), transfer pump suction, outlet, steam blowout, manhole and
ladder (if required).
Preheat the oil with tank heating coils to approximately 38°C (100°F). When heating with steam or
water, the heating coils must be manufactured from corrosion resistant material.
The engine can be filled with oil from the storage tank via the centrifuge, by the lube oil transfer
pump (with a strainer) through the forward or aft sump drain valves, or through the filling cap
located on the engine crankcase cover.
Oil Guidelines
As with all modern high technology engines, oil selection for the 3600 engines is more critical and
possibly more time consuming than for older, lower specific output engines. Even though the
process is necessary, it must be recognized that newer engines deliver more power at lower
owning and operating cost than their predecessors. Fuel quality has also changed considerably
over the past three decades, making the choice of oil even more complicated.
Even though choosing a proper oil for the 3600 engines may not be as simple as with older
engines, it can still be a fairly easy process if all variables are understood. The higher technology
associated with modern engines has placed greater demands on the lube oil to perform its
functions; this is true with 3600 engine competition as well. The reduced oil consumption of
modern engines, while reducing operating cost, does mean the oil is not continually being
replaced by oil additions as on older engines.
12 - 8
Oil selection is further complicated by the wide oil performance variations within:
• The API classification (CF)

• The base stocks and additive packages available on a world wide basis
The existence of these known variations make blanket approval by brand name impractical. This
is the general practice for 3600 engine competition as well.
To simplify the oil selection process, Caterpillar has developed recommendations to determine the
most suitable oils for the 3600 Family of Engines. In most instances, the owner can select the oil
company he prefers. Caterpillar will assist the customer and supplier in choosing an oil that meets
engine requirements based on the fuel being burned in the engine. At all times, it is the
responsibility of the supplier to maintain the quality and performance level of his product.
The Caterpillar Micro-Oxidation Test speeds up and simplifies the screening and selection
process. Rather than the traditional method of selecting oil through expensive, time consuming
engine testing (typical of the method used by competitors as well), the Caterpillar test is an
alternative method of initially screening an oil from the selected supplier. Final oil acceptability is
obtained through demonstrating satisfactory oil performance during engine operation for an
extended period of time.
The Caterpillar Micro-Oxidation Test uses a metal test specimen (same alloy as the 3600 piston
crown) heated to a temperature similar to an operating engine. A small amount of test oil is
impinged on the metal surface and the induction time to rapid deposit formation is measured.
Caterpillar Micro-Oxidation Test

The following provides interpretation of Caterpillar Micro-Oxidation test induction times:
Induction Time Oil Status
Less than 90 minutes Unacceptable
90 minutes or greater Acceptable
Caterpillar will consider the use of oils below 90 minute test results if the oil supplier can provide
comparative field test results in excess of 7000 operating hours. The field test must be at similar
or higher load factors than the owner’s engine.
Caterpillar has provided Micro-Oxidation Test procedures and analysis techniques to various
laboratories as well as worldwide additive package suppliers and major oil companies. Contact
them or similar labs for information on their capabilities and fees. Test work done by laboratories
other than the Caterpillar lab listed below must be certified by Caterpillar. Inquiries about
Caterpillar Micro- Oxidation testing can be directed to:
Test & Development

Caterpillar Inc.
Technical Center - E
P.O. Box 1875
Peoria, IL 61656-1875
Telephone (309) 578-6604
Fax: (309) 578-4496
Oil Requirements
To be acceptable in a 3600 engine, an oil must demonstrate satisfactory performance in the
following areas:
• The oil must have an API classification of CF. Military Specification
Mil-L-2104D oils also meets this requirement.
• The oil must pass the Caterpillar Micro-Oxidation test performed on samples from
the suppliers facility supporting the engine. If multiple suppliers are involved, oil
must be evaluated from all suppliers. The test can be run at labs having equipment
and procedures approved by Caterpillar.
12 - 9
Oil Requirements (cont.)

The oil acceptability remains valid, consistent with constant oil base stock,
formulation, and blending practices.
• Scheduled Oil Sampling (SOS), TBN, viscosity, oil consumption and crankcase
pressure trends must be analyzed every 250 hours. An oil change interval chart is
provided for installations where SOS is not available for scheduled analysis.
• Depending on oil pan capacity (see Figure 13), oil changes must be made at 1400
hour intervals (maximum) for the first 3000 hours of operation. If no oil related
problems are encountered in the first 3000 hours, the change period may be
determined by oil analysis. After the initial evaluation, the oil change interval should
only be increased at 250 hour increments prior to moving to the next 250 hour
interval extension. The oil must be analyzed at each interval.
Based on worldwide testing and quality control measures in blending processes, Caterpillar DEO
(CF) SAE 40 oils are recommended for use in the 3600 Family of Engines. It does not require the
Micro- Oxidation test. Caterpillar DEO (CF) oil meets the performance requirements of API CF,
with high detergency effectiveness. It has high alkalinity (TBN 14) for the neutralization of ear
causing combustion products and higher fuel sulfur.
Note: Caterpillar DEO multigrade oils are specially formulated for smaller engines
and are not recommended for the 3600 Family of Engines.
Commercial Oils
Caterpillar recognizes commercial oils that have successfully completed 7000 hours of
documented field service in 3600 engines. Guidelines for field testing are available through 3600
Customer Services in the Large Engine Center. During the test the engine must operate at normal
operating loads and have the following parameters monitored: oil consumption, oil deterioration,
and valve recession. At the completion of the field trial, the condition of the oil and the engine
must be within the following limits:
• No ring sticking or ring scuffing

• No liner scuffing or carbon cutting from excessive piston top land deposits
• Valve recession must not exceed the limits established by Caterpillar for the engine
• Oil consumption must not exceed two times the initial oil consumption. Initial oil
consumption is established during the first 1000 hours of operation.
• At the end of the specified oil change periods, the oil condition must remain within
Caterpillar limit for oxidation, nitration, and TBN.
Caterpillar does not recommend lube oils by brand name. Field operation may identify oil brands
which yield good results. Oils which may be listed as having good field operating results do not
form a Caterpillar recommendation. They serve only as potential oils which may be successful.
Each particular oil company has control of its product and should be accountable for its oil
performance. Establish product consistency before using any product.
Lubricant Viscosity
The proper SAE viscosity grade oil is determined by the minimum outside temperature at cold
engine start-up, and the maximum outside temperature during engine operation. Use the minimum
temperature column on the Engine Oil Viscosities chart to determine the oil viscosity required for
starting a “cold soaked” engine. Use the maximum temperature column on the chart to select the
viscosity for operation at the highest viscosity oil available that still meets the start-up temperature
requirements. SAE 40 is the preferred viscosity.
CF oils are available in single-grades and multi-grades. The CF-4 and CG-4 oils are available in
milti-grades. Multigrade oils may be used in 3600 diesel engines if the oils meet the requirements.
Compared to single-grade oils, multi-grade oils provide the correct viscosity for a broad range of
operating temperatures and for cold engine starts.
12 - 10
Use an SAE 40 grade oil. SAE 30 and some multigrade oils may be used if the application
requires. SAE 30 is preferable to a multi-grade oil.
Lubricant Total Base Number (TBN)

engines running on distillate fuel oil, the minimum new oil TBN (by ASTM D 2896) must be 10
times the sulfur percent by weight in the fuel, with a minimum TBN of 5 regardless of the fuel
sulfur content (see Figure 6). In most oil formulations the TBN is a function of the ash bearing
additives in the oil. Excessive amounts of ash bearing additives can lead to excessive piston
deposits and loss of oil control. Therefore, excessively high TBN or high ash oils should not be
used with 3600 engines running on distillate fuel. Successful operation of 3600 engines on
distillate fuel has generally been obtained with new oil TBN levels between 10 and 15.
3600 engines running on heavy fuel oil must use an oil specifically blended for heavy fuel engines.
Oils for heavy fuel engines are specially blended for use with lube oil separators; these oils must
be able to release water and contaminants by centrifuging without the loss of additives. These oils
are generally available from 20 TBN to 50 TBN (ASTM D 2896), however most Caterpillar
experience is with 30 to 40 TBN oils. For 3600 engines running on heavy fuel oil, the minimum
new oil TBN must be 20 times the fuel sulfur percent by weight in the fuel, with a maximum TBN
of 40 regardless of the fuel sulfur level (see Figure 15). Oils for heavy fuel 3600 engines must
also pass the performance requirements for commercially available oils as previously described.
Always consult a Caterpillar Dealer for the latest lubricant recommendations. For more information
on oil and fuel sulfur content refer to: SEBD0640 Oil and Your Engine
12 - 11
Lube Oil Experience List for 3600

Successful lube oil experiences in 3600 Series Engines are summarized in the table. Inclusion in
this list indicates that the particular lube oil has been successful only in a particular application and
site. This list is not an endorsement nor recommendation for any particular lube oil. Caterpillar
does not recommend any lube oil for 3600 Engines other than our own branded Caterpillar DEO in
distillate fuel burning applications.
When consumables such as oil, filters, additives, and similar items made by other manufacturers
are used on or in Caterpillar equipment, the Caterpillar warranty is not affected simply because of
such use. The Caterpillar warranty continues to cover defects caused by Caterpillar material and
workmanship. Failures resulting from usage of other manufacturers’ consumables are not
Caterpillar factory defects and therefore are NOT covered by the Caterpillar warranty. Use of other
manufacturers’ consumables is at the discretion of the customer, who assumes ALL risks for the
effects resulting from usage.
Successful lube oil experiences in 3600 Series Engines are summarized in the table below.
Inclusion in this list indicates that the particular lube oil has been successful only in a particular
application and site. This list is not an endorsement nor recommendation for any particular lube
oil. Caterpillar does not recommend any lube oil for 3600 engines other than our own
branded Caterpillar DEO in distillate fuel burning applications.
Caterpillar cannot control base stock variations and lube oil additive packages at locations around
the world and therefore takes no responsibility. Differences in load cycle, fuel quality, maintenance
practices, and ambient conditions further prohibit a guarantee of lube oil performance at any
installation. Past performance of a particular brand does not guarantee future results due to
changes in formulation and regional differences. It is the responsibility of the oil producer to verify
the consistency and quality level of the product.
12 - 12
Oil Change
Interval
To achieve maximum life
from the engine oil and
provide optimum
protection for the internal
engine components, a
Scheduled Oil Sampling
program (SOS) must be
used. Information is
available through
Caterpillar Dealers. The
program will determine oil
change intervals based on
trend analysis and
condemning limits
established for the
engine. For an optimized
program, oil samples
must be taken every 250
operating hours
throughout the life of the
engine.
When extending lube oil life, Caterpillar recommends that the oil change interval not exceed 3000
hours unless the oil is managed through the Caterpillar SOS program.
SOS Analysis
Analysis is performed on samples taken every 250 hours and requires two test procedures:
• Wear Analysis
• Oil Condition Analysis
Wear analysis is usually performed with an atomic absorption spectrophotometer or flame
emission spectroscopy (ASTM D3601). After three samples are taken, trend lines for the various
wear elements are established. Impending failures can be identified when trend lines deviate from
the established norm. The SOS program has also established limits for all appropriate wear
metals. Contact a Caterpillar Dealer for more information.
Oil Condition Analysis includes the following:

• Infrared analysis monitors soot, sulfur products (from combustion of the fuel), and
oxidation. The soot index correlates to the amount of soot or carbon particles in the
oil. Infrared oxidation level correlates with the amount of oil degradation. Use sulfur
products readings as part of an oil condition trend analysis.
Caterpillar Dealers can determine acceptable concentration levels for the various elements in the
analysis program.
• Other oil condition results determined from SOS include: maximum permissible
water (0.5%); glycol is not permitted in the oil and it should be changed if detected
(ASTM D 2982 Procedure B); maximum fuel dilution (3%).
• Additional oil condition tests are required until the final change period is established.
The testing should be continued periodically at oil change intervals and/or oil brand or formation
changes. The tests can be arranged through Caterpillar Dealers and/or independent testing
facilities:
TBN (Total Base Number)

The limit is reached when the TBN of the used oil is 50% of the new oil TBN as measured by
ASTM D 2896.
12 - 13
Viscosity
The limit for used oil viscosity is 3 cSt above the new oil viscosity as measured by ASTM D445 @
100°C.
Initial Oil Change Interval

The following chart is the required initial oil change based on engine type used and oil sump size.
Oil Change Intervals Without Oil Analysis Results

If SOS analysis results are not available, see Figure 16 to determine oil change intervals. Even
though oil sampling results may not be available on the recommended 250 hour intervals, samples
should be analyzed at every oil change period, even if the turn around time for the data may be
long. If oil sample analysis is not available, the oil must be changed in 500 hour intervals when
operating on heavy fuel.
Increasing Oil Change Intervals

Change intervals can only be increased when analysis results indicate the oil has not reached the
contamination or depletion limits. Trend lines for each measured parameter must have a nearly
constant slope and must not reach condemning limits. If conditions are favorable the oil change
interval may be increased in 250 hour increments. Oil change interval increases are limited to 250
hours with continuous trending of sample results. Consider the effect of upcoming load or
operational changes on change intervals before implementing increases.
Oil change intervals can also be increased by the addition of an external sump located either
under or adjacent to the engine (see Figures 9 and 10). The preceding trend analysis
requirements still apply.
Estimating Oil Consumption

Oil consumption data along with fuel consumption and maintenance information can be used to
estimate total operating cost. Oil consumption data may also be used to estimate the quantity of
makeup oil required to accommodate maintenance intervals. Many factors can affect oil
consumption including load, oil density, oil additive packages, and maintenance practices.
12 - 14
The rate of oil consumption is called BSOC (brake specific oil consumption) and the unit of
measure is grams per brake kilowatt hour (g/bkW-hr) or pounds per brake horsepower hour
(lb/bhp-hr). The typical BSOC for new 3600 engines operating at 100% load factor is 0.486
g/bkW-hr (0.0008 lb/bhp-hr).
Note: This value can vary significantly due to engine condition, load factor and
maintenance practices. Also, with very low consumption measurement
methods become difficult and numbers erratic. Therefore, these values can
only be used as a guide for make-up oil requirements. The following formula
may be used to estimate oil consumption per hour:
Oil Consumption as an Overhaul Guide
When the oil consumption of an engine has increased to roughly three times the initial (new)
consumption due to normal wear, the engine may need to be scheduled for overhaul. However,
the 3600 engine can easily operate with oil consumption up to 2.2 g/bkW-hr (.0036 lb/bhp-hr)
without damage. The true measure of when to overhaul an engine is performance measured by
trend lines of output, specific fuel consumption, and cylinder pressure. If an engine is still
performing at acceptable levels it should not be overhauled. Therefore, to obtain minimum
operating cost it is essential to keep trend lines for listed items.
Reference Material
SEBD0640 Oil And Your Engine
D2896 ASTM (American Society of Testing and Materials)
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Index

Oil Pumps ..................................................................................................................................13-2
Emergency Pumps ............................................................................................................13-3
Prelubrication..............................................................................................................................13-3
External Sumps ..........................................................................................................................13-5
Under The Engine ............................................................................................................13-5
Remote Sump With Scavenge Pump................................................................................13-6
Piping ................................................................................................................................13-6
Pre-Heater ........................................................................................................................13-6
Sample Points ..................................................................................................................13-7
Lube Oil Storage and Transfer System ............................................................................13-7
Clean Oil............................................................................................................................13-7
Dirty Oil..............................................................................................................................13-7
Renovated Oil....................................................................................................................13-7
Transfer Pumps ................................................................................................................13-7
Storage Tanks....................................................................................................................13-7
Oil Guidelines ............................................................................................................................13-8
Caterpillar Micro-Oxidation Test ........................................................................................13-9
Oil Requirements ..............................................................................................................13-9
Commercial Oils ..............................................................................................................13-10
Lubricant Viscosity ..........................................................................................................13-10
Lubricant Total Base Number (TBN) ..............................................................................13-10
Lube Oil Experience List for 3600 ..................................................................................13-11
Oil Change Interval..........................................................................................................13-12
Oil Change Intervals Without Oil Analysis Results..........................................................13-12
Total Base Number for Distillate Fuel Engines................................................................13-12
Increasing Oil Change Intervals ......................................................................................13-13
S•O•S Analysis ................................................................................................................13-13
Viscosity ..........................................................................................................................13-14
Causes & Effects of Contamination & Degradation ........................................................13-14
13 - 1
Engine System Description

The lube oil system is engine mounted and factory tested. It provides a constant supply of 85°C
(185°F) filtered oil at 430 kPa (62.4 psi) pressure up to the limits of a well designed cooling
system. An oil priority valve regulates oil pressure at the cylinder block oil manifold rather than at
the oil pump. This makes the oil manifold pressure independent of oil filter and oil cooler pressure
drops.
A gear driven oil pump is mounted on the front left side of the engine. Oil to the pump passes
through a 650 micron (.025 in.) screen located between the suction bell and suction tube. A
scavenge pump can be mounted on the front right side of the engine to transfer oil to, or from, an
external oil sump. Schematics of the lube system are shown on Figures 1, 2, and 3 at the end of
this section.
Oil temperature regulators direct the oil to coolers at oil temperatures above 5°C (185°F). Oil
flows from the coolers to the 20 microns (.78 mils) final filters. From the filters, oil flows through
the priority valve to drilled oil passages in the cylinder block.
Oil flows to the relief valve and bypass valve ports of the priority valve. Bypass oil also flows to
optional engine mounted centrifugal oil filters.
The oil pump relief valve opens at 1000 kPa (145 psi) sending cold oil back to the engine sump,
preventing damage to the lubrication system components. The bypass valve opens at 430 kPa (63
psi) to send excess oil back to the engine sump.
Other major features of the system are:
1. Tube bundle oil coolers are used with series water flow and parallel oil flow.
2. The vee and inline engines use three oil coolers when water inlet exceeds 50°C
(122°F).
3. The filters can be changed while the engine is running. The maximum change
period is 1000 hrs or when the oil filter pressure drop reaches 104 kPa (15 psi),
whichever occurs first. The oil priority valve maintains full oil pressure to the
bearings regardless of oil filter pressure drop.
4. Engine mounted centrifugal bypass oil filters are available options. They receive 3-
4% of the oil pump flow and remove very small, solid, micron size particles and can
extend oil filter change periods — but not beyond the 1000 hour change period. The
centrifugal filters each have a dirt capacity of 3.6 kg (8 lb) and require cleaning at
1000 hour intervals, or sooner based on buildup.
5. All engine oil systems are factory installed, plumbed and tested as intregal
components unless a dry sump, standby oil pump, remote mounted prelube pump,
or an oil centrifuge is used. This eliminates contamination during installation and
reduces installation costs.
6. The engines are shipped without oil from the factory unless specified otherwise.
Oil Pumps
Drive speed ratios are 1.524 times engine speed for the main oil pump and 1.627 for the
scavenge pump. The oil pump provides more than required engine oil at rated conditions. This
allows high oil pressure early in the operating speed range as well as providing flow margins for
worn engines. See Figure 4.
13 - 2
Emergency Pumps
The following flow rates are minimum requirements at full power and rated speeds between 700
and 1000 rpm.
Prelubrication
Engine prelubrication is required prior to starting or rotating the engine with the barring device.
Prelubrication systems supplied by Caterpillar, see Figure 1 are integrated with starting controls,
electric or air driven pumps, check valve, and engine piping. A check valve is used to prevent
pressurized oil from flowing through the prelube pump during engine operation. Connections for
customer supplied prelubrication systems are also available. Some prelube pumps can be engine
mounted while larger models must be remote mounted. They must be located and piped to
prevent excessive inlet restriction. The maximum allowable line velocity at the pump inlet is 1.5
m/sec (5 ft/sec) to prevent pump cavitation. The net positive suction head required to fill the pump
is 2 m H2O (6.5 ft H2O). Example: Barometric Pressure - (suction head + line losses) = 2 m (6.5 ft
H2O). Intermittent and continuous prelubrication systems are available.
Caterpillar offers prelubrication pumps powered by compressed air or a variety of AC (single or 3

phase) and DC motors. Flow characteristics of Caterpillar supplied pumps are shown on Figure 3
at the end of this section.
Prelube pumps must be powered from a source independent of any failure that could cause the
standby EPG unit to come on.
Intermittent prelubrication does not allow instant starting. Prelube prior to starting may take several
minutes depending on oil viscosity, temperature, engine condition, and configuration. When engine
oil manifold pressure reaches 10 kPa (1.5 psi), the starter interlock allows the engine to be
cranked. The prelube pump automatically stops when the engine speed reaches 170 rpm. The
intermittent prelube pump should not be operated continuously for more than ten minutes.
Prelubing time varies with engine size, oil temperature, etc. Typical curves of prelube pump
performance are shown in figures 5 and 6.
13 - 3
Continuous prelubrication is for immediate starting applications with jacket water and lube oil
heating. Continuous prelube systems are designed for constant operation during engine shutdown.
They have lower flow pumps and engine oil level control. A minimum level of oil in the cylinder
block is required to fulfill the starting system interlock.
Customer Supplied Prelube Pumps

A gear type pump with a pressure relief valve should be located near the front of the engine, and
have the following characteristics:
Intermittent/Continuous
• Flow 76 Lpm 23 Lpm

(20 gpm) (6 gpm)
• Operating
Pressure 172 kPa (24.5 psi)
• Operating
Temperature 21°C (70°F)
• Viscosity for
sizing electric
motor 340 cSt
13 - 4
Sump Volumes
External Sump Tank

Engine room space, tilt requirements,
or the desire to extend oil change
periods, may dictate using an external
oil sump tank. The following
arrangements, and Figures 8 - 10 are
provided for guidance.
Under the Engine

The suggested design of an external sump tank is shown in Figure 8 at the end of this section.
Extend the lube oil sump tank over the entire length of the engine to ensure uniform thermal
expansion of the engine foundation structure. Flanged, flexible, drain connections should be used
at each end of the engine mounted sump to prevent damage from vibration and thermal growth.
The connections must be compatible with engine lube oil at a temperature up to 130°C (266°F),
and should withstand exposure to fuel, coolant, and solutions used to wash down the engine.
Terminate the drain pipes from the engine oil sump to the external sump below the minimum oil
level. The engine sump drains should be as far away as possible from the oil pump suction area.
The oil should be in the tank for the longest possible time to maximize degassing.
To provide adequate degassing of the external sump, a minimum distance of approximately 150
mm (6 in.) must be provided between the top of the tank and the highest oil level expected in the
tank. Provide the transverse structure in the tank with air holes and two 100 mm (4 in.) minimum
diameter air vent pipes, one at the forward end of the tank and another at the aft end.
The oil passages in the transverse structure must ensure adequate oil flow to the pump suction
piping. Fit the end of each suction pipe with a bell mouth to keep pressure losses to a minimum.
The maximum available suction lift to the engine driven lube oil pump, including losses in the
piping and strainer, must be kept below 1.3 m (4 ft 3 in.).
Marine: Cofferdam the external sump tank from the shell and fit with a coil to heat the oil to 38°C
(100°F). The coils must be manufactured from corrosion resistant material.
13 - 5
Locate a collecting sump at the aft end of the tank. When used, the lube oil centrifuge should take
oil from the collecting sump at a level below the main lube oil pump suction pipe. Discharge the
clean oil from the centrifuge near the lube oil pump suction piping.
The inner surfaces of the external sump tank should be accessible for cleaning.Thoroughly clean
the tank after construction, or repairs, and prior to filling. Use flanged joints on the suction piping to
the lube oil pumps to allow inspection before use. The surfaces above the minimum oil level must
be corrosion protection coated. The tank requires a local sounding tube as well as a low level
alarm contactor.
Remote Sump with Scavenging Pump

An engine driven scavenging pump can be provided to empty the oil in the engine pan to a remote
storage tank; see Figure 9 at the end of this section. This arrangement is normally used where the
foundation structure height is small. Oil from the remote tank is returned to the engine oil system
by the engine driven main pressure pump. Due to the importance of the main engine lube oil
system, marine societies and/or the owner may require electric motor driven standby pumps. This
system can become very complex due to the additional pumps, piping and valves. Also, the oil
level in the remote storage tank must be kept below the engine crankcase to prevent oil leak back
into the engine when the engine is stopped. This can result in a long narrow tank taking useful
space. Incorporate the features recommended in the design of the remote sump tank located
below the engine discussed above.
Piping
The piping must be short with minimum bends and have a continual upward slope towards the
pump to avoid pump cavitation and keep suction pressure drops low. Install a non-return valve in
the piping to prevent the oil from flowing backwards when the engine is stopped. The pipes must
be supported and have flexible connections at the engine and auxiliary connecting points. Provide
vent and drain connections at the high and low points in the system.
Suction Strainer
Install a suction strainer in the piping between the tank and the lube oil circulating pumps to
protect the pumps from large particles collecting in the tank. It should have stainless steel basket
with 650 micron (0.025 in.) perforations and magnetic inserts. Provide a differential pressure
gauge to indicate when manual cleaning of the strainer is required.
Lube Oil Centrifuge

The engines are provided with attached lube oil final filters and centrifugal bypass filters. Lube oil
centrifuges can also be installed, also see the Heavy fuel section of this guide.
The centrifuge should be self-cleaning and sized for continuous separation. Each engine should
have its own unit.
With heavy fuel operation, a higher level of combustion products is introduced into the lube oil.
Remote mounted centrifugal separators are recommended to clean the oil and extend oil life.
Draw oil from the rear of the engine; return it from the centrifuge to the front of the engine as close
to the oil pump suction screen as possible. The flow rate is determined by engine power output.
The oil must be continuously processed at a minimum flow of 0.13 L/bkW/hr (.026 gal/bhp/hr) for
separators with the lube oil feed on during sediment discharge, and at 0.14 L/bkW/hr (.028
gal/bhp/hr) for separators with the lube oil feed off during sediment discharge. Due to the frequent
cleaning required, solid bowl separators should not be used. Multiple engines can be serviced by
a single separator if it is sized properly. The size must be based on the total power output of all
engines using the separator. The engines must be processed in rotation to prevent mixing oils
from different engines. The maximum time any engine may operate without cleaning the oil is
eight hours. Oil connections (1.5 in. NPTF) are provided on both ends of the oil sump. The
customer must provide flexible connections and shutoff valves at the engine.

The centrifuge supply pump can be either direct driven from the centrifuge or electric motor driven.
Size the pump with the formulas above.
PreHeater
Preheater size is determined by pump capacity and required temperature rise between the sump
and the final centrifuge. The final outlet temperature is determined by the centrifuge manufacturer,
13 - 6
PreHeater (cont.)
but will range between 80°-90°C (176°-194°F), depending on the grade and type of oil used. Other
heater sizing considerations are:
• Oil temperature should be 98°C (210°F) for engines centrifuging during engine
operation.
• If the centrifuges operate when the engines are not running the heater must be
oversized to account for the heat normally supplied by an operating engine.
• Thermostatically control the heater to maintain the oil temperature to the centrifuge
within 2°C (± 4°F).
• The fresh water and control air requirements for the centrifuge should be specified
by the centrifuge manufacturer.
• The sludge discharge process should be automatic, with the sludge tank arranged
similar to the Fuel Oil Treatment system in the Heavy Fuel section of this guide.
Sample Points
Check the centrifuge efficiency by drawing
samples from points upstream and
downstream of the centrifuge. Figure 11 is
a typical arrangement.
Lube Oil Storage and Transfer System

Figures 12 and 13 at the end of this section show typical piping schematics for operational
lubricating oil storage. It consists of three storage tanks, centrifuge and transfer pump, arranged
as follows:
Clean Oil
Clean oil from the storage tank is piped to supply the engine sump (or sumps), either by gravity,
via the centrifuge or by the transfer pump.
Dirty Oil
Dirty lube oil is removed from the engine sump (or sumps), by the transfer pump and discharged
to the dirty lube oil storage and settling tank.
Renovated Oil
Contaminated oil can be cleaned using the lube oil centrifuge and discharged to the renovated oil
tank.
Transfer Pump
The lube oil transfer pump moves oil from the engine sump (or sumps), the clean oil storage tank,
the dirty lube oil storage and settling tank, and the renovated oil tank. The pump can discharge to
the dirty lube oil and settling tank, the sludge tank, and the engine sump (or sumps). Use a gear
type pump and include a relief valve. The following characteristics are provided for guidance:
• Flow - 190 L/min (50 gpm)

• Pressure - 345 kPa (50 psi)
• Operating Fluid Temp. - 130°C (266°F)
• Viscosity for sizing electric motor - 1000 cSt
Storage Tanks
A lube oil storage tank capacity table is provided below for guidance. Many variables go into
establishing tank capacity — the number of engines installed, sump volume, lube oil consumption,
etc.
13 - 7
Each tank should have the following connections: filling, vent, local sounding, gauge glass, heating
coil, thermometer (with well), transfer pump suction, outlet, steam blowout, manhole and ladder (if
required).
Preheat the oil with tank heating coils to approximately 38°C (100°F). When heating with steam or
water, the heating coils must be manufactured from corrosion resistant material.
The engine can be filled with oil from the storage tank via the centrifuge, by the lube oil transfer
pump, (with a strainer), through the forward or aft simplex drain valves, or through the filling cap
located on the engine crankcase cover.
Oil Guidelines
As with all modern, high technology engines, oil selection for the 3600 Engines is more critical and
possibly more time consuming than for older, lower specific output engines. Even though the
process is necessary, it must be recognized that newer engines deliver more power at lower
owning and operating cost than their predecessors. Fuel quality has also changed considerably
over the past three decades, making the choice of oil even more complicated.
Even though choosing a proper oil for the 3600 Engine may not be as simple as with older
engines, it can still be a fairly easy process if all variables are understood.
The higher technology associated with modern engines has placed greater demands on the lube
oil to perform its functions; this is true with 3600 competition as well. The reduced oil consumption
of modern engines, while reducing operating cost, does mean the oil is not continually being
replaced by oil additions as on older engines. Oil selection is further complicated by the wide oil
performance variations within:
• The API classification (CF)

• The base stocks and additive packages available on a world wide basis
The existence of these known variations make blanket approval by brand name impractical. This
is the general practice for 3600 Engine competition as well.
To simplify the oil selection process, Caterpillar has developed recommendations to determine the
most suitable oils for the 3600 Family of Engines. In most instances, the owner can select the oil
company he prefers. Caterpillar will assist the customer and supplier in choosing an oil that meets
engine requirements based on the fuel being burned in the engine. At all times, it is the
responsibility of the supplier to maintain the quality and performance level of his product.
The Caterpillar Micro-Oxidation Test speeds up and simplifies the screening and selection
process. Rather than the traditional method of selecting oil through expensive, time consuming
engine testing, (typical of the method used by competitors as well) the Caterpillar test is an
alternative method of initially screening an oil from the selected supplier. Final oil acceptability is
obtained through demonstrating satisfactory oil performance during engine operation for an
extended period of time.
The Caterpillar Micro-Oxidation Test uses a metal test specimen, (same alloy as the 3600 piston
crown), heated to a temperature similar to an operating engine. A small amount of test oil is
impinged on the metal surface and the induction time to rapid deposit formation is measured.
13 - 8
Caterpillar Micro-Oxidation Test

The following provides interpretation of Caterpillar Micro-Oxidation test induction times:
Induction Time Oil Status
Less than 90 minutes Unacceptable
90 minutes or greater Acceptable
Caterpillar will consider the use of oils below 90 minute test results if the oil supplier can provide
comparative field test results in excess of 7000 operating hours. The field test must be at similar
or higher load factors than the owner’s engine. Caterpillar has provided Micro- Oxidation Test
procedures and analysis techniques to various laboratories as well as worldwide additive package
suppliers and major oil companies. Contact them or similar labs for information on their capabilities
and fees. Test work done by laboratories other than the Caterpillar lab listed below must be
certified by Caterpillar Inc.
Inquiries about Caterpillar Micro- Oxidation testing can be directed to:

Fulvio N. Zerla
Test & Development
Caterpillar Inc.
Technical Center - E
P.O. Box 1875
Peoria, IL 61656-1875
Telephone (309) 578-6604
Fax: (309) 578-4496
Oil Requirements
To be acceptable in a 3600 Engine, an oil must demonstrate satisfactory performance in the
following areas:
1. The oil must have an API classification of CF. Military Specifications

Mil-L-2104D oils also meets this requirement. API CC oils are
unacceptable.
2. The oil must pass the Caterpillar Micro-Oxidation test performed on samples from
the suppliers facility supporting the engine. If multiple suppliers are involved, oil
must be evaluated from all suppliers. The test can be run at labs having equipment
and procedures approved by Caterpillar. The oil acceptability remains valid,
consistent with constant oil base stock, formulation, and blending practices.
3. Scheduled Oil Sampling, (S•O•S), TBN, viscosity, oil consumption and crankcase
pressure trends must be analyzed every 250 hours. An oil change interval chart is
provided for installations where S•O•S is not available for scheduled analysis.
4. Depending on oil pan capacity (see Figure 14), oil changes must be made at 1400
hour intervals, (maximum), for the first 3000 hours of operation. If no oil related
problems are encountered in the first 3000 hours, the change period may be
determined by oil analysis. After the initial evaluation, the oil change interval should
only be increased at 250 hour increments prior to moving to the next 250 hour
interval extension. The oil must be analyzed at each interval.
Based on worldwide testing and quality control measures in blending processes, Caterpillar DEO
(CF) SAE 40 oils are recommended for use in the 3600 Family of Engines. It does not require the
Micro- Oxidation test. Caterpillar DEO (CF) oil meets the performance requirements of API CF,
with high detergency effectiveness. It has high alkalinity, (TBN 14), for the neutralization of ear
causing combustion products and higher fuel sulfur.
Note: Caterpillar DEO multigrade oils are specially formulated for smaller engines and
are not recommended for the 3600 Family of Engines.
13 - 9
Commercial Oils
Caterpillar recognizes commercial oils that have successfully completed 7000 hours of
documented field service in 3600 Diesel Engines. Guidelines for field testing are available through
3600 Customer Services in the Large Engine Center. During the test the engine must operate at
normal operating loads and have the following parameters monitored: oil consumption, oil
deterioration, and valve recession. At the completion of the field trial, the condition of the oil and
the engine must be within the following limits:
• No ring sticking or ring scuffing

• No liner scuffing or carbon cutting from excessive piston top land deposits
• Valve recession must not exceed the limits established by Caterpillar for the engine.
• Oil consumption must not exceed two times the initial oil consumption. Initial oil
consumption is established during the first 1000 hours of operation.
• At the end of the specified oil change periods, the oil condition must remain within
Caterpillar limit for oxidation, nitration, and TBN.
Caterpillar does not recommend lube oils by brand name. Field operation may identify oil brands
which yield good results. Oils which may be listed as having good field operating results do not
form a Caterpillar recommendation. They serve only as potential oils which may be successful.
Each particular oil company has control of its product and should be accountable for its oil
performance. Establish product consistency before using any product.
Oil Change Interval

To achieve maximumn life from the engine oil and provide optimum protection for the
internal engine components, a Scheduled Oil Sampling program, (S•O•S) must be used.
Information is available through Caterpillar Dealers. The program will determine oil change
intervals based on trend analysis and condemning limits established for the engine.Using S•O•S
to Determine Oil Change Intervals that are suitable for your application. Caterpillar recommends
taking an S•O•S oil analysis every 250 service throughout the life of the engine to monitor the
condition and maintenance requirements. By using S•O•S program and Infrared Analysis, you will
be able to achieve maximum engine lube oil life and provide optimum protection for the engine. If
the analysis indicates that the oil has reached it’s condemning limit, a change is necessary,
regardless of the number of service hours.
When extending lube oil life, Caterpillar recommends that the oil change interval not exceed 3000
hours, unless the oil is managed through the Caterpillar S•O•S program.
Oil Change Intervals without Oil Analysis Results

If S•O•S analysis results are not available to determine oil change intervals. Even though oil
sampling results may not be available on the recommended 250 hour intervals, samples should be
analyzed at every oil change period; even if the turn around time for the data may be long.
13 - 10
Total Base Number (TBN) for Distillate Fuel Engines:

Family of Engines running on distillate diesel fuel, the minimum new oil TBN (by ASTM D 2896)
must be 10 times the fuel sulfur level, and the minimum TBN is 5 regardless of sulfur level, see
Figure 15. In most oil formulations, the TBN is function of the ash bearing additives in the oil.
Excessive amounts of ash bearing additives can lead to excessive piston deposits and loss of oil
control. Therefore, excessively high TBN or high ash oils should not be used in 3600 Engines on
distillate fuel. Successful operation of 3600 Engines has generally been obtained with new oil TBN
levels between 10 and 15.
Total Base Number (TBN) for Distillate Fuel Engines:The TBN recommendation for an oil is
dependent on the sulfur level of the fuel used. For 3600 Family of Engines running on distillate
diesel fuel, the minimum new oil TBN (by ASTM D 2896) must be 10 times the fuel sulfur level,
and the minimum TBN is 5 regardless of sulfur level, see Figure 15. In most oil formulations, the
TBN is function of the ash bearing additives in the oil. Excessive amounts of ash bearing
additives can lead to excessive piston deposits and loss of oil control. Therefore, excessively high
TBN or high ash oils should not be used in 3600 Engines on distillate fuel. Successful operation of
3600 Engines has generally been obtained with new oil TBN levels between 10 and 15.
Increasing Oil Change Intervals

Change intervals can only be increased when analysis results indicate the oil has not reached the
contamination or depletion limits. Trend lines for each measured parameter must have a nearly
constant slope and must not reach condemning limits. If conditions are favorable, the oil change
interval may be increased in 250 hour increments. Oil change interval increases are limited to 250
hours with continuous trending of sample results. Consider the effect of upcoming load or
operational changes on change intervals before implementing increases.
Oil change intervals can also be increased by the addition of an external sump, located either
under or adjacent to the engine, The above described trend analysis requirements still apply.
S•O•S Analysis
Analysis is preformed on samples taken every 250 hours and require test procedures:
Wear analysis is usually performed with an atomic absorption spectrophotometer or flame

emission spectroscopy (ASTM D3601). Essentially, the test monitor a given component’s wear
rate by identifying and measuring concentrations of wear elements in oil. Based on known normal
concentration data, maximum limits of wear elements are established. After three oil samples are
13 - 11
taken, trend lines for the various wear elements can be established for the particular engine.
Impending failures can be identified when trend lines deviate from the established norm. (a base
sample of new oil) Wear analysis is limited to detecting components wear and gradual dirt
contamination. Failures due to component fatigue, sudden loss of lubricant or sudden ingestion of
dirt occur too rapidly to be predicted by this type of test. The S•O•S program has also established
limits for all appropriate wear metals.
Oil Condition Analysis includes the following:

• Infrared analysis monitors soot, sulfur products, (from combustion of the fuel), and
oxidation. The soot index correlates to the amount of soot or carbon particles in the
oil.Infrared oxidation level correlates with the amount of oil degradation. Use sulfur
products readings as part of an oil condition trend analysis.
• Other oil condition results determined from S•O•S: Maximum water permissible is
0.5%. No glycol is allowed; change oil if detected, (ASTM D 2982 Procedure B).
Maximum fuel dilution is 3%.
• Additional oil condition tests are required until the final change period is established.
The testing should be continued periodically at oil change intervals and/or oil brand or formation
changes. The tests can be arranged through Caterpillar Dealers and/or independent testing
facilities: TBN (Total Base Number)
The limit is reached when the TBN of the used oil is 50% of the new oil TBN, as measured by
ASTM D 2896.
Viscosity
The limit for used oil viscosity is 3 cSt above the new oil viscosity, as measured by ASTM D445 @
100°C.
Recognizing the Causes & Effects of Contamination & Degradation

Contamination - S•O•S identifies and measures various contaminants in the oil which cause
engine failure. For example, high concentration of lead and aluminum indicates crankshaft or con-
rod bearing wear. A high concentration of chromium indicates a piston ring damage (with the
exception of plasma coated rings.) S•O•S gives an opportunity to inspect the condition of these
parts and, if necessary take action to prevent further damage. Here are some examples of typical
contaminants and what effect they have on the condition of your engine.
Cause: Silicon
Effect: Above normal readings of silicon can indicate a major problem. Oil loaded with silicon
becomes, in effect a grinding compound which can remove metal from any number of parts during
operation. Some silicon will usually be in a new oil sample as a part of the anti-foam additive.
Cause: Sodium
Effect: A sudden increase in sodium readings indicates coolant is leaking from the cooling system
into the oil. The sodium is from the coolant inhibitor. THe coolant with its glycol can cause oil to
thicken and become sludgy, leading to piston ring sticking and filter plugging.
Cause: Silicon, Chromium, Iron

Effect: A combination such as this signals dirt entry through the induction system, possibly
causing ring and liner wear.
Cause: Silicon, Iron, Lead, Aluminum

Effect: This combination indicates dirt in the lower portion of the engine, possibly leading to
crankshaft and bearing wear.
Cause: Aluminum
Effect: This can be critical. Concentrations of aluminum suggest bearing wear. Relatively small
increases in the levels of this element should receive immediate attention because once rapid
wear begins the crankshaft may produce large metal particles. (Aluminum can also be coming
from piston skirt scuffing).
Cause: Iron
Effect: Iron can come from any number of sources. It can also appear as rust, after engine
storage. Frequently, when accompanied by a loss of oil control, increases in iron contamination
indicate severe liner wear.
13 - 12
Cause: Soot
Effect: A high Soot content is not usually the direct cause of failure. But as an insoluble
particulate, it can plug oil filters and deplete dispersant additives. Soot indicates a dirty air cleaner,
engine lug, excessive fuel delivery, or repeated acceleration in the improperly st rack limiter
(smoke limiter). It can also indicate a poor quality fuel.
Cause: Oxidation Products

Effect: Oxidation is a chemical reaction between oil and oxygen, just as rust is a chemical
reaction between iron and oxygen. Oil oxidation rate is controlled by oxidation inhibitor additives;
whenever oil is in contact with air, oxidation occurs. Oxidation agents in combustion gases of
diesel engines, temperature, and certain contaminants (such as copper and glycol) accelerate
oxidation. As oil oxidation increases, lubricating properties in the oil decrease, resulting in
thickening of the oil, formulation or organic acids, plugged filters and ultimately, ring sticking,
piston deposits and lacquering.
Cause: Nitration Products

Effect: Nitration occurs in all engines but only reaches problem levels in natural gas engines.
Nitrogen compounds, resulting from the combustion process, cause the oil to thicken, lose its
lubricating abilities and leads to filter plugging, heavy deposits and lacquering.
Cause: Water
Effect: Water combined with oil will create an emulsion which will plug the filter. Water and oil can
also form a dangerous meal corroding acid. Most instances of water contamination are the result
of condensation within the crankcase. More serious contamination occurs when a leak in the
cooling system allows water to enter from outside the engine oil system.
Cause: Fuel
Effect: Fuel contamination decreases the oil’s lubricating properties. THe oil no longer has the
necessary film strength to prevent metal-to-metal contact. This can lead to bearing failure and
piston seizure.
Cause: Sulfur
Effect: The presence of sulfur signals danger to all engine parts. The type of corrosive wear
attributed to high sulfur content can also cause accelerated oil consumption. Also, the more fuel
consumed during an oil change interval, the more sulfur oxides are available to form acids.
Therefore, the TBN in engines working under heavy loads should be checked more often. Fuel
sulfur damage can cause piston ring sticking, and corrosive wear of the metal surfaces of valve
guides, piston rings and liners.
Degradation: Causes of impending failure can take forms other than contamination. These
causes are potential sources of oil degradation.
Cause: Low Jacket Water Temperature

Effect: Engine jacket water outlet temperature influences the formation of corrosive acids in the
engine. First, even with less than 0.5% sulfur fuel, when the temperature is below 79 degree C
(175 degree F), acid vapor forms easily and corrosive attack occurs. Secondly low temperature
increases the water content of the oil which can react with certain additives, deplete them and
reduce the oil’s protection. This can cause deposits, sludge formation, lacquering, varnish and
carbon build-up, which, in turn lead to increased blowby, liner bore polishing and ring sticking.
Cause: High Humidity

Effect: In applications where humidity of 85% or over is part of the operating conditions gaseous
acids are most likely to form because of the additional water content in the air. This can result in
more corrosive attacks.
Cause: Incorrect Load/Speed/Ratio

Effect: Engine load plays a critical role in oil degradation. Engines running at rated speed and
high load will be operating at maximum efficiency for both lubrication and cooling system. If,
however, the load is reduced with the engine still running at rated speed, the lubrication and
cooling systems will continue to operate efficiently, but the engine can become overcooled
resulting in condensation. This can effect liners, rings and cause increased blowby.
13 - 13
13 - 14
Estimating Oil Consumption

Oil consumption, along with fuel consumption and maintenance information, can be used to estimate
total operating cost. Oil consumption data may also be used to estimate the quantity of makeup oil
required to accommodate maintenance intervals. Many factors can affect oil consumption including load,
oil density, oil additive packages, and maintenance practices. The rate of oil consumption is called
BSOC (brake specific oil consumption) and the unit of measure is grams per brake kilowatt hour
(g/bkW-hr) or pounds per brake horsepower hour (lb/bhp-hr). The typical BSOC for new 3600 Engines
operating at 100% load factor is 0.486 g/bkW-hr (0.0008 Lb/bhp-hr).
Note: This value can vary significantly due to engine condition, load factor and maintenance
practices. Also, with very low consumptions, measurement methods become difficult and
numbers erratic. Therefore, these values can only be used as a guide for make-up oil
requirements.
The following formula may be used to estimate oil consumption per hour:
Gal/hr =
Engine bhp x Load Factor % x BSOC (lb/bhp-hr)
Density of Oil**
or
BSOC (lb/bhp-h) = Oil Usage (lb/h)
Engine Power (bhp) x Load Factor
The following EXAMPLE will help you through the calculation:

BSOC = 110 gals of oil x 7.5 / 168 = 168 = (lb/h)
4,500 (bhp) x .80 (% Load Factor)
BSOC =
4.9 (lb/h)
3600
BSCO = 0.00136 (lb/bhp-h)
Metric
3616 Engine Rated at 3300 kW

Engine uses 417 Liters of oil,
In 168 hours of operation.
Load Factor is 80%
BSOC = 417 Liter of oil x 899 / 168 = (g/h)

3,300 (bkW) x .80 (% Load Factor)
BSCO = 2,231 (g/h)

2,640
BSOC = 0.8452 (g/bkW-h)
When the oil consumption of an engine has increased to Three (3) Times the normal oil consumption
due to normal wear, the engine may need to be scheduled for overhaul. However, the 3600 Engine can
easily operate with oil consumption up to 2.2 g/bkw-hr (.0036 lb/bhp-hr) without damage. The true
measure of when to overhaul an engine is performance as measured by output, fuel consumption, oil
consumption, blow-by and compression. If an engine is still performing at acceptable levels in all of
these parameters, then it need not be overhauled. therefore, to obtain minimum operating cost, it is
helpful to keep good trend line records for the listed items.
13 - 15
English Example above:

BSOC - 0.001364
BSOC for typical new is 0.0008
Consumption Indicator 3 times the normal.
0.008
x 3
0.0024
Since the 0.001364 calculated from our example is less than the 0.0024, then the engine
should not be considered for overhaul.
Metric Example above:

BSOC - 0.8452
BSOC for typical new is 0.486
Consumption Indicator 3 times the normal.
0.486
x 3
1.458
Since the 0.8452 calculated from our example is less than the 1.458, then the engine
should not be considered for overhaul.
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14 Maint-Serv.qxd 2/24/2006 3:17 PM Page 14-1
Cooling Systems
Index
Specifications..............................................................................................................................14-2
Water ..........................................................................................................................................14-2
Water Testing ....................................................................................................................14-2
Antifreeze Content ............................................................................................................14-2
Conventional Antifreeze ....................................................................................................14-2
Extended Life Coolant ......................................................................................................14-3
Extended Life Coolant (ELC) Cooling System Maintenance......................................................14-4
Caterpillar ELC Extender ..................................................................................................14-4
Adding Caterpillar ELC Extender......................................................................................14-4
Formula For Adding Extender to ELC ..............................................................................14-4
Diesel Antifreeze/Coolant (DEAC) ....................................................................................14-4
Supplemental Coolant Additive (SCA) ..............................................................................14-5
Supplemental Coolant Additive (SCA) to Conventional Coolant at Initial Fill ..................14-5
Supplemental Coolant Additive (SCA) to Conventional Coolant for Maintenance ..........14-6
Water/Supplement Coolant Additive ................................................................................14-6
Adding the SCA to Water at the Initial Fill ........................................................................14-7
Adding the SCA to Water for Maintenance ......................................................................14-7
Procedure for Testing Coolant Conditioner Levels ..........................................................14-7
S·O·S Coolant Analysis ..............................................................................................................14-9
14-1
Cooling System Specifications

The cooling system is one of the most misunderstood systems of the engine and can cause the
customer great expense if not maintained properly and correctly. Coolant or cooling system
problems contribute to more than 50 percent of all engine failures. These failures can be due to
inadequate cooling system maintenance, incorrect concentration, poor operational procedures
such as extensive lugging or inadequate cool down procedures, or system problems such as stray
electrical current or block heater failure. The following Caterpillar Maintenance Guidelines, if
followed will help reduce cooling system cost.
Water
Distilled or deionized water is recommended because of less mineral drop out than hard or tap
water and to help reduce the potential and severity of chemical insolubility. Tap water artificially
softened with salt is NOT recommended for use in engine cooling systems. Mixed bed filters or
reverse osmosis procedures are preferred water treatment methods.
In remote areas only, where distilled, deionized or treated water is not available, use the following
guidelines:
1. Never use salt water.

2. Select the best quality fresh water available. Use water analysis to define water
quality.
3. NEVER USE WATER ALONE AS A COOLANT. Supplemental coolant additives are
required because water is corrosive at engine operating temperatures.
For more detailed specifications, refer to:
Know your Cooing System SEBD0518

Coolant and You Engine SEBD0970
If distilled or deionized water is NOT available, use water that meets the minimum acceptable
requirements listed in the chart below.
Water Testing
To determine water characteristics in your area, contact the city water department or an
agricultural agent. Independent laboratories can also perform this testing service. Two of these
companies are listed below, but there are others qualified to provide this service:
LOCC Corporation Nalco Chemical Co.

905 Bayshore Drive Naperville Technical Center
Coos Bay, Oregon One Nalco Center
97420 Naperville, Illinois
(503)267-4904 60563-1198
attn: Sample Receiving
(630)305-1000
Antifreeze Content
One purpose of antifreeze is to protect the engine coolant from freezing and causing engine
damage. The agent most commonly used for protection is ethylene glycol. The relative
concentrations of ethylene glycol and water are crucial to determining the amount of freeze and
boiling protection a mixture will give. By increasing the boiling point of the coolant helps prevent
water pump cavitation.
14-2
Due to making engines lighter a change in engine component material, the industry developed an
antifreeze to protect aluminum components. This new antifreeze resulted in much higher dissolved
chemical solids than former antifreezes.
NOTICE
Do not use a commercial Coolant/Anti-freeze that only meets the ASTM D3306 or D4656
specification. This type of coolant/antifreeze is made for light duty automotive applications.
Unfortunately, when this new antifreeze was mixed with supplemental coolant additives as
suggested in maintenance practices, an over-concentration of cooling system inhibitors could
result. When an over-concentrated does occur, inhibitors can drop out of solution. This over-
concentration can cause the following problems in cooling systems:
1. Reduction in heat transfer due to chemical deposits, chemical precipitates and silica
gel.
2. Premature water pump seal leakage or failure due to precipitates and chemical
deposits on the seal face.
These problems have been linked to silicates and silicate gel, but the fundamental problem is
over-concentration of silicates but of all the chemical additives used as inhibitors. To correct this
problem, an overall reduction of cooling system additives is required. To accomplish acceptable
performance the following is recommended:
1. For commercial antifreeze use a low silicate antifreeze meeting the GM6038M
specification.
2. Follow engine manufacturer's recommendations regarding the use of supplemental
inhibitors.
3. If other than Caterpillar supplemental coolant additive is used, follow the supplier's
recommendation for the treatment and test evaluation. Do not mix corrosion
additives within a cooling system; select an effective one and then use it exclusively.
4. Use only enough antifreeze to meet freeze protection requirements. Never use over
60% by volume.
5. Never top up with pure antifreeze. Premix antifreeze and water for makeup to
provide the same freeze protection that's in your cooling system.
Conventional Antifreeze / Coolant Information
The following coolants are the primary types of coolants that are used in Caterpillar Engines:
Preferred - Caterpillar Extended Life Coolant (ELC) or a commercial extended life coolant that
meets the Caterpillar EC-1 specification.
Acceptable - Caterpillar Diesel Engine Antifreeze/Coolant (DEAC) or a commercial heavy-duty

coolant/antifreeze that meets "ASTM D4985" or "ASTM D5345" specifications.
Extended Life Coolant (Preferred)

Now, worry-free maintenance of your engines coolant system is easy. With Caterpillar Extended
Life Coolant (ELC), you get cooling system and engine protection that last longer than traditional
coolants without the hassle of adding Supplemental Coolant Additives (SCA's).
The anti-corrosion package for Caterpillar ELC is different from the anti-corrosion package for
other coolants. Caterpillar ELC is an ethylene glycol base coolant. However, Caterpillar ELC
contains organic corrosion inhibitors and antifoam agents with low amounts of nitrite. Caterpillar
ELC has been formulated with the correct amount of these additives in order to provide superior
corrosion protection for all metals in engine cooling systems.
ELC extends the service life of the coolant to six years. The service life of coolant is also limited
by use (service hours). ELC does not require frequent additions of a Supplemental Coolant
Additive (SCA). An Extender is the only additional maintenance that is needed at three years or
one half of the ELC service life.
14-3
A premixed solution of ELC and distilled water is available in a 1:1 concentration. The Premixed
ELC provides freeze protection to -36 degree C (-33 degree F). The Premixed ELC is
recommended for the initial fill and topping off of the cooling system.
ELC Concentrate is also available in mixture to lower the freezing point to -51 degree C (-60
degree F).
Note: Caterpillar developed the EC-1 specification as an industry standard. ELC

meets the performance requirements of "ASTM D4985" and ASTM D5345" for
heavy-duty low silicate coolant/antifreeze.
Extended Life Coolant (ELC) Cooling System Maintenance
Caterpillar ELC Extender

Caterpillar ELC Extender is added to the cooling system halfway through the ELC service life.
Treat the cooling system with ELC Extender at three years or one half of the coolant service life.
Adding Caterpillar ELC Extender

The amount of ELC Extender that is required depends on the capacity of the cooling system. Use
the formula below in order to determine the proper amount of ELC Extender that is required.
Formula For Adding Extender To ELC
Diesel Engine Antifreeze/Coolant (DEAC) (Acceptable)

If Caterpillar Extended Life Coolant (ELC) is not available Caterpillar recommends using
Caterpillar Diesel Engine Antifreeze/Coolant (DEAC) for cooling systems that require a heavy-duty
coolant/antifreeze. Caterpillar DEAC is an alkaline single-phase ethylene glycol type antifreeze
that contains anti-foam agents and the proper amount of protection against corrosion on aluminum
parts. With this protection it also has built-in corrosion protection against cylinder liner and block
pitting in diesel engines, but not so much that chemicals drop out of solution and form harmful
deposits. The combination of Caterpillar Antifreeze and supplemental coolant additive is a
chemical system designed to work together for optimum performance. Caterpillar Antifreeze, Part
Number 8C3684 (1 gallon) 8C3686 (55 gallon), is a ethylene-glycol based solution to protect
against freezing.
Caterpillar DEAC was introduced specifically formulated with the correct amount of Caterpillar
Supplemental Coolant Additive (SCA) to combat the problem of over-concentration of coolant
inhibitors and for use in all types of heavy-duty diesel engines. Do not use SCA at the initial fill
when DEAC is used. Simply add conditioner at the first 250 service hours and each successive
250 hours when needed.
14-4
If concentrated DEAC is used, Caterpillar recommends mixing the concentrate with distilled water
or with deionized water. If distilled water is not available, use water that has the required
properties.
Supplemental Coolant Additive (SCA)

After an acceptable water has been found, it should be mixed with a corrosion inhibitor. The
cooling system MUST contain supplemental coolant a additive (SCA) for proper engine protection,
regardless of antifreeze concentration. SCA is necessary to inhibit rust, scale, deposits, cavitation,
pitting, and corrosion of the engine parts that coolant comes in contact with. Use SCA liquid to
maintain a three to six percent (3 - 6 %) concentration in the coolant.
Note: The addition of a corrosion inhibitor in "poor" quality water will not make the
water "acceptable". If poor quality water is used in the coolant mixture, the
inhibitor can help, but protection against corrosion and pitting is rare.
Do not use coolant only unless Caterpillar DEAC is used. SCA is a premixed in Caterpillar DEAC.
SAC is not needed for initial fill when Caterpillar DEAC is used. SCA is required on a maintenance
basis, even when using Caterpillar DEAC. SCA is required on initial fill and for subsequent
maintenance when using coolant / antifreeze products which meet ASTM D4985 standards. On
initial fill or refill, add .95L (1 qt) of SCA or equivalent for each 19L (5 gal) of ASTM D4985. The
solution should have a three to six percent (3 - 6 %) concentration of SCA.
Note: This is important. Too much corrosion inhibitor in a coolant mixture will form
insoluble salts, which can cause wear on water pump seal surfaces.
If the salt concentration in the engine coolant mixture is more than 200 ppm because of the
addition of water or evaporation in the cooling system, the corrosion inhibitor's effect will be
limited. The cooling system must be drained, flushed until it is clean and then filled with new
coolant.
Supplemental Coolant Additive (SCA) to Conventional Coolant/Anti-

freeze at the Initial Fill.
Note: Caterpillar DEAC DOES NOT require an addition of SCA when the cooling
system is initially filled.
Commercial heavy-duty coolant/antifreeze that meets "ASTM D4985" or "ASTM D5345"

specifications MAY require an addition of SCA when the cooling system is initially filled. Read the
label or the instructions that are provided by the Supplier of the product.
The size of the cooling system determines the amount of SCA that is required. Use the formula to
determine the amount of SCA that may be required when the cooling system is initially filled with
heavy-duty coolant/antifreeze that meets "ASTM D4985" or "ASTM D5345" specifications.
14-5
Supplemental Coolant Additive (SCA) to Conventional Coolant/Anti-

freeze For Maintenance
Heavy-duty coolant/antifreeze of all types REQUIRE periodic additions of an SCA. For the interval,
see the "Maintenance Interval Schedule". SCA test kits are available from your
Caterpillar dealer. Test the concentration of SCA or submit a coolant sample to your local
Caterpillar dealer for a complete coolant analysis.
Additions of SCA are based on the results of the test or based on the results of the coolant
analysis. The size of the cooling system determines the amount of SCA that is required.
Use the formula to determine the amount of SCA that is required.
Note: Specific engine applications may require maintenance practices to be

periodically evaluated in order to properly maintain the engine's cooling
system.
Water/Supplement Coolant Additive

NOTICE
To help prevent water pump cavitation, Caterpillar recommends a minimum of 30 percent of

glycol in the coolant/anti-freeze mixture.
Use a mixture that will provide protection against the lowest ambient temperature.
100 percent pure glycol will freeze at a temperature of -13 degree C (9 degree F)
NOTICE
Never use water alone without Supplemental Coolant Additives (SCA) or without inhibited
coolant. Water alone is a corrosive at engine operating temperatures. Water alone does not
provide adequate protection against formation of mineral deposits, cavitation, foaming,
boiling or freezing.
If Caterpillar SCA is not used, select a commercial SCA. The commercial SCA must provide a
minimum of 2400 mg/L or 2400 ppm (140 grains/US gal.) of nitrates in the final coolant mixture.
The quality of the water is a very important factor in this type of cooling system. Distilled water or
deionized water is recommended for use in cooling systems. If distilled water or deionized water is
not available, water that has the required properties may be used.
A cooling system that uses a mixture of only SCA and water requires more SCA than a cooling
system that uses a mixture of glycol and water. The SCA and water requires six to eight percent of
SCA.
14-6
Adding the SCA to Water at the Initial Fill

The capacity of the cooling system determines the amount of SCA that is required. Use the
formula to determine the amount of SCA that is required at the initial fill of the cooling system. This
formula is for a mixture of only SCA and water.
Adding the SCA to Water for Maintenance

Test the mixture of SCA and water periodically for the concentration of SCA. Check the "
Maintenance Interval Schedule" for the service interval.
Test the concentration of SCA with the 8T5296 Coolant Conditioner or with coolant analysis.
Instructions are provided with the 8T5296 Coolant Conditioner Test Kit.
Procedure for Testing Ethylene Glycol Range.
This test is designed to indicate the ratio of ethylene glycol to water. It is not a test for determining
freeze or boiling protection. The 1U7297 or 5P0957 Coolant and Battery Tester (degree F) or the
1U7298 Coolant and Battery Tester (degree C) can be used to test freezing point.
This test requires the 2 ball specific gravity tester.
Step 1 Use specific gravity tester to draw coolant directly from the cooling system and
discharge to rinse inside the tester.
Step 2 Draw fresh coolant slowly from the cooling system until solution reaches 3/4 level
in tester.
Step 3 Tap tube to remove any air bubbles.
Step 4 Read number of balls floating to determine percent of ethylene glycol.
a. No Balls: Less than 30 % ethylene glycol mixture.
b. One ball: 30% to 60% ethylene glycol mixture.
c. Two balls: Greater than 60% ethylene glycol mixture.
Procedure for Testing Coolant Conditioner Levels.
This test measures the concentration of COOLANT CONDITIONER. This test is an accurate and
simple method for determining if the coolant contains an acceptable 6% to 8% concentration of
COOLANT CONDITIONER. This test requires the dropper pipet, empty scribed vial, Solution A
(1U6863 Orange) and Solution B (1U6864 Red).
Step 1. Fill dropper pipet to the 1.0 ml. Mark with coolant to be tested.
Step 2. Dispense the 1.0 ml. Coolant sample from the dropper pipet into the empty vial.
Step 3. Add tap water to the vial up to the 20 ml. mark. Replace the vial cap and shake.
Step 4. Add 2 or 3 drops of RED Solution B to the vial and swirl to mix.
Step 5. Add 1 drop of ORANGE Solution A to the vial and swirl to mix. Continue this
procedure of adding one drop (of Solution A) and swirling until the vial solution
changes color from RED to a pale gray, green or blue. Record the number of
drops (Solution A) required to cause the color to change.
Note: The Solution A vial should be held in a perfectly vertical plane, when
adding drops, to insure most accurate test results.
14-7
Note: When the defined procedure is used, a concentration of six to eight percent will
yield between 20 and 27 drops. If the number of drops is above 27, the
concentration of SCA is high. Make the appropriate adjustments to the
concentration of SCA.
Step 6. Compare the percent concentration of Ethylene Glycol and the number of drops
counted verses the percent concentration of Ethylene Glycol and the number of
drops in one of the two charts below to find out what maintenance must be
performed. Additions of SCA are based on the results of the test or based on the
results of the coolant analysis. The capacity of the cooling system determines the
amount of SCA that is required.
The chart below is for the Range of 0% to 30% Ethylene Glycol.
14-8
S·O·S Coolant Analysis

Testing the engine coolant is important to ensure that the engine is protected from internal
cavitation and from corrosion. The analysis also tests the ability of the coolant to protect the
engine from boiling and from freezing.
Coolant analysis can be performed at your Caterpillar dealership. Caterpillar's S·O·S coolant
analysis is an excellent way to monitor the condition of your coolant and your cooling system.
The most critical aspect of coolant analysis is the interpretation of the results. Different coolants
have different formulations and different condemning limits. Different commercial labs may use
different methods to test for the same variable. These other considerations are also important for
interpreting the results of a coolant analysis.
• The number of hours on the sample.

• The equipment that uses the coolant.
• The application of the equipment.
Analysis at Caterpillar fluid labs are trained to determine the acceptability of coolants. These
analysis have the knowledge of the equipment and applications. These qualifications enable the
analysis to detect problems before damage occurs.
NOTICE
DO NOT use the same vacuum sampling pump for extracting oil samples that is used for
extracting coolant samples.
A small residue of either type sample may remain in the pump and may cause a false positive
analysis for the sample being taken.
Always use a designated pump for oil sampling and a designated pump for coolant sampling
S·O·S coolant analysis is a two-level program that does more than just check the condition of your
coolant. It determines the overall condition of the cooling system and can identify problems with
maintenance procedures and operational practices.
Level 1: Basic Coolant Maintenance Check consists of four analytical tests and four
observational parameters that not only show major problems with the coolant, but can also predict
some major cooling systems problems. Level 1 results can also determine when Level 2 analysis
is needed.
Level 2: Comprehensive Cooling System Analysis involves an extensive chemical evaluation

of the coolant and its overall effects on the inside of your cooling system. This series of
comprehensive tests can identify subtle cooling system problems, determine probable causes, and
help prioritize the urgency of needed corrections.
14-9
14-10
Diesel Engine Systems - Fresh Water Cooling
Index
Operating Parameters ................................................................................................................15-2

Combined Circuit ........................................................................................................................15-2
Separate Circuit ..........................................................................................................................15-2
Engine Coolant Flow Control......................................................................................................15-2
Temperature Regulation ............................................................................................................15-3
Water Pumps ..............................................................................................................................15-3
Standby Pumps ..........................................................................................................................15-3
Flow Requirements ....................................................................................................................15-5
Heat Rejection ............................................................................................................................15-5
Aftercooler Correction Factors....................................................................................................15-5
Heat Rejection Tolerances..........................................................................................................15-6
Heat Exchanger ..........................................................................................................................15-6
Heat Exchanger ..........................................................................................................................15-7
Heat Exchanger Sizing ..............................................................................................................15-7
Expansion Tanks ........................................................................................................................15-8
Expansion Tank Volume ............................................................................................................15-9
Water Pump ..............................................................................................................................15-11
Maximum Operating Pressures ................................................................................................15-11
3606 and 3608 Combined Circuit ............................................................................................15-13
Keel Coolers ............................................................................................................................15-13
Fabricated Cooler Performance and Sizing ............................................................................15-13
Application ................................................................................................................................15-14
Baseline Performance Conditions ............................................................................................15-15
Correction Factors ....................................................................................................................15-16
Worksheet ................................................................................................................................15-17
Design/Installation Considerations ..........................................................................................15-17
Bypass Filters ..........................................................................................................................15-17
Strainers....................................................................................................................................15-17
Packaged Keel Coolers ............................................................................................................15-17
Keel Cooler Location ................................................................................................................15-17
Keel Cooler Sizing Worksheet ........................................................................................15-18
Keel Cooler Circuit Pump ........................................................................................................15-19
Keel Cooler Venting..................................................................................................................15-19
Marine Gear Heat Rejection ....................................................................................................15-19
Piping........................................................................................................................................15-19
Cleanliness ..............................................................................................................................15-19
Venting......................................................................................................................................15-19
Line Sizing ................................................................................................................................15-20
Connections..............................................................................................................................15-20
Jacket Water Heating System ..................................................................................................15-20
Water Treatment ......................................................................................................................15-21
Serviceability ............................................................................................................................15-22
System Design ........................................................................................................................15-22
Design Forms ..........................................................................................................................15-22
Heat Recovery ..........................................................................................................................15-23
Heat Balance Example ............................................................................................................15-24
15-1
Operating Parameters
Basic operating parameters for the fresh water closed circuit engine cooling system are:
• 32°C (90°F) nominal water temperature to the aftercooler and oil cooler when using
distillate or heavy fuel.
• 90°C (194°F) nominal water temperature to the cylinder block circuit on distillate
and 93°C (199°F) on heavy fuel.
• 85°C (185°F) nominal oil to bearing temperature.
Marine engine ratings are based on 32°C (90°F) water to the aftercooler and 25°C 77°F) air to the
turbocharger. Marine engines which must operate in sea water temperatures greater than 26°C
(79°F) will be allowed to operate without any power deration with water to the aftercooler and oil
cooler of 38°C (100°F) maximum. Larger heat exchangers will be required to attain 38°C (100°F)
aftercooler/oil cooler water temperatures when sea water temperatures exceed 26°C (79°F), but
the benefits will be longer valve, exhaust manifold, and turbocharger life.
Consult the dealer or factory project engineer in those cases where aftercooler/oil cooler water
temperatures are expected to exceed the 38°C (100°F) limit.
Basic System Configurations

Two basic closed circuit fresh water cooling systems are used — combined circuit and separate
circuit.
The combined circuit configuration is also referred to as the single circuit fresh water system. It is
typically used for marine and heavy fuel applications where a single heat exchanger is preferred.
The aftercooler and oil cooler circuit is externally regulated (fluid inlet temperature control) to 32°C
(90°F). The system uses the aftercooler/oil cooler outlet water to cool a portion of the high
temperature outlet water. The block coolant is contained on the engine. Only the water returning to
the aftercooler/oil cooler pump requires a cooling source. This results in simple coolant piping
installation. Refer to Figure 1 for a typical combined circuit flow diagram. An in-line engine is
shown in Figure 2 and a vee engine in Figure 3. Figure 4 is a piping schematic for the combined
circuit system. (Refer to pages 33 through 36 for illustrations.)
Figure 5, page 37, is a diagram for a two step inlet air temperature control system for continuous
heavy fuel applications. See the Heavy Fuel section for further details.
The separate circuit cooling system shown in Figures 6, 7, and 8 is available for marine
applications. It is normally used for keel cooled or radiator cooled installations to reduce the
external cooling package size. (Refer to pages 38- 40 for illustrations.)
Engine Coolant Flow Control

The correct coolant flows are provided by factory installed orifices combined with external circuit
resistance (set at each site). The orifices are sized to provide proper flow splits and pressure
levels to engine components (aftercooler, oil cooler, cylinder block, cylinder heads, and
turbochargers). The external resistance setting is critical. It establishes total circuit flow by
balancing total circuit losses with pump performance curves. Set it with an adjustable, lockable
valve or orifice in customer piping. Measure external circuit resistance with blocked open
regulators to assure all flow is passing through the external circuit. The valve used to set the
resistance must not use elastomer seat material. Typical factory and customer orifice locations are
shown in Figure 1 for a combined system and Figure 6 for a separate circuit system.
15-2
Temperature Regulation
Inlet control temperature regulators are used on the jacket water and aftercooler/oil cooler
(AC/OC) coolant and lube oil circuits. The standard regulator characteristics are shown below.
Some marine societies require coolant temperature regulators to have a manual override
capability. In these cases the standard Caterpillar regulator is not acceptable and another supplier
must be used.
Heat recovery circuits usually require an external regulator to prevent overcooling the engine. If
the heat recovery circuit uses less than 30% of the available jacket water heat load, then an
external regulator is not required. If used, the heat recovery regulator must have a start-to-open
temperature 5°C (9°F) lower than the jacket water circuit regulator. See Heat Recovery within this
section.
Regulator mounting location depends on the cooling system type and engine package
configuration. If an expansion tank is mounted on an accessory module in front of the engine, the
regulator may be mounted on the tank. See the table below for typical Caterpillar regulator
mounting locations. Regulators supplied by other suppliers are usually mounted in the shipyard
piping.
Water Pumps
All engines have two engine driven fresh water pumps mounted on the front engine housing. The
right hand pump (viewed from the flywheel end) supplies coolant to the cylinder block, cylinder
heads, and turbocharger. The left hand pump supplies coolant to the aftercooler and oil coolers.
Complete pump performance curves at various pressure heads are shown in Figure 9. An engine
driven raw water pump is available and is gear driven off the front of the engine. See Figure 46 in
the Engine Performance section for raw water pump power requirements.
Some applications will require standby pumps. Electrically driven standby pumps are shown in
Figures 4 and 5 and are also included in the following description.
Standby Pumps
Typically an electric standby pump is required to parallel each engine driven pump for single
engine marine propulsion applications to meet marine society requirements. Two fresh water
pumps are required for standby, or emergency, service. One parallels the engine driven high
temperature jacket water circuit. The other parallels the engine driven low temperature AC/OC
circuit. Each external circuit must be isolated from the engine by check or shutoff valves.
15-3
Install a water pressure low alarm contactor at the discharge of the engine driven pump to control
the operation of the standby motor driven pump. The standby pump should start automatically if
the engine driven pump discharge pressure falls below 120 kPa (17.4 psi). The control
configuration should be arranged to operate only when the engine is running. Additionally, the
contactor should be tied into the oil step function of the speed switch so that the standby pump
can only operate above 75% of rated speed. This is because the engine driven pump pressure
may be lower than the alarm set point at low engine speeds, but the pump pressure is still
sufficient to cool the engine and the standby pump is not required.
15-4
Flow Requirements
Standby pump flow requirements must match the engine driven pump it is to replace. See the
following table for pump requirements.
The recommended materials for the standby pumps are:
Casing - Cast Iron

Impeller - Bronze
Shaft - Stainless Steel
Seal - Mechanical
For emergency pump connection locations and sizes see Figure 4 (combined circuit).
Heat Rejection
Heat rejection to engine coolant comes from the cylinder block, cylinder heads, watercooled
turbocharger turbine housing, aftercooler, and oil cooler.
Watercooled manifolds are not used and there is no direct heat rejection from exhaust manifolds
to the coolant. Jacket water heat rejection on 3600 Engines always refers to the sum of the block,
head, and turbocharger.
Nominal values for heat rejection, coolant flows, and temperatures are shown in the Engine Data
section. For the most current data always consult the TMI System.
Aftercooler Correction Factors

Heat rejection correction factors for the aftercooler can be calculated for various ambient air and
cooling water temperatures (see Figure 10). A typical correction factor for 45°C ambient air and
32°C water to the aftercooler would be approximately 1.2 times the nominal aftercooler heat
rejection valve in the Engine Data section of this guide.
Heat Rejection Tolerances
Coolant Flow = ±10%
Heat Rejection = ±10%
The tolerance for engine-to-engine variation, test data accuracy, repeatability, and scatter. The
heat rejection tolerance band does not account for on-site conditions such as ambient air
temperature. Tolerance guidelines are as follows:
15-5
Heat Exchanger Tolerances

Base heat rejection capacity on the high side of the tolerance band, i.e., +8% to +10%. This tends
to assure normal engine operating temperatures and compensates for unexpected fouling
situations.
Heat Recovery Unit Tolerances

Assume recoverable heat available is at the lower end of the tolerance zone, i.e., -8% to -10%.
This adjusts for the regulator control system characteristics and convection/radiation losses from
the piping. See Heat Recovery in this section of the guide.
Heat Exchanger
The Caterpillar shell and tube type heat exchangers provide compact, reliable, and cost effective
cooling. Since heat exchanger tubes can be cleaned easily, raw water is usually routed through
tubes and engine coolant through the shell. The flow in the raw water section is either single-pass
or two-pass (see Figure 11). A two-pass type flows raw water twice through the exchanger; single-
pass types use raw water only once. To provide maximum temperature differential and heat
transfer in singlepass exchangers, the raw water flows opposite to coolant flow. The direction of
flow is not important in two-pass exchangers.
If the raw water contains debris, use strainers to prevent tube plugging. In cases of extreme silt
contamination or abrasive materials, consider a back-flush filter. Some raw water sources contain
high levels of impurities or hardness which accelerate heat exchanger fouling. More frequent heat
exchanger cleaning will be required if treatment is not practical.
15-6
Heat exchanger performance depends on raw water flow and temperature differential. Orifices or
fixed valves must be used to limit raw water velocity and avoid tube erosion. Do not use
temperature regulators in the raw water circuit. Engine jacket water is thermostatically controlled
and additional controls add expense, cause restriction, and decrease reliability.
Heat Exchanger Sizing Combined Circuit:

The heat exchanger should be sized using a maximum coolant temperature at the AC/OC pump
inlet of 38°C (100°F) for all Marine engines. The heat exchanger sizing must also consider the
maximum expected ambient air temperature, maximum engine power (rack stop power), maximum
expected raw water temperature, and 10% margin for a fouling and safety factor. Consult a project
engineer if the vessel will operate in sea water temperatures greater than 32°C (90°F). It is
impractical to purchase heat exchangers which are sized for less than a 6°C (11°F) differential
between sea water and AC/OC water.
Separate Circuit:
There are two heat exchangers required for separate circuit cooling systems, one for the engine
jacket water circuit and one for the AC/OC water circuit. The jacket water heat exchanger should
be sized using a maximum coolant temperature at the jacket water pump inlet of 93°C (199°F) for
heavy fuel engines, and 90°C (194°F) for distillate fuel engines. The jacket water heat exchanger
sizing must also consider maximum engine power (rack stop power), maximum expected raw
water temperature, and 10% margin for a fouling and safety factor.
The AC/OC heat exchanger should be sized using a maximum coolant temperature at the AC/OC
pump inlet of 38°C (100°F) for all marine engines. The AC/OC heat exchanger sizing must also
consider the maximum expected ambient air temperature, maximum engine power (rack stop
power), maximum expected raw water temperature, and 10% margin for a fouling and safety
factor. See the previous note on combined circuit heat exchanger sizing if sea water temperature
is greater than 32°C (90°F). Separate circuit cooling systems are most commonly used in
applications where keel coolers or radiators are used as the heat exchangers, to keep the
equipment size to a minimum.
15-7
Expansion Tanks
Caterpillar expansion tanks provide:
• Expansion volume for coolant

• Coolant level alarm
• Single filling location
• Pressure cap & vent
• Coolant sight gauge
• Deaeration chamber
• Thermostat mounting
• Drain
• Positive pump inlet pressure
Caterpillar offers two expansion tanks. The smaller tank has an expansion volume of 75 L (20 gal)
and the larger tank has 245 L (65 gal). Calculations can determine if an auxiliary expansion tank is
required. Two tank arrangements can be provided by Caterpillar as follows:
Standard Volume Tank - For use with cooling systems whose total volume is up to 1500 L (400
gal), assuming a 4.4°C (40°F) fill water temperature.
High Volume Tank - For use with cooling systems whose total volume is up to 5700 L (1500 gal),
assuming a 4.4°C (40°F) fill water temperature.
Figures 12 and 13 on page 13 show the two Caterpillar expansion tanks that are available.
Two possible methods of arranging the expansion tank in the cooling system are the full flow
system and shunt type system. The most important point with either system is to ensure that air
entrained in the coolant is removed to prevent pump cavitation and cavitation erosion of internal
engine components. Deaeration of the coolant requires a low velocity area. In either case, locate
the expansion tank to prevent vacuum formation. The water level in the tank should be the highest
point in the cooling circuit at any ship attitude. With the full flow system, the entire flow of coolant
passes through the expansion tank via a regulator mounted on the tank. This allows air to be
removed from the coolant because the tank has internal baffles that slow the water flow down to
0.6 m/sec (2 ft/sec). The full flow system provides a single fill point in both the combined and
separate circuit systems. A make-up line between the two circuits is required on the separate
circuit system (see Figure 6). The full flow system is usually used when the expansion tank is
located near the front of the engine.
With the shunt type system, the expansion tank is connected to the cooling system by one smaller
pipe that maintains a static head on the cooling system. Separate vent lines must be run from
each system high point to the expansion tank to remove entrained air from the coolant. A
deaerator chamber must also be installed at the coolant outlet from the engine. The deaerator
removes entrained air from the coolant and a port in the top of the chamber is used to connect to
the expansion tank. Figure 5 shows a shunt type cooling system used in a heavy fuel engine two
step cooling system. The shunt type system is used in applications where the expansion tank
cannot be located near the front of the engine. In this case the expansion tank is mounted
remotely (usually on the next deck up from the engine level), and only a few small connection
lines to the tank are required for vents and the static head connection. This prevents the need for
running large coolant pipes over long distances through the engine room. The coolant regulator is
mounted separately from the expansion tank in a place convenient for the builder.
15-8
Expansion Tank Volume

Expansion tanks must provide adequate volume for coolant expansion plus reserve. Total cooling
system volume must be known to determine the minimum acceptable expansion tank size. The
total volume is the engine coolant volume plus the volume of all external (customer supplied)
circuits. Volume data is shown in Figures 12 and 13 for the engine, full Caterpillar standard and
high volume expansion tanks, tank piping and the Caterpillar supplied shell and tube heat
exchanger. The required expansion volume is calculated as follows:
Required Expansion Volume = (Total System Volume) x (Expansion Rate)
The expansion rate depends on the coolant mixture being used, and can be determined from the
curves shown in Figure 14 on page 14. Some installations will use the Caterpillar supplied heat
exchanger and factory piping. In those cases, the volume of all external piping must be calculated.
The minimum reserve capacity is determined from the following table:
15-9
15-10
System Pressures
The following pressure limits apply to all 3600 Diesel Engines:
Water Pump Pressures:

Maximum Allowable Static Head .................................145 kPa (15 m H20)
Minimum AC/OC Pump Inlet (Dynamic).......................-5 kPa (-0.5 m H20)
Minimum JW Pump Inlet (Dynamic)*.............................30 kPa (3.0 m H20)
Minimum Raw Water Pump Inlet (Dynamic) ................-5 kPa (-0.5 m H20)
Maximum Operating Pressures:

Engine Cooling Circuits.................................................500 kPa (51 m H20)
Caterpillar Expansion Tanks...........................................150 kPa (15.3 m H20)
Caterpillar Heat Exchangers.........................................1000 kPa (102 m H20)
Radiators/Non-Cat Heat Exchangers ...........................(Contact Supplier)
* Acceptable jacket water pump inlet pressures are achieved on combined cooling systems by
maintaining the correct external circuit resistance.
External Circuit Resistance

The method used to set external circuit resistance depends on cooling system geometry.
Method No. 1: Used when the cooling circuit includes the Caterpillar expansion tank and
regulators mounted on the front module assembly (full flow system). External pressure drop is
measured from the engine outlet to the cold flow entrance at the regulator housing. Measure both
pressures as close to the same elevation as possible (see Figure 15 and table at right).
Method No. 2: Used when the cooling circuit includes a remote-mounted expansion tank and
remote regulators (shunt type system). External pressure drop is measured from the engine outlet
to the pump inlet. Make pressure measurements at the corresponding outlet and inlet elevations
(see Figure 16).
15-11
The above external resistance settings must be made with blocked-open regulators to assure full
heat exchanger flow. Refer to Engine Data Sheet 50.5, “Cooling System Field Test”.
A lockable plug valve is preferred for setting external resistance. A plate type orifice or other
adjustable valve may be used, but it must not include an elastomer seal element.
15-12
The correct circuit restriction must also be maintained for bypass flow. Systems including the
module mounted expansion tank with Caterpillar regulators contain factory installed orifices to
control bypass flow. For remote systems, set the external bypass restriction to 130% ±10% of the
corresponding external restriction value for full heat exchanger flow. The restriction must be set
before the circuit reaches regulator start-to-open temperature.
Keel Coolers
A keel cooler is an outboard heat exchanger attached to the submerged portion of a ship’s hull.
They are typically used in applications encountering muddy or silty cooling water.
Fabricated keel coolers use many shapes (pipe, tubing, channel, etc.). Material choice depends on
the cooling water encountered. It must be compatible with the ship’s hull materials to prevent
galvanic corrosion.
Fabricated Cooler Performance and Sizing

This guide section may be used to determine keel cooler performance characteristics, including
sizing, for 3600 Engines. Careful identification of application type, operating conditions, coolant
temperature specifications, and acceptance limits must be emphasized for accurate analysis.
15-13
Application
The data may be used for the following:
• Determine keel cooler size (surface area) required for either a combined or
separate circuit cooling system.
• Determine the performance capability, including the return to engine coolant
temperature, for an existing keel cooler configuration.
• Predict regulated coolant temperatures at any engine operating conditions for a
specific keel cooler configuration. This is an iterative process and requires
temperature regulator characteristic curves (temperature vs stroke and flow split vs
stroke) for the thermostats being used. Contact a Caterpillar Application Engineer
for this analysis.
The general technique for analyzing keel cooler performance is based on establishing a unit heat
rejection capacity factor in terms of kW/m2 of surface area per °C temperature difference between
coolant-to-engine and the raw water. This is determined from the curves in Figure 17 for a nominal
(typical) set of conditions, and is referred to as the baseline performance. The baseline capacity is
then adjusted for actual operating conditions using a set of correction factors. The corrections take
into account fouling factors (raw water and coolant), use of antifreeze (% glycol) if applicable, and
actual steel thickness of the heat transfer surface. Materials other than structural (mild) steel are
not considered in this analysis.
For keel cooler sizing, the heat rejection capacity factor is used to calculate the total surface area
required. This is based on acceptance criteria for the specific engine and application. Acceptance
is normally based on coolant-to-engine temperature limits specified in the beginning of this
Cooling section. After determining the required surface area, the structural members can be
selected based on space limitations, availability, and total coolant flow. The cross sections
selected (angle irons, channels, etc.) must provide flow conditions (velocity and turbulence) used
in the capacity calculations and analysis. Flow losses (pressure drop) through the cooler must also
be calculated to confirm an acceptable external circuit resistance.
To evaluate an existing keel cooler configuration (vessel repower, etc.), the heat rejection capacity
factor is used to calculate the coolant-to-engine temperature. This calculation should be done
assuming full keel cooler flow (thermostats fully open). If the resulting coolant temperature is
below the maximum allowable limit, the keel cooler design is acceptable relative to heat rejection.
Pressure drop through the cooler must also be calculated to determine if external circuit resistance
is acceptable. The curves and techniques in this section can also be applied to predict engine
cooling system temperatures for specific operating conditions. This analysis procedure requires
the determination of the equilibrium point at which the system flows — temperatures, engine heat
rejection, keel cooler capacity, and thermostat temperature/ flow characteristics are all balanced.
Refer this iterative process to a Caterpillar Application Engineer. Performance and Sizing Criteria
Keel cooler sizing must be based on the most critical set of operating conditions.
• Engine coolant flowing from rear to front of the vessel (counter-flow). If this is not
possible due to the hull design and piping limitations, or if an existing cooler with
split flow types is being analyzed, contact a Caterpillar Application Engineer.
• No paint or protective coatings applied to heat transfer surfaces. The engine coolant
must meet the following:
• Water used must meet Caterpillar specifications.
• Conditioner must be used and maintained at proper concentration levels.
• Use of antifreeze (glycol) is acceptable. Engine coolant flow through the cooler must
meet the following:
• Flow velocity:
Maximum 2.5 m/sec (8.2 ft/sec)
Minimum 0.5 m/sec (1.65 ft/sec)
Design Point** 1.5 m/sec (4.92 ft/sec)
• Turbulent flow (natural or induced)
** Rated engine speed with full flow through cooler (thermostats fully open)
15-14
Baseline Performance Conditions

The baseline performance curves in Figure 17 are for the following conditions:
Engine Coolant: Treated Fresh Water (no glycol)
Engine Coolant Fouling Factor: 0.0010 (no excessive hardness)
Raw Water Fouling Factor: 0.0030 (typical river water)
Steel Thickness: 6.35 mm (0.25 in)
15-15
Correction Factors
The baseline keel cooler performance (unit heat rejection capacity) obtained from Figure 17 must
be adjusted to account for actual conditions. Correction factors (multipliers) required are shown in
Figures 18 and 19.
Use of extremely hard water Figure 18
Use of antifreeze (glycol) Figure 18
Raw water fouling factors Figure 18
Steel thickness (heat transfer surface) Figure 19
15-16
Worksheet
A worksheet for calculating keel coolersize (surface area) is shown on page 22. This worksheet
applies to combined and separate circuit systems. A separate circuit system requires two
worksheets: one for the low-temperature (aftercooler/oil cooler) circuit, and one for the high
temperature (jacket water) circuit.
Design/Installation Considerations
Large cross-sectional channels are often used for keel cooler passages. This can result in water
velocities that are too slow for effective heat transfer. Inserts can be installed to create localized
high water velocity or turbulence. An effective design for keel cooler inserts is a ladder-like device
inserted through the full length of the keel cooler passages.
Construct the ladder using rods [6 mm (1/4 in.) diameter] and flat bar approximately the same
shape, but 70% of the cross sectional area of the keel cooler flow passages). Use the same metal
alloy as the hull and keel cooler. The flat bar cross pieces must not restrict flow. They should
redirect the flow to avoid the laminar flow due to slow average velocity. Insert the ladder into the
keel cooler flow passages and weld on end inlet and outlet manifolds.
Bypass Filters
Welded structural steel cooler systems require strainers between the cooler and the pump inlet.
Material such as weld slag and corrosion products must be removed from the system to prevent
wear and plugging of cooling system components. Use a continuous bypass filter used to remove
smaller particles and sediment. The element size of the continuous bypass filter should be 20 to
50 microns (0.000787 to 0.000197 in.). Water flow through the bypass filter must not exceed 19
L/min (5 gal/min).
Strainers
Full flow strainers are desirable. Size the strainer screens no larger than 1.6 mm (.063 in.) mesh.
Connections must be no smaller than the recommended line size. A differential pressure gauge
across the duplex strainer can be used to determine service periods. Pressure drop across a
strainer at maximum water flow must be considered as part of the system’s external resistance.
The strainer should have no more than 1 m (3 ft) H2O restriction in clean condition.
Packaged Keel Coolers

Packaged keel coolers are purchased and bolted to the outside of a ship’s hull. They are normally
copper-nickel alloy and are initially toxic to marine growth, one of the more important advantages
over fabricated keel coolers. The toxicity will decline with time, but the keel cooler can be partially
restored by cleaning the heat transfer surfaces with a vinegar-salt solution. Another advantage of
packaged keel coolers is their compactness and light weight compared to fabricated keel coolers.
They can have less than 20% of the heat transfer surface of a fabricated cooler. Manufacturers
publish sizing guidelines for specific conditions.
Never paint packaged keel coolers. Paint greatly reduces heat transfer.
Packaged keel coolers are rarely the same material as the ship’s hull.* If the piping is not the
same material as the cooler, it must be electrically isolated from the hull metal and the ship’s
piping.
Keel Cooler Location

Locate the cooler in a protected area and low on the hull. The area immediately forward of the
propellers is a region of high water velocity. It is high enough on the hull to be protected from
grounding damage. The effects of sandblasting the cooler (from the propellers) during astern
maneuvers must be considered.
*Coolers of aluminum alloy reduce the galvanic corrosion problems associated with dissimilar
metals submerged in salt water, ie. aluminum and copper nickel.
15-17
15-18
Keel Cooler Circuit Pumps

The engine driven water pump will normally circulate engine fresh water through the cooler. If the
total external resistance cannot be held within limits, an auxiliary pump will be required.
Keel Cooler Venting

Proper venting of fabricated keel cooler channels is critical for good cooling system operation.
Both ends of each channel section should have manual or automatic vent valves to remove air
during initial system filling. This is important because the ship’s trim can vary from vessel to vessel
and air can be trapped if the channels are vented at only one end. If air gets trapped in the
channel sections during initial fill, the expansion tank volume will drop dramatically when the
engine is running because that air will be compressed by the pump pressure and coolant will take
its place. This trapped air can also cause the external circuit resistance to be set improperly, which
may result in poor coolant flow to the engine. Pump cavitation may also result from air trapped in
the keel cooler.
Marine Gear Heat Rejection

Marine gears have an efficiency of about 97%. Approximate heat rejection to the marine gear
cooling system is:
H=PxF
Where:
H = Marine Gear Heat Rejection, (kW)

P = Engine Power, (kW)
F = Gear Efficiency Loss, (0.03)
H = P x F x 42.41
Where:
H = Marine Gear Heat Rejection, (Btu/min)

P = Engine Power, (hp)
F = Gear Efficiency Loss, (0.03)
The gear manufacturer can supply actual heat rejection values as well as required cooling
temperatures. Use the graphs previously presented to calculate the additional cooling area
required for the marine gear.
Piping
Use black seamless pipe with connections fitted in the flow direction to minimize turbulence. Do
not use galvanized pipe.
Cleanliness
All external pipe and water passages must be cleaned before initial engine operation. Strainers
are available from Caterpillar to be installed in pipes leading to externally added equipment. They
are available for 100 mm, 127 mm, and 152 mm (4 in., 5 in., and 6 in.) pipe sizes and all have 1.6
mm (1/16 in.) mesh size. Install them on site prior to startup and remove after commissioning.
Venting
Proper venting is required for all applications. Route vent lines to the expansion tank at an upward
slope without dips. Avoid traps in customer supplied piping, but if this is not possible they must be
vented. When it is not practical to route vent lines to a common point, use automatic air-release
valves. The valves are suited for low velocity coolant areas such as expansion tanks. They may
also be adapted to deaeration chambers. Locations must be selected to collect entrained air.
Automatic air release valves are available in several styles. The heavy duty (cast iron body) style
is recommended. In addition to the automatic venting feature, the valves usually have a fast-vent
port available. Typically it is a pipe plug which can be removed or replaced by a ball valve,
allowing venting during initial system fill.
15-19
Line Sizing
Water velocity guidelines are:
Maximum Velocity
m/sec ft/sec
Pressurized Lines 4.5 1.5
Pressurized
Thin-Wall Tubes 2.0-2.5 6.5-8
Suction Lines
(Pump Inlet) 1.5 5
Low Velocity
Deaeration Line 0.6 2
Connections
Cooling system weld flanges for customer connections are shown in Figures 20, 21, 22, and 23.
(Refer to pages 41-44 for illustrations.)
Caterpillar flexible joint assemblies are available in the three pipe sizes used on cooling systems:
100 mm, 127 mm, and 152 mm (4 in., 5 in., and 6 in.). Use flexible joints for all connections to the
engine, but do not use rubber hoses. Minimize the length and weight of piping mounted on the
engine. Place the flexible connection as close to the engine connection as possible, preferably
right at the engine connection. This minimizes the stresses on the water pump housings caused
by piping weight. Provide adequate pipe support on the hull side of system piping to minimize pipe
movement and flex connection loading. Arrange flexible connections, check valves and shutoff
valves as shown in Figure 4 when emergency cooling connections are used so that the engine
can continue to operate with the standby pump. This is particularly important in single engine
propulsion applications.
Orient the flex connector to take maximum advantage of its flexibility. Consider normal and
maximum expected movement ranges when selecting connectors. Material compatibility must also
be evaluated. The internal surface must be compatible with the coolant used over the anticipated
operating temperature and pressure ranges. The liner material must also be compatible with
potential coolant contaminants such as lube oil, fuel, and system cleaning solutions. The outer
cover must be compatible with its environment — temperature extremes, ozone, grease, oil, paint,
etc.
Jacket Water Heating System

Jacket water heating systems allow starting at ambient temperatures below 0°C (32°F). Heated
water must enter the top of the cylinder block and exit from the bottom. This maintains a positive
water pressure to the heater pump and avoids priming and cavitation problems. The jacket water
heater and pump should automatically turn on when the engine is shutdown and automatically
stop when the engine is started. The Caterpillar system is a prepackaged
shipped loose unit including:
• Circulating pump
• Electric water heater
• Control panel including controls for starting/stopping pump, high temperature
shutdown, no flow shutdown, etc.
• Piping, valves and fittings are on the unit -- the customer must plumb the unit to the
engine
A typical jacket water heating package is shown

in Figure 24. (Refer to page 45 for illustration).
The heating requirements for each engine is
shown in Figure 25.
15-20
Water Treatment
Caterpillar’s water quality recommendations must be followed, particularly in closed cooling
systems. Excessive hardness will cause deposits, fouling, and reduced cooling system component
effectiveness. Water hardness is described in grains per gallon, one grain being equal to 17.1
parts per million (ppm) or mg/L, both expressed as calcium carbonate. Water containing up to 3.5
grains per gal (60 ppm) is considered soft and causes few deposits. Cooling system water must
meet the following criteria:
Chloride (CL).......2.4 g/gal (40 ppm) max.
Sulfate (SO4).....5.9 g/gal (100 ppm) max.
Total
Hardness .......10.0 g/gal (170 ppm) max.
Total Solids......20.0 g/gal (340 ppm) max.
pH................................................5.5 - 9.0
Water softened by removal of calcium
and magnesium is acceptable. Corrosion
inhibitors added to water maintain
cleanliness, reduce scale and foaming,
and provide pH control. With the addition
of an inhibitor, maintain a pH of 8.5 to 10.
Exposing engine coolant to freezing
ambient temperatures requires the use of
antifreeze. Ethylene glycol is most
common. The concentration required can
be determined from Figure 26. Also refer
to Form No. SEBD0970-01, Coolant and
Your Engine.
Caterpillar recommends using a 50/50

mixture of glycol/water. Concentrations
less than 30% require the addition of
corrosion inhibitors to maintain
cleanliness, reduce scale and foaming,
and provide acidity and alkalinity (pH)
control. The rust inhibitor must be
compatible with the glycol mixture and not
damage flexible connections, seals, or
gaskets. Avoid sudden changes in coolant
composition to minimize adverse effects
on nonmetallic components.
Note: Caterpillar antifreeze contains the proper amount of coolant conditioner. Do not
use coolant conditioner elements or liquid coolant conditioners with Dowtherm
209 Full-Fill Coolant. Caterpillar inhibitors are compatible with ethylene glycol
base antifreeze. Soluble oil or chromate solutions must not be used.
Note: Water treatment may be regulated by local codes when cooling water contacts
domestic water supplies.
Caterpillar’s coolant additive is available in 19 L (5 gal) and 208 L (55 gal) containers: Part No’s.
8C3680 and 5P2907 respectively. Caterpillar does not recommend additives from other suppliers.
Caterpillar antifreeze is available in 3.8 L (1 gal) and 208 L (55 gal) containers: Part No’s. 8C3684
and 8C3686 respectively.
15-21
System Monitoring
Make provisions for pressure and temperature differential measurements across major
components. This allows accurate setup and performance documentation of the cooling system
during the commissioning procedure. Future system problems or component deterioration (such
as fouling) are easier to identify if basic data is available. It also provides information for relating
on-site conditions to the original factory test.
Temperature and pressure measurement locations should give an accurate reading of fluid stream
conditions. Preferred locations are in straight lengths of piping reasonably close to each system
component. Avoid pressure measurements in bends, piping transition pieces, or turbulent regions.
Self-sealing probe adapters are available in several sizes of male pipe threads and straight
threads for O-ring ports. The adapters use a rubber seal allowing temperature or pressure to be
measured without leakage. Probe diameters up to 3.2 mm (0.125 in.) may be used. The straight-
threaded adapters are used on the engines with available ports. Pipe threaded adapters are more
easily incorporated in the external customer supplied system. The adapters are an excellent
alternative to permanently installed thermometers, thermocouples, and pressure gauges. They are
not subject to breakage, fatigue failures, and gauge-to-gauge reading variations.
Serviceability
Access to heat exchangers is required for tube rodding (cleaning) or removal of the tube-bundle
assembly. Engine water pumps should also be easy to remove. Remote water temperature
regulators must be accessible, and appropriate isolation valves provided. Apply similar guidelines
to heat recovery units, deaeration chambers, and other components requiring service.
System Design: Engine Data, Criteria and Guidelines

Design Forms:
Included in this section are forms for recording design input for both the combined and separate
circuit systems. See the Engine Data section of this guide for heat rejection and coolant flow
values for both distillate and heavy fuel engines. Use Figure 10 to correct the AC/OC water and
ambient air temperatures when different from standard conditions.
15-22
Heat Recovery
The 3600 Engines convert about 44% of their input fuel energy into mechanical power compared
to 33% on older engines. The remaining input fuel energy transforms into heat from friction and
combustion. It is carried from the engine by jacket water (including turbocharger cooling water), oil
cooler water, aftercooler water, exhaust, surface radiation, and convection.
Heat recovery is a viable option with the 3600 Engine, but because of high overall thermal
efficiency it must be given more deliberate consideration. Older engines have traditionally higher
percentages of heat rejected to the exhaust and cooling systems, making heat recovery more
desirable.
Heat recovery design best suited for any installation depends on many technical and economic
considerations. However, the primary function of any design is to cool the engines. Engines must
be adequately cooled even when heat recovery demand is low.
Due to the wide variety of uses for the heat recovered from a diesel engine, it is impractical to
discuss specific systems in detail. Utilize design consultants or factory assistance when
considering heat recovery.
15-23
15-24
The typical heat balance of 3600 Engines is shown in Figure 27.
Heat rejection values for marine propulsion engines are included in the Engine Data section of this
guide. The following data is included for all four engines at 750, 800, 900 and 1000 rpm.
• Jacket water heat rejection (includes turbo)

• Oil cooler heat rejection
• Aftercooler heat rejection
• Exhaust gas heat rejection using the lower fuel heating value
• Exhaust stack gas temperature
• Volume flow of the exhaust gas
• Coolant flow — jacket water and AC/OC water
Heat rejection for marine auxiliary engines is given in Form No. LEKX6559, the Technical Data
section of the EPG A&I Guide.
When considering heat recovery for 3600 Engines review the cooling system parameters. The two
cooling systems available are the combined circuit and separate circuit, and either system can use
the high temperature jacket water circuit for heat recovery. Figure 28 shows a combined circuit
cooling system and Figure 29 shows a separate circuit cooling system, both with heat recovery
from the high temperature jacket water circuit. The flow restriction in the heat recovery circuit is
critical because all of the cylinder block flow is directed to the heat recovery unit. Pressure
measuring locations at the inlet and outlet connections of the engine are provided, but a factory
project engineer should be consulted to determine the permissible pressure differential of the heat
recovery system. Exhaust gas heat recovery is also available in either arrangement but details are
not shown. If the heat recovery circuit uses less than 30% of the available jacket water heat load,
then an external temperature regulator is not required. If a regulator is used it must be set 5°C
(9°F) lower than the jacket water circuit regulator to prevent overcooling the engine. Install a full
flow bypass valve to isolate the heat recovery circuit when not in use. A heat recovery unit bypass
line may be required if the heat recovery unit cannot use the full amount of coolant.
15-25
15-26
Cooling System
Index
Basic Operating Parameters ......................................................................................................16-2

Coolant Flow Control ..................................................................................................................16-3
Coolant Temperature Control ....................................................................................................16-3
Water Pumps ..............................................................................................................................16-4
Expansion Tanks ........................................................................................................................16-4
Types of Cooling ........................................................................................................................16-5
Radiator Cooling ........................................................................................................................16-5
Heat Exchanger Cooling ............................................................................................................16-7
Central Cooling Systems ............................................................................................................16-7
System Pressures ......................................................................................................................16-7
Venting........................................................................................................................................16-9
Line Sizing ..................................................................................................................................16-9
Connections................................................................................................................................16-9
Heaters ......................................................................................................................................16-9
Cleanliness ................................................................................................................................16-9
Serviceability ............................................................................................................................16-10
Water Quality, Rust Inhibitors, and Antifreeze ..........................................................................16-10
Radiator Sizing..........................................................................................................................16-11
Heat Exchanger Sizing ............................................................................................................16-11
Fouling Resistance for Water ..................................................................................................16-12
Heat Rejection and Related Parameters..................................................................................16-12
Aftercooler Correction Factors..................................................................................................16-12
Heat Rejection Tolerances........................................................................................................16-12
Heat Exchangers ......................................................................................................................16-13
Radiators ..................................................................................................................................16-13
Line Velocities ..........................................................................................................................16-16
Temperature Regulation ..........................................................................................................16-16
Expansion Tank Volume ..........................................................................................................16-17
Water Treatment ......................................................................................................................16-18
Emergency Pumps ..................................................................................................................16-18
16-1
12/2004
Basic Operating Parameters

The basic operating parameters for the 3600 Engine cooling system are:
• 50°C (122°F) nominal water temperature to the aftercooler and oil cooler. (Distillate
Fuel Engines)
• 32°C (90°F) nominal water temperature to the aftercooler and oil cooler. (Heavy
Fuel Engines)
• 90°C (194°F) nominal jacket water temperature to the cylinder block circuit.
(Distillate Fuel Engines)
• 93°C (199°F) nominal jacket water temperature to the cylinder block circuit. (Heavy
Fuel Engines)
• 85°C (185°F) nominal oil to bearing temperature.
Engine ratings are based on nominal water temperature to the aftercooler and 25°C (77°F) air to
the turbocharger. Over time, as the performance of the heat exchanger decreases due to fouling,
the water temperature to the aftercooler will increase. At higher ambient conditions, the water to
the aftercooler and oil cooler is allowed to rise to 65°C (149°F) for distillate fuel engines or 38°C
(100°F) for heavy fuel engines maximum before engine deration is required. Inlet manifold air
temperature and/or oil temperature will exceed upper limits (normal alarm and/or shutdown
settings) at higher water temperatures. Operation with maximum allowable water temperature to
the AC/OC is only acceptable as a temporary, short-term, condition. Continued operation can
result in reduced life.
Basic System Configurations

Two basic cooling system configurations are used; combined circuit, also known as single circuit
and separate circuit. Both are designed to supply regulated nominal jacket water temperature to
the block and regulated 85°C (185°F) oil to the bearings. By including the aftercooler and the oil
cooler in the low temperature circuit, lower inlet air temperatures and constant oil to bearing
temperatures are possible.
The combined circuit configuration is often referred to as the single circuit—two pump system. It is
typically used for applications where a single radiator or heat exchanger is preferred and also for
heavy fuel applications. The aftercooler and oil cooler circuit is externally regulated to nominal
temperature (fluid inlet temperature control). The system uses the aftercooler/ oil cooler outlet
water to cool a portion of the high temperature outlet water to maintain nominal jacket water
temperature to the cylinder block. The block is a closed circuit contained on the engine; therefore,
only the water returning to the aftercooler/oil cooler pump requires a cooling source. This results in
a relatively simple coolant piping installation. Refer to Figure 14 for a typical ' schematic. A typical
flow diagram through an in-line engine is shown on Figure 15 and a vee engine on Figure 16.
The separate circuit system is recommended for high ambient installations to reduce the external
cooling package size. Advantages of the separate circuit:
• The total radiator surface area may be 20% less at 45°C (110°F) ambient and up to
30% less at higher ambients, when compared to a combined circuit.
• Maintains nominal water temperature to the aftercooler and oil cooler while
rejecting heat from the cylinder block and heads at higher temperatures.
• The total external flow is approximately twice the external flow of the single circuit
system. Half of the flow (high temperature circuit) must be cooled to nominal jacket
water temperature and the low temperature circuit cooled to nominal AC/OC water
temperature.
An expansion tank is not used in the aftercooler/ oil cooler circuit on the separate circuit system.
Therefore, a coolant makeup line is required from the high temperature circuit expansion tank to
the aftercooler/oil cooler pump inlet.
The vent lines from the aftercooler/oil cooler circuit should return to the high temperature
expansion tank. The vent lines should be approx. 9.5 mm (.375 in.) in diameter. Larger diameter
can adversely affect coolant flows; smaller diameters can become plugged with debris. Refer to
Figure 17 for a typical separate circuit schematic. Typical coolant flow diagrams are shown on
Figure 18 for an in-line engine and Figure 19 for a vee engine.
16-2
12/2004
Engine Coolant Flow Control

The correct coolant flows are provided by factory installed orifices on the engine in combination
with external circuit resistance set at each site. Factory orifices have been sized to provide proper
flow splits and pressure levels to engine components; (aftercooler, oil cooler, cylinder block,
cylinder heads, and turbochargers). The external resistance setting establishes total circuit flow by
balancing total circuit losses with the characteristic pump performance curves. On combined
cooling circuits, the external resistance also controls inlet pressure to the jacket water pump. The
external resistance setting is critical. If it’s too high, flows will be reduced and aftercooler/oil cooler
effectiveness will decrease. This could result in excessive inlet manifold air temperatures, oil
temperatures, and block outlet jacket water temperatures. If the external setting is too low,
aftercooler/oil cooler flows will increase and could exceed established velocity limits. On the
combined circuit, jacket water pump inlet pressure will reduce and cavitation may result. External
resistance should be set with an adjustable, lockable, orifice in customer piping. External
resistance must be measured with blocked open regulators to assure all flow is passing through
the external circuit. Pipe sizes should be established based on components external resistance
and water velocities in the piping. Typical factory and customer orifice locations as shown on
Figure 14 for a combined system and Figure 17 for a separate circuit system.
Coolant Temperature Control

Cooling system performance is based on utilization of fluid inlet-control temperature regulators
providing uniform coolant temperatures to the aftercooler, oil cooler, and cylinder block. The lube
oil system also uses inlet control regulators to maintain uniform oil temperature to the engine.
At normal load and operating conditions, the temperatures stabilize at or near the nominal values
discussed under “Basic Operating Parameters” on page 16-2. They will decrease slightly at part-
load conditions and increase slightly at over-load conditions, but will remain within the respective
thermostat’s modulation range. At very high ratings or extreme overload conditions, the low
temperature aftercooler/oil cooler thermostats may reach the full-open position. This is particularly
true for radiator-cooled systems at high ambient temperatures. The high temperature jacket water
thermostats should not reach the full-open position under any conditions.
Regulator mounting location depends on the cooling system type and engine package
configuration:
Jacket water temperature regulation is always required for all configurations, or operating
conditions. If heat recovery is used in the jacket water circuit, an additional external regulator to
Cooling Expansion Tank JW Reg. AC/OC Reg. Oil Reg.

System Location Location Location Location
Combined Module Engine Expansion Tank Engine

Combined Remote Engine Expansion Tank Engine
Separate Circuit Module Expansion Tank Remote Engine
Separate Circuit Remote Remote Remote Engine
control the heat recovery unit is required, to prevent overcooling the engine. For additional
information, refer to the “Heat Recovery” section.
Most applications and installations require regulation of the low temperature aftercooler/ oil cooler
circuit. Exceptions must still meet the specific criteria shown on page 16-2, “Basic Operating
Parameters.” Heat recovery on the low temperature circuit may be used, but is not as common as
jacket water heat recovery. Again, external regulation to control the heat recovery unit is normally
required. Additional information is provided in the “Heat Recovery” section.
Blended fuel applications may require two-step temperature control on the aftercooler/oil cooler
circuit. Further information is provided in the “Heavy Fuel” section.
16-3
12/2004
Water Pumps
All standard configurations have two gear-driven water pumps mounted on the front housing. The
right-hand pump (viewed from the flywheel end) supplies coolant to the cylinder block, cylinder
heads, and turbochargers. The left-hand pump supplies coolant to the aftercooler and oil coolers.
Water Pump performance curves are included in the Technical Data section of this Guide. Curves
are included for the 3606-3608, the 3612-3616, and the Caterpillar supplied auxiliary pump.
Customer supplied remote pumps may be used where emergency back-up systems are
necessary. In specialized installations, remote pumps could be used exclusively; engine-driven
pump would not be used. Remote pumps must match the performance of the pumps they
replace. Two emergency pumps are required. One pump parallels the engine driven high
temperature jacket water pump circuit. The other parallels the engine driven low temperature
pump. Each external circuit must be isolated from the engine by check or shut-off valves. For
sizing requirements, see “Emergency Pump” data section.
An engine-driven raw water pump is available for all engines and normally used to supply raw
water or seawater to heat exchangers for the engine or auxiliary equipment. The pump may also
be used to meet customer flow requirements within its flow characteristics. The raw water pump is
always mounted below the jacket water pump on the right-hand side of the engine.
Expansion Tanks
Caterpillar expansion tanks provide:
• Expansion volume for coolant

• Coolant Level Alarm
• Single Filling Location
• Pressure Cap & Vent
• Coolant Sight Gauge
• De-aeration Chamber
• Thermostat Mounting
Caterpillar offers two expansion tanks. The smaller tank has an expansion volume capacity of 75
L (20 gal), the larger tank being 245 L (65 gal). Calculations determine if an auxiliary expansion
tank is required. The Caterpillar full flow expansion tank provides a single fill point, (both
combined or separate circuit systems).
A make-up line between the two circuits is required on the separate circuit system, see Figure 17.
Locate tanks to prevent vacuum formation; a primary cause of suction side pump cavitation. The
tank is also used to deaerate water; preventing air pocket formation and minimizing cavitation.
Entrained air encourages corrosion and erosion in the engine. Deaeration requires a low velocity
area. Entrained air separates from water if the tank is sized and baffled to slow water flow to 0.6
m/sec (2 ft/sec). The water level in the expansion tank should be the highest point in the circuit.
The Caterpillar expansion tank is preferred. It is a more forgiving system and adaptable to various
applications; provides the required drawdown and deaeration goals. Shunt systems, Figure 4,
may also be used. A shunt line bypasses the cooling system and eliminates:
• The flow-through expansion tank.

• Large size water pipes required for long distances runs from the engine to the tank.
The system disadvantage is the loss of shunt flow through the heat exchanger. Extreme care
must be taken; cooling, venting, deaeration, and drawdown characteristics must meet the
Caterpillar guidelines for acceptability.
16-4
12/2004
Types of Cooling
Radiator Cooling
Radiators are common and reliable. Preferred location is an elevation lower than the expansion
tank, but higher than the engine pump inlet. Radiators connected with straight piping and mounted
at engine outlet level minimize air traps, see Figure 1. Bleed valves or automatic air release
valves may still be required on the radiator unit itself.
Dips in engine outlet piping trap air during the initial fill and during engine operation and should be
avoided. Vent lines or automatic air-release valves must be provided at each potential trap, see
Figure 2. Refer to additional information on Page 16-9 under “Venting.”
Radiators are sometimes located

above the engine outlet level.
This situation is most common in
rooftop mounting, see Figure 3.
Note the use of an auxiliary
expansion tank and appropriate
vent lines. In this illustration, the
main (Caterpillar) expansion tank
provides the regulator mounting
location and deaeration function
for the cooling system. The
auxiliary expansion tank is the
highest point in the system and
provides the fill location, coolant
level gauge, pressure cap, vent
line termination point, and
expansion volume required. In
some cases, the auxiliary
expansion tank may be
incorporated in the radiator
package itself. All elevated
radiator cooling systems must be
evaluated to assure that system Figure 3
pressures are within acceptable
limits, see "System Pressures"
on Page 16-7.
16-5
12/2004
Additional precautions must be taken with Shunt type cooling systems. As the flow-through type
expansion tank is eliminated, a de-aeration chamber must be provided at the engine outlet. Vent
lines from the deaeration device and potential traps must be routed to the expansion tank. The
tank must be the highest point in the system, and a makeup line routed to the water pump inlet
piping. The system, must meet acceptance criteria. The shunt system shown, Figure 4 uses
rooftop mounting, but is applicable for any radiator location.
The additional piping on remote mounted radiator systems add flow restriction. Pipe sizes, flexible
connections, isolation valves, etc., must be selected to meet external resistance criteria, see Page
16-6, under “External Circuit Resistance.” Piping must be supported, and bracing at bends is
recommended. Automatic make-up water controls and low water alarms are required in remote
systems.
Caution: Automatic water make-up controls can hide serious leakage problems.
Radiators must meet or exceed minimum performance requirements described on Page 16-6,
under “Radiator Sizing.” Radiator selection must include consideration of altitude, ambient air
temperatures, potential for air recirculation, potential for air-side fouling, coolant type (% glycol),
etc. It is critical to provide all pertinent information to radiator suppliers. Temperature extremes
must be considered. For example, if the radiator is located outdoors and subjected to freezing
temperatures, antifreeze is required. This affects performance characteristics and sizing of the
radiator system. If subjected to extreme cold, additional control systems may be required to avoid
thermal shock and prevent premature radiator failures.
16-6
12/2004
Heat Exchanger Cooling

Where a raw water supply is available, shell and tube type heat exchangers provide compact,
reliable, and cost effective cooling. Since heat exchanger tubes can be cleaned easily, raw water
is usually routed through tubes and engine coolant through the shell. The flow in the raw water
section is either single pass or two-pass, see Figure 5. A two-pass type flows raw water twice
through the exchanger; single-pass types use raw water only once. To provide maximum
temperature differential and heat transfer in single-pass exchangers, the raw water flows opposite
to coolant flow. The direction of flow is unimportant in two-pass exchangers.
Heat exchanger performance depends on raw

water flow and temperature differential.
Orifices or fixed valves must be used to limit
raw water velocity and avoid tube erosion.
Temperature regulators should not be used in
the raw water circuit. Engine jacket water is
thermostatically controlled and additional
controls add expense, cause restriction, and
decrease reliability. Solenoid valves controlling
cooling water may be used upstream of the
heat exchanger. The exchanger is relieved of
pressure when inoperative and raw water
cannot be trapped in the tubes if the solenoid
fails to open. Water trapped during engine
operation can expand and could rupture the
exchanger. All solenoid valves should include
manual bypasses.
Strainers should be used to prevent tube

plugging if the raw water supply contains
debris. In cases of extreme silt contamination
or abrasive materials, a back-flush type of filter
should be considered. Some raw water
sources contain high levels of impurities or
hardness which accelerate heat exchanger
fouling. More frequent exchanger cleaning will be required if treatment is not practical.
Central Cooling Systems

Central Cooling systems utilize a single external circuit supplying coolant to several engines, gen
sets, or other components. Although separate cooling systems for each engine is preferable, use
of a single radiator or heat exchanger system is possible. They must meet criteria (flow,
temperatures, pressures, etc.) for each engine/gen set unit operating in possible combinations
with other units. Since every system, application, and installation will be unique, they must be
approved by Caterpillar.
System Pressures
Slight system pressure minimizes pump cavitation even at high altitude and increases pump
efficiency. For each 6.9 kPa (1 psi) of pressure, boiling point is raised about 2°C (3°F). Elevations
above 3048 m (10,000 ft) require higher rated pressure caps to avoid boiling. Ethylene glycol
solutions raise the boiling point. However alcohol or other volatile antifreezes lowers the boiling
point. Figure 6 illustrates system pressure effects on the boiling point of water at altitudes.
Normally, correct system pressure is maintained by the pressure cap on the Caterpillar supplied
expansion tank. However, when others are responsible, the pressure can be maintained by three
methods:
1. Use a pressure cap on an auxiliary expansion tank.

2. Providing the pressure with a water column by locating the auxiliary expansion
tank (without a pressure cap) at an elevation above the pump.
3. A combination of an elevated auxiliary expansion tank with a pressure cap.
16-7
12/2004
Note: 1 meter water = 9.8 kPa
i1 foot water = 0.43 psi
Static head is the maximum height the coolant water is raised. Large static heads are encountered
when radiators or heat exchangers are located on the roof. Excessive static head can cause
engine pump seal leakage.
Dynamic head is the sum of the

static pressure head plus the
pump rise at operating conditions.
Excessive dynamic head can
cause leakage at gasket joints
downstream of the coolant pumps.
The combination of static and
dynamic head must meet the
pressure criteria on Page 16-7,
under “System Pressure.”
Components in the external
cooling circuit, particularly
radiators, must meet operating
pressure levels.
Figure 6
When static or dynamic
pressure head levels
exceed acceptable limits, hot
well systems may be used,
see Figure 7. The mixing
tank accommodates total
drainback of the remote
cooling device and
connecting piping. A baffle
divides the tank into a hot
and cold side, but is open
sufficiently to assure full
engine flow. Baffles are also
used at the water inlet to
minimize aeration, see
Figure 8.
A tank sized for 110% of

radiator, plus external piping,
ensures pumps do not draw
in air and water level can be
checked during shutdown. Figure 7
The tank bottom must be
above the engine coolant
outlet level. A minimum of 0.5 m
(1.6 ft) is recommended. The
auxiliary pump flow must
exceed the engine water
pump demand.
Recommended minimum is
120% of nominal engine
demand at rated speed.
Acceptable venting or
de-aeration of the engine and
external circuit must be
provided.
Figure 8
16-8
12/2004
Venting
Proper venting is required for all applications. Vent lines should be routed to the expansion tank at
an upward slope without dips. Avoid traps in customer-supplied piping; if not possible, they must
be vented. When routing vent lines long distances to a common venting point is not practicable,
automatic air release valves should be used. The valves are suited for low-velocity coolant areas
such as expansion tanks, radiator headers, and hot wells. They may also be adapted to de-
aeration chambers and other system components. Locations must be selected carefully to collect
the entrained air.
Automatic air-release valves are available in several styles. The heavy duty (cast iron body) style
is recommended. In addition to the automatic venting feature the valves usually have a fast-vent
port available. Typically, this is a pipe plug which can be removed or replaced by a ball
valve,allowing venting during initial fill of the system.
Line Sizing
The following should be considered when selecting pipe size:
• Allowable pressure head loss in the external system.

• Affect of pump inlet velocity on cavitation temperature.
• Pipe velocity and line erosion affects.
Velocity criteria and limits are shown on Page 20, under “Line Velocities”.
Sizes and volumes of commonly used piping are included in the “Technical Data” section.
Connections
Cooling system weld flanges for customer connections are shown on Figures 20, 21, 22, and 23
at the end of this section.
Caterpillar flexible joint assemblies are available in all three pipe sizes used on cooling systems,
100 mm, 127 mm, and 152 mm, (4 in., 5 in. and 6 in.) Flexible connections must be used for all
connections to the engine or package. (Rubber hoses are not recommended.) The positions of
flexible connections and shut-off valves are important. Shut-off valves should be located to allow a
flexible connection repair without shutting the engine down and draining the cooling system. This
is particularly important on multiple engine installations. Orient the flex connector to take maximum
advantage of it’s flexibility. Consider normal and maximum expected movement ranges when
selecting connectors.
Material compatibility must also be evaluated. The internal surface must be compatible with the
coolant used over the anticipated operating temperature and pressure ranges. The liner material
must also be compatible with potential coolant contaminants such as lube oil, fuel, and system
cleaning solutions. The outer cover must be compatible with its environment, (temperature
extremes, ozone, grease, oil, paint, etc.)
Heaters
Jacket water heaters may be required to meet cold starting and load acceptance criteria. See
sections on “Starting Systems” and “Engine Condition and Load Acceptance”. It is important to
route the heater water into the top of the cylinder block and exit the bottom to maintain the block
temperature. This also puts positive inlet pressure to the heater circulation pump and avoids
priming or cavitation problems. Use a solenoid shutoff valve to prevent coolant circulating through
the heater while the engine is running. The jacket water heater and it’s pump should automatically
turn on when the engine is shut down.
Cleanliness
All pipe and water passages, external to the engine, must be cleaned before initial engine
operation. There must be flow and any foreign material must be removed.
Strainers are available from Caterpillar to be installed in all pipes leading to equipment added
externally during installation. They are available for 100 mm, 127 mm and 152 mm (4 in., 5 in. and
6 in.) pipe sizes and all have 1.6 mm (1/16 in.) mesh size. They are to be installed on the site
prior to start up and removed after commissioning the unit.
Similar precautions must be taken when significant modifications are made to the external cooling
circuit.
16-9
12/2004
System Monitoring
Make provisions to measure pressure and temperature differentials across major system
components. This allows accurate set-up and performance documentation of the cooling system
during the commissioning procedure. Future system problems or component deterioration (such
as fouling) are easier to identify if basic data is available. It also provides information for relating
on-site conditions to original factory test.
Temperature and pressure measurement locations should give an accurate reading of fluid stream
conditions. Preferred locations are in straight lengths of piping reasonably close to each system
component. Avoid pressure measurements in bends, piping transition pieces, or turbulent regions.
Self-sealing probe adapters are available in several sizes of male pipe threads and straight
threads for O-ring ports. The adapters use a rubber seal allowing temperature or pressure to be
measured without leakage. Probe diameters up to 3.2 mm (0.125 in.) may be used. The straight-
threaded adapters are used on the engines with available ports. Pipe threaded adapters are more
easily incorporated in the external customer supplied system. The adapters are an excellent
alternative to permanently installed thermometers, thermocouples, and pressure gauges and are
not subject to breakage, fatigue failures, and gauge to-gauge reading variations.
Serviceability
Access to heat exchangers is required for tube rodding (cleaning) or removal of the tube-bundle
assembly. Engine water pumps should also be easy to remove.
Remote water temperature regulators should be accessible, and appropriate isolation valves
should be provided. Similar guidelines should be applied to radiators, heat recovery units, de-
aeration units, and other components requiring service or replacement.
Water Quality, Rust Inhibitors, and Antifreeze

Water quality is a prime consideration in closed cooling systems. Excessive hardness will cause
deposits, fouling, and reduced effectiveness of
the cooling system components. Water used for
the initial fill and for makeup must meet the
criteria shown on Page 21, under “Water
Treatment”.
Exposing engine coolant to freezing requires

addition of antifreeze. Ethylene glycol is most
common. The concentration required can be
determined from Figure 9. Also refer to Form
No. SEBD0970, “Coolant and Your Engine”.
Caterpillar recommends using a 50/50 mixture of

glycol/water. Concentrations less than 30%
require the addition of corrosion inhibitors to
maintain cleanliness, reduce scale and foaming,
and provide acidity and alkalinity (pH) control.
The rust inhibitor must be compatible with the
glycol mixture and not damage flexible
connections, seals, or gaskets, see section on
“Extreme Ambient Considerations”. Avoid
sudden changes in coolant composition to
minimize adverse effects on nonmetallic
components.
Figure 9
16-10
12/2004
Note: Caterpillar antifreeze contains the proper amount of coolant conditioner. Also,
do not use coolant conditioner elements or liquid coolant conditioners with
Dowtherm 209 full-fill coolant. Caterpillar inhibitors are compatible with
ethylene glycol base antifreeze. Soluble oil or chromate solutions should not
be used.
Antifreeze decreases heat transfer capabilities of radiators and heat exchangers about 2% for
each 10% of antifreeze. If antifreeze is used year round, this must be considered. Year-round use
decreases radiator capabilities at least 3.3°C (6°F).
Note Water treatment may be regulated by local codes when cooling water contacts
domestic water supplies.
System Design: Engine Data, Criteria and Guidelines Design Forms: Forms for recording design
input for both Combined, page 16-25, and Separate Circuit Cooling, page 16-26, systems are
included in the “Technical Data” section. Also included, pages 16-18 through 16-27, are the data
used to complete the forms with the Combined Circuit. Data for the four engines are included at
the ratings for 1000, 900, 750, and 720 rpm. Page 16-27 are the same type of data for the
Separate Circuit system.
Radiator Sizing
The minimum radiator size must meet the following criteria: Combined Circuit: Maximum allowable
coolant temperature at the aftercooler/oil cooler pump inlet at maximum expected ambient
temperature, maximum engine power capability (rack-stop setting), and expected fouling condition
using the anticipated coolant composition.
Separate Circuit: Aftercooler/Oil Cooler — Same as combined circuit.Jacket Water (cylinder block,
heads, and turbochargers) — nominal water temperature at the jacket water pump inlet at
maximum expected ambient temperature, maximum engine power capability, and expected fouling
condition using the anticipated coolant composition.
Note: That operation at high ambient and full load conditions with 65°C (150°F)
coolant to the AC/OC pump can cause oil or inlet manifold temperatures to
exceed normal alarm settings. This is considered a marginally acceptable
temporary condition. Continuous operation at these levels can accelerate wear
and reduce engine life.
A second radiator sizing criteria should be considered in addition to the above minimum
requirements:
The combined circuit radiator or separate circuit aftercooler/oil cooler radiator should provide
nominal coolant at normal load conditions and average summer ambient temperatures.
Radiators sized to meet the minimum requirements will usually also meet the above criteria. The
most common exception involves units which normally operate at high load factors, and are
located in regions of relatively constant year-round ambient temperatures. Increased radiator size
must be used in this situation to optimize engine life and fuel economy.
Heat Exchanger Sizing

Similar to radiators, the minimum acceptable heat exchanger configuration must meet the
following criteria.
Combined Circuit: Maximum allowable coolant temperature at the AC/OC pump inlet at maximum
expected ambient temperature, maximum engine power capability (rackstop setting), maximum
expected raw water temperature, expected raw-water fouling factor, see Figure 10, and by using
the anticipated coolant composition.
Separate Circuit: Aftercooler/Oil Cooler — same as combined circuit. Jacket Water (cylinder block,
heads, and turbochargers) — nominal water temperature at the jacket water pump inlet at
maximum engine power capability (rack-stop setting), maximum expected raw-water temperature,
expected raw-water fouling factor, see Figure 10, and by using the anticipated coolant
composition.
As discussed above, maximum allowable coolant temperature to the AC/OC pump is considered
only a marginally acceptable temporary condition.
16-11
12/2004
The following criteria should be used for heat exchangers in addition to the minimum
requirements:
The combined circuit heat exchanger or separate circuit AC/OC heat exchanger should provide
nominal coolant temperature at normal load conditions, average summer ambient temperature,
and corresponding normal raw-water temperatures.
If the heat exchanger configuration meets the minimum requirements but not the above criteria,
increased heat exchanger capacity must be used to optimize engine life and fuel economy.
Typical fouling factors are shown in Figure 10. Based on field experience, Caterpillar heat
exchangers use a 0.0007 design-point fouling factor.
Fouling Resistances for Water
Temperatures of
Engine Coolant <116°C (240°F)
Temperature of Raw Water <52°C (125°F)
Raw-Water Velocity <0.9 m/s >0.9 m/s
Types of Water
Sea Water .0005 .0005
Brackish Water .002 .001
Cooling Tower and
Artificial Spray Pond
Treated Makeup .001 .001
Untreated .003 .003
City or Well Water
(such as Great Lakes) .001 .001
River Water:
Mississippi .003 .002
Chicago Sanitary Canal .008 .006
Hard (over 15 grains gal.) .003 .003
Engine Jacket .001 .001
Treated Boiler Feedwater .001 .0005
Heat Rejection and Related Parameters

Heat rejection to engine coolant comes from the cylinder block, cylinder heads, turbochargers
(water-cooled turbine housing), aftercooler, and oil cooler. Water-cooled manifolds are not used
and there is no direct heat rejection from exhaust manifolds to the coolant. Jacket water heat
rejection on 3600 Engines always refers to the sum of the block, head, and turbocharger sources.
Nominal values for heat rejection, coolant flows, and temperatures are shown in the Technical
Data Section of this Guide. Heat rejection data is given at standard conditions (corresponding to
rating and performance documentation), and at high ambient water temperature conditions to the
aftercooler. For the most current values of data, always consult the TMI System.
Aftercooler Correction Factors

Heat rejection correction factors for the aftercooler can be calculated for various ambient air
temperatures and altitudes using pages 61 & 62 in the “Technical Data” section.
Heat Rejection Tolerances

Coolant Flow = ±10%
Heat Rejection = ±10%
Heat Rejection = ±10% (JW)
Heat Rejection = ±10% (AC)
Heat Rejection = ±20% (OC)
16-12
12/2004
The tolerances account for engine-to-engine variation, test data accuracy, repeatability, and
scatter. The heat rejection tolerance band does not account for on-site conditions such as ambient
and altitude. Tolerances should be considered in sizing heat exchanges, radiators, and heat
recovery units. Guidelines are:
Heat Exchangers
The compactness, simplicity, and cost effectiveness of raw water heat exchangers justifies
conservative sizing. Therefore, heat rejection capacity should be based on the high side of the
tolerance band, i.e., +10% to +20%. This tends to assure normal engine operating temperatures,
and compensates for any unexpected fouling situations.
Radiators
Radiator cooling differs from raw water heat exchangers in that the systems are large, costly, and
may utilize complex fan/motor control systems. Radiator systems for 3600 Engines are usually
made up of several modules with in series water flow, each module consisting of a radiator core,
fan, and fan drive (motor) combination. The radiator supplier determines the system configuration
(combination of modules) which will meet the specific application capacity and pressure drop
requirements. Capacity calculations usually include adjustment factors to compensate for air-side
fouling, potential hot air recirculation, flow variations, etc. Therefore, radiator designs normally
provide a slight over capacity referred to as margin, typically in the 3% to 6% range. From a
practical standpoint, cost effective radiator packages are usually configured with several identical
stock module geometrics. As a result, total package margin may be as high as 10% to 20% in
some cases. The following factors must be considered in determining acceptability of a radiator
package:
• Margin provided by the package at the design operating conditions, see “Radiator
Sizing” criteria on Page 15.
• Probability of operating at the design point conditions.
The safest approach is to assume that the package capacity, including margin, must meet or
exceed the high side (+20%) of the heat rejection tolerance zone. This should be applied where
actual operation at or near design conditions is anticipated. Reduced margin may be acceptable in
some cases. An example is a low probability existing of operating at maximum ambient and
overload conditions. A multiple gen set installation with automatic load-sharing would be a typical
example. Another situation involves cost sensitivity of the radiator package. This may occur due to
the incremental sizing limitations of the modules. For example, a package which provides some
margin, but would require an additional module to meet or exceed the full 20% margin, must be
evaluated very carefully. Although the cost impact relative to the radiator package may appear
large, this impact must be put into perspective relative to the overall installation cost.
The above discussion illustrates the necessity for careful determination of on-site operating
conditions and close work with radiator suppliers. Despite all factors, the cooling system must
provide adequate protection to the engine. Deviations from using the conservative approach
(sizing for +10% tolerance on heat rejection) will produce risk. The customer must clearly
understand and accept the cost/risk trade-offs of decreased margin.
16-13
12/2004
External Circuit Resistance

The method, or measuring points, used to set external circuit resistance depends on cooling
system geometry: Method #1: Used when circuit includes the Caterpillar expansion tank and
regulators mounted on the front module assembly. External pressure drop is measured from the
engine outlet to the cold flow entrance at the regulator housing. Both pressures should be
measured as close to the same elevation as possible, see Figure 11.
Method #2: Used when circuit includes a remote-mounted expansion tank and remote regulators.
External pressure drop is measured from the engine outlet to the pump inlet. Pressure
measurements should be made at the corresponding outlet and inlet elevations, see Figure 12.
∆) P (P1-P2)kPa (psi)
rpm (∆
1000 90 (13)
900 73 (11)
750 51 (7.5)
720 47 (7)
Tolerance:+10%
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The above external resistance settings must be made with blocked-open regulators to assure full
heat exchanger (or radiator) flow. Refer to Service Magazine 198800 and Engine Data Sheet 50.5,
“Cooling System Field Test” Form No. LEKQ7235.
The correct circuit restriction must also be maintained for bypass flow. Systems including the
module-mounted expansion tank with Caterpillar regulators contain factory-installed orifice plates
to control bypass flow. For remote systems, set the external bypass restriction to 130% ± 10% of
the corresponding external restriction value for full heat exchanger flow. Bypass restriction must
be set before the circuit reaches the regulator start-to-open temperature.
Pressure losses in piping systems must be considered. The external circuit designs losses must
not exceed the required external restriction setting.
Page 133 in the “Technical Data” section illustrates the pressure losses due to pipe friction. Pages
134 through 137 in the “Technical Data” section can be used to determine the equivalent length of
pipe for commonly used fittings.
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System Pressures
The following pressure limits apply to all 3600 Diesel Engines:
Water Pump Pressures:
Maximum Allowable
Static Head 145 kPa (15 m H2O)
Minimum AC/OC Pump
Inlet (Dynamic) -5 kPa (-0.5 m H2O)
Minimum JW Pump Inlet
(Dynamic)* 30 kPa (3.0 m H2O)
Minimum Raw Water
Pump Inlet (Dynamic) -5 kPa (-0.5 m H2O)
Maximum Operating Pressures:
Engine Cooling Circuits 500 kPa (51 m H2O)
Caterpillar Expansion
Tanks 150 kPa (15.3 m H2O)
Caterpillar Heat
Exchangers 1000 kPa (102 m H2O)
Radiators/Non-Cat Heat
Exchangers (Contact Supplier)
*Acceptable jacket water pump inlet pressures are achieved on combined cooling systems by
maintaining the correct external circuit resistance.
Line Velocities
Water velocity guidelines are as follows:
Maximum Velocity
(m/sec) (ft/sec)
Pressurized Lines 4.5 15
Pressurized Thin-Wall Tubes 2.0-2.5 6.5-8
Suction Lines (Pump Inlet) 1.5 5
Low Velocity De-aeration Line 0.6 2
Temperature Regulation
Inlet control temperature regulators on the coolant and lube oil circuits. The minimum allowable
temperature for each circuit and standard regulator characteristics are shown below.
Start-Open Full-Open
Temperature Temperature
°C (°F) °C (°F)
AC/OC Circuit:
Minimum Allowable 25 (77) _
Standard AC/OC
Regulator (DO) 45 (113) 55 (131)
Regulator (HFO) 27 (81) 37 (99)
JW Circuit:
Standard JW
Regulator (DO) 85 (185) 95 (203)
Regulator (HFO) 88 (190) 98 (208)
Lube Oil Circuit:
Standard Oil
Regulator 76 (167) 89 (192)
Regulators are always required on the lube oil circuit and high temperature (JW) circuit.
Regulators on the low temperature (AC/OC) circuit may be omitted only if the following condition
exists:
Coolant to the AC/OC will not be lower than 25°C (77°F) at the anticipated minimum ambient
temperature and minimum engine load condition.
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12/2004
This situation is feasible on some radiator cooled applications with fan and/or shutter control
systems.
Dual temperature control may be required on blended fuel applications, see “Heavy Fuel” section.
Heat recovery circuits usually require external regulators to prevent overcooling the engine. The
heat recovery control regulators must have a start-to open temperature at least 5°C (9°F) lower
than the corresponding engine circuit control regulators, see “Heat Recovery section.”
Expansion Tank Volume

Expansion tanks must provide adequate volume for coolant expansion plus reserve. Total cooling
system volume must be known to determine minimum acceptable expansion tank size. The total
volume is the engine coolant volume plus the volume of all external (customer supplied) circuits.
Volume data is shown in the Technical Data Section, page 50, for the engine, full Caterpillar
standard and high volume expansion tanks, tank piping and the Caterpillar supplied heat
exchanger (if used).
The required expansion volume is calculated as follows:

(Total System Volume) x
Required Expansion Vol. = (Expansion Rate)
The expansion rate depends on the coolant mixture being used, and can be determined from the
curves shown on Figure 13.
Figure 13
Most EPG installations will not be using the Caterpillar supplied heat exchanger and factory
piping. In those cases the volume of all external piping must be calculated. Page 51 in the
“Technical Data” section includes pipe volumes for commonly used sizes.
The minimum reserve capacity is determined from the following table:
Total External Circuit Volume Minimum Reserve Capacity
< 50% of Engine Coolant Volume 10% of Total System Volume

60% of Engine Coolant Volume 9% of Total System Volume
> 100% of Engine Coolant Volume 5% of Total System Volume
The minimum acceptable expansion tank volume is:
Minimum Tank Volume = (Expansion Volume) + (Minimum Reserve Capacity)
16-17
12/2004
Water Treatment
Water hardness is usually described in grains per gallon, one grain being equal to 17.1 parts per
million (ppm) or mg/L, both expressed a calcium carbonate. Water containing up to 3.5 grains per
gal (60 ppm) is considered soft and causes few deposits. Usable water for cooling systems must
meet the following criteria:
Chloride (CL) 2.4 g/gal (40 ppm) Maximum
Sulfate (SO4) 5.9 g/gal (100 ppm) Maximum
Total Hardness 10 g/gal (170 ppm) Maximum
Total Solids 20 g/gal (340 ppm) Maximum
pH 5.5 — 9.0
Water softened by removal of calcium and magnesium is acceptable. Corrosion inhibitors added to
water or antifreeze solution maintain cleanliness, reduce scale and foaming, and provide pH
control. With the addition of an inhibitor, a pH of 8.5 to 10 should be maintained.
Emergency Pumps
Emergency coolant pumps may be required in some applications. Pumps must meet the following
performance requirements to utilize full engine power capability: For emergency pump connection
locations and sizes, see Figure 21, (Combined Circuit) or Figure 23, (Separate Circuit).
AC/OC Pump @ 50°C JW Pump Pump @ 90°C
Flow Rise Flow Rise
L/min kPa L/min kPa
3606/3608:
1000 rpm 1200 295 1460 295
900 rpm 1080 240 1315 240
750 rpm 900 170 1095 170
720 rpm 860 160 1050 160
3612/3616:
1000 rpm 1730 305 2920 290
900 rpm 1560 245 2630 240
750 rpm 1300 170 2190 170
720 rpm 1250 160 2100 155
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Engine Systems - Air Intake
Index
Engine Room Intake Air..............................................................................................................17-2

Combustion Air ..........................................................................................................................17-2
Filtered Air To Engine Room ......................................................................................................17-3
Outside Air To Engine Air Filters ................................................................................................17-4
Air Cleaners Outside The Engine Room ....................................................................................17-4
Air Cleaners In The Engine Room..............................................................................................17-4
Cleanliness ................................................................................................................................17-4
Inlet Restriction ..........................................................................................................................17-4
Mass/Volume Flow Conversions ................................................................................................17-4
Caterpillar Air Cleaners ..............................................................................................................17-5
Precleaners ................................................................................................................................17-6
Air Cleaner Dimensions..............................................................................................................17-6
Air Cleaner Restriction................................................................................................................17-6
Air Intake Silencer ......................................................................................................................17-7
Air Inlet Adapters ........................................................................................................................17-7
Air Inlet Shut Off ........................................................................................................................17-9
Turbocharger Speed Sensor ......................................................................................................17-9
Turbocharger Loading ................................................................................................................17-9
Turbocharger Air Inlet Design ....................................................................................................17-9
Ventilating Air Calculation Guide ................................................................................................17-9
Design Conditions ....................................................................................................................17-10
Engine Room Air Flow Calculations ........................................................................................17-10
Combustion Air Flow Requirements ........................................................................................17-10
Air Flow Requirements For Removal Of Radiated Heat ..........................................................17-12
Heat Radiated From Propulsion Engine ........................................................................17-12
Heat Radiated From Generator Set Engines..................................................................17-12
Heat Rejected From Boilers ....................................................................................................17-12
Heat Rejected From Steam And Condensate Pipes ................................................................17-13
Heat Rejected From Electrical Equipment ..............................................................................17-14
Heat Rejected From Exhaust Pipes ........................................................................................17-14
Heat Rejected From Hot Tanks ................................................................................................17-14
Heat Rejected From Other Machinery......................................................................................17-15
Total Air Flow For Removal of Machinery REjected Heat ........................................................17-15
17-1
12/2004
Engine Room
Diesel engine rooms contain many pieces of equipment using combustion and ventilation air. Air
requirements other than the engine must be considered.
A method for evaluating both combustion and ventilating air requirements is provided at the end of
this section. Classification society and/or regulatory rules should also be reviewed.
The following systems may require engine room combustion and/or ventilation air.
Combustion Air Ventilation Air/

Heat radiation
Main engines Main Engines
Ship service Ship service

generator engines generator engines
Boilers Exhaust piping

Boilers
Steam and
condensate piping
Generators
Electrical
equipment
including motors
Hot tanks
Engine room air flow arrangements generally fall into two categories:
• Engine room supplied with filtered air for engine combustion and radiated heat
removal. The engine uses combustion air from the engine room using an air intake
silencer at the turbo inlet. This system is normally used in vessels operating in
clean ambient surroundings.
• Engine room supplied with ventilation air for heat removal and engine combustion
air supplied through dedicated air cleaners. The cleaners may be engine room
mounted. This arrangement is normally used in inland waterways where the vessel
can encounter dirty ambient conditions. The air cleaners for the engine can be part
of the Caterpillar engine supply.
Combustion Air
High temperature air supplied to the engine inlet (combustion air) can cause severe engine
problems including high exhaust temperatures, piston problems, turbocharger compressor life
reduction and turbocharger turbine damage. The maximum air temperature supply to the engine
inlet is 45°C (113°F) for standard ratings. This should be the maximum temperature air that the
engine receives under the highest ambient temperatures expected. Cooler air in the range of 10° -
30°C (50° - 86°F) is generally desirable.
Temperatures above 45°C (113°F) will usually require a derated condition, even if this occurs for
only a short time.
17-2
12/2004
Filtered Air To Engine Room

The engine room air must supply engines and boilers with combustion air, remove radiant heat,
and provide comfortable engine room working conditions. The following factors must be
considered:
• Combustion air must be free from water spray, dust and oil mist.
• Water spray, dust, exhaust gas fumes, oily vapors, etc. must not enter the
ventilation fan air inlet plenums. Figure 1 is a suggested plenum arrangement for
filtered combustion and ventilation air.
• Heated engine room air may be required (for starting purposes only) in applications
at very cold ambients (-25°C (-13°F)). This assumes combustion air is being drawn
from outside the ship and the engine is preconditioned with preheaters for fuel,
water and oil temperatures of 0°C (32°F). In cold weather operations provide a
door from the engine room casing into the plenumto warm the cold outside air.
The door would be closed in warm weather. A suggested arrangement is shown in Figure 2.
Admitting engine room air must be done without the possibility of allowing dirt or debris in the
engine air inlet system.Also, do not recirculate oil laden air or warm engine room air through
engine room doors.
Air cleaner icing can occur in saturated air environments when the ambient air dew point is near
freezing temperature. Velocity and pressure changes at the air cleaner inlet reduce the moisture
holding capacity of the air, resulting in moisture condensation and ice crystal formation. The ice
buildup reduces air flow area and increases the pressure differential across the air cleaner.
Eventually a plateau is reached where the pressure differential remains constant even though ice
buildup may continue. Power loss and increased fuel consumption will result during these periods.
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12/2004
• Consider two speed engine room supply fans for cold climate operation.
• Engine room air ducting design should consider:
a) Engine cool air duct discharges should be near and directed at the
turbochargers air inlets. This arrangement assumes water free air.
b) A smaller air flow should evenly distribute ventilation air alongside the engine,
coupling, reduction gear, and generator (if fitted) to dissipate radiant heat.
c) Distribute sufficient air flow throughout the engine room and in areas where work
or maintenance take place.
• Engine room supply fans should maintain a slight overpressure in the engine room.
This pressure should normally not exceed 0.062 kPa (0.25 in H2O).
• Exhaust fans may be required if the ventilation air from the engine room cannot be
led through a stack with natural ventilation.
• Rooms with fuel oil centrifuges should have separate spark proof exhaust fans
discharging to atmosphere. Do not locate the discharge near fresh air inlets.
• Install fire dampers in the ventilation ducting at fans and all exhaust openings.
Outside Air To Engine Air Filters
Air Cleaners Outside The Engine Room
Combustion air should be taken directly from the atmosphere through remote mounted air
cleaners in dirty environments, hot climates, and tropical service operations (see Figure 3 on page
23). They are dedicated to engine combustion air and can be Caterpillar supplied. One air cleaner
is provided for each turbocharger. Combustion air is ducted from the air cleaner to the
turbocharger air inlet. The turbocharger air inlet is provided with a transition piece and flexible
connection as shown in Figure 3. The ducting between the air cleaner and the turbocharger
should be corrosion resistant material of sufficient thickness and stiffness. The air velocity in the
duct should not exceed 25 m/sec (82 ft/sec), and the ducting able to withstand a minimum
restriction of 12.5 kPa (50 in. H2O), which is also the structural capability of the Caterpillar air
cleaner.
Air Cleaners In The Engine Room

Locate the air cleaners as close to the turbocharger as possible. Each turbocharger is provided
with a separate Caterpillar supplied air cleaner (see Figure 4 on page 24).
Cleanliness
Air intake ducting must be cleaned of all debris. Rivet type fasteners should not be used and
welding should be minimized. Remove slag from the ducting interior. Due to the distinct possibility
of inlet screen failures and subsequent turbocharger damage, Caterpillar does not provide devices
to trap debris ahead of the turbocharger. Ducting should be made of material durable enough to
withstand prolonged operation without debris loosening and entering the turbocharger.
Install an identifiable blanking plate ahead of the turbocharger to prevent debris from entering
during initial engine installation. The plate should have a warning tag indicating it must be
removed prior to starting the engine. The Caterpillar supplied shipping cover can be used.
Install takedown flanges in the ducting to allow internal inspection prior to initial startup. Inlet
Restriction The maximum allowable inlet restriction is 3.7 kPa (15 in. H2O) with dirty air cleaner
elements, and 1.2 kPa (5 in. H2O) with initially clean elements.
Inlet Restriction
The maximum allowable inlet restriction is 3.7 kPa (15 in. H2O) with dirty air cleaner elements,
and 1.2 kPa (5 in. H2O) with initially clean elements.
Mass/Volume Flow Conversions

The volumetric air flow found in TMI and in the Engine Data section of this guide are at conditions
of 95.9 kPa (28.4 in. hg) inlet pressure and 25°C (77°F) inlet temperature. The flow also simulates
the restriction of a clean air cleaner and is applicable for conditions of 100 kPa (29.6 in. Hg) inlet
pressure and 25°C (77°F) inlet temperature (which represent SAE J1995 and ISO 3046
conditions).
17-4
12/2004
The corresponding mass air flow (M) can be calculated using the following relationships:
Note: Heavy fuel oil burning engines require higher inlet air flow than distillate
burning engines. See the Engine Data section of this guide.
Caterpillar Air Cleaners

Caterpillar air cleaners consist of high efficiency washable paper elements packaged in a low
restriction weatherproof housing. They may be bulkhead or deck mounted with the air inlet facing
downward. Modification is required for element support if horizontal entry is required. Depending
on environmental operating conditions, two housings are available. One housing contains two
elements (double) and the other contains three elements (triple).Housings are also available with
precleaners (see Figure 5).
Standard Duty Heavy Duty

Without Precleaner With Precleaner
3606 1-Double Element 1-Triple Element

Housing Housing
Housing Housing
Housing Housing
Housing Housing
Figure 5
The cleaners are 99.5 percent efficient for proper turbocharger and aftercooler performance. Use
of less efficient elements will result in turbocharger compressor wheel and aftercooler fouling. Dirt
on the turbo compressor wheel can cause rotating imbalances leading to turbocharger failure.
Fouling of the aftercooler core results in reduced performance and high exhaust temperature
problems.
All air cleaner housings are now epoxy coated and can be used for operation in a salt spray
environment.
An optional soot filter rated at 70% efficiency is available (Figure 6) to extend element life in
applications where exhaust gases can be recirculated.
Consideration should be given to air cleaner element service as a dirty element can weigh 35 kg
(78 lb). See Figure 7.
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12/2004
Precleaners
Precleaners adapt to standard air cleaners (Figure 8) producing heavy duty air cleaners which
extend filter service periods. They impose added air restriction and are not recommended for
heavy fuel engines. Precleaners provide 94 percent efficiency in severe dust applications. Heavy
duty air cleaners provide the same protection as standard filters, but they allow further extension
of filter change periods. Service periods improve six to seven times over that of standard air
cleaners.
Air Cleaner Dimensions

See Figure 9 on page 17-8.
Air Cleaner Restriction

Air cleaner restriction versus engine air flow is shown in Figure 10. Restriction includes the air
cleaner housing and elements. The air flows shown are based on the amount of air going through
one double or one triple element housing. Total engine air flow for propulsion engines can be
found in the Engine Data and Engine Performance sections of this guide. Heavy fuel engine air
flow is in the Engine Data section. Also check the TMI System. The air flow entered on the chart is
the flow through one air cleaner housing.
Caution: TMI air flow data is the flow required for an entire engine. As an example, since the vee
engines require two air cleaner housings, the air flow taken from TMI for a 3612 or 3616 Engine
requires division by 2 before entering the chart.
The Caterpillar supplied air cleaner housings contain a pop up type indicator set for a maximum
restriction of 3.7 kPa (15 in. H2O).
Air Cleaner Specifications - kg (lbs.)
Clean Dirt Total Weight

Duty Element Element Retention (including housing)
Rating Qty. Weight (ea.) Cap. (ea.) Clean Dirty
Standard 2 16 (35.3) 23 (50.7) 232 ( 511.5) 278 ( 612.9)

Heavy 2 16 (35.3) 23 (50.7) 352 ( 776.0) 435 ( 959.0)
Heavy 3 16 (35.3) 23 (50.7) 490 (1080.3) 566 (1247.8)
17-6
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Engine Air Intake Silencer

A Caterpillar air intake silencer can be used in an engine room using filtered air. The silencer can
be mounted directly to the turbocharger compressor inlet as shown in Figure 11.
A Caterpillar air intake filter/silencer is also available for use with 3606 and 3612 engines. It
cannot be used with 3608 and 3616 engines due to excessive inlet restriction. The filter/silencer
provides good air filtration, but it should be used in a clean engine room environment (filtered air).
It should be remote mounted from the turbocharger inlet as shown in Figure 11.
Air Inlet Adapters

Caterpillar offers various air inlet adapters for connecting the shipyard furnished ducting to the
turbocharger air inlet. They are shown in Figures 12 through 14. They are shipped loose and
include gaskets and mounting hardware.
Caution: Turbocharger performance may be adversely affected if Caterpillar supplied air intake
components are not used. They are designed to provide the proper air flow pattern ahead of the
turbocharger.
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12/2004
The inlet elbow shown in Figure 13 can be rotated in 30° increments.
17-8
12/2004
Flexible Connections
Flexible connections are required to
isolate engine vibration and noise
from the ducting system. The flex
should be as close to the engine as
practical. The flex engagement with
the air intake duct should be a
minimum of 50 mm (2 in.) and a
maximum of 200 mm (8 in) (see
Figures 12 and 14). Care must be
used to prevent exhaust piping
heat from deteriorating rubber flex
connections.
Air Inlet Shutoff

An inlet air shutoff must be mounted directly in the air stream between the turbocharger
compressor outlet and the aftercooler housing. The shutoff is actuated either manually or
electronically. It is for emergency use only, not for normal engine shutdowns.
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12/2004
Turbocharger Speed Sensor

If a turbocharger speed sensor is required, the magnetic speed pickup is mounted in the 90° inlet
compressor inlet elbow (see Figure 13). A special compressor nose cone and signal conditioner is
required with the straight inlet adapter shown in Figure 12.
Turbocharger Loading
Figure 15 shows the maximum turbocharger loads and how to calculate the turbocharger load.
Turbocharger Air Inlet Design

For an axial air inlet, the Caterpillar air inlet adapter shown in Figure 12 should be used. This
ensures smooth flow conditions at the turbocharger inlet. If a bend is used to connect to the
Caterpillar straight inlet adapter, make the bend radius as large as possible. As a minimum the
bend radius should be equal to the pipe diameter, 508 mm [20 in.], or preferably one and a half
times the pipe diameter. If an air inlet elbow is required, use the Caterpillar supplied adapter
shown in Figure 14.These two adapters are designed in conjunction with the turbocharger to
provide favorable air flow at the compressor inlet.
Ventilating Air Calculation Guide

Definition of Engine Room
The space containing propulsion machinery, auxiliary diesel engines, boilers, generators and other
major electrical machinery, etc.
Design Conditions
The outside ambient air temperature is assumed to be 35°C (95°F).
Engine room air flow calculations
The total air flow is the sum of the combustion air flow for engines and boilers added to the
ventilation air flow for removal of radiated engine room heat. The total air flow should always be
greater than 150% of the combustion air flow.
Machinery areas separated from the engine room, such as auxiliary machinery and boiler rooms,
should be calculated separately.
Combustion Air Flow Requirements
Air flows at various engine ratings are in the Engine Data section of this guide. Consult TMI for the
latest data.
For repowers where a non-3600 ship service generator engine may remain in place,
the combustion air flow for the generator can be estimated by:
qdg = Pdg xp Qd
Where:
qdg = Combustion air flow for non-3600 engines, m3/sec
Pdg = Maximum brake shaft power, kW
Qd = Specific combustion air requirement per manufacturer’s data
Note: Where values for Qd are not available, the following may be used for
calculations:
Qd = 0.0023 kg air/kW x sec
p = 1.15 kg/m3 (density of air)
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12/2004
Combustion air flow for boilers can be calculated as follows:
qb = Qs x Qf x Qa
p
Where:
qb = Combustion air flow for boilers, m3/sec
Qs = Total steam consumption at sea, kg/sec
Qf = Fuel consumption in kg (fuel) per kg (steam).
Note: If specific data is not available, Qf = 0.079 kg/kg may be used for calculations.
Qa = Combustion air requirements in kg (air) per kg (fuel)

Note: If specific data is not available, Qa = 16.8 kg/kg may be used for calculations.
p = 1.15 kg/m3 (density of air)

The total combustion air flow can be calculated as follows:
qc = qdp + qdp + qb
Where:
qc = Sum of combustion air flow, m3/sec
qdp = Combustion air flow for propulsion engines, m3/sec
Note: If the main engines use combustion air directly from atmosphere, qdp will be
zero.
qdp = Combustion air flow for generator engines, m3/sec
qb = Combustion air flow for boilers, m3/sec
17-11
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Air flow requirements for removal of radiated heat

Heat radiated from propulsion engine
Heat radiated from the propulsion engines is found in the Engine Data section of this guide. Check
the TMI system for the latest data.
Heat radiated from generator set engines
In repowers where a non-3600 generator set engine is already in place the radiated heat can be
estimated by:
Ødg = Pdg x Ld
100
Where:
Ødg = Ship service generator engine radiated heat, kW
Pdg = Maximum brake shaft power, kW
Ld = Percent of heat loss as taken from Figure 16
Heat rejected from boilers

The heat radiated from boilers can be calculated as follows:
Øb = Qs x Qf x h x Lb x Bpl x Be
100
Where:
Øb = Heat radiated from boilers, kW
Qs = Total steam consumption at sea, kg/sec
Qf = Fuel consumption in kg (fuel) per kg (steam)
Note: If specific data is not available, Qf = 0.079 kg/kg may be used for calculations.
h = Lower heating value of fuel, kJ/kg

Note: Where specific data is not available, h = 41800 kJ/kg may be used for
calculations.
Lb = Percent heat loss @ maximum steam consumption per Figure 17
Heat Loss In Percent From A Boiler

At Maximum Steam Consumption At Sea
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12/2004
Bp
% Boiler Load
Boiler Constant At Partial Load Percent
Bpl = Boiler partial load constant per Figure 18.
Be = 0.1 for boilers located directly below exposed casing
Heat rejected from steam and condensate pipes
The heat rejected from steam and condensate pipes can be calculated as follows:
Øp = Qs x Qf x h x Lp
100
Where:
Øp = Heat rejected from steam and condensate piping, kW
Qs = Total steam consumption, kg/sec
Qf = Fuel consumption in kg (fuel) per kg (steam)
Note If specific data is not available, Qf = 0.079 kg/kg may be used for calculations.
h = kJ/kg - Lower heating value of fuel
Note: If specific data is not available, h = 41800 kJ/kg may be used for calculations.
Lp = Heat loss from steam and condensate pipes as a percent of energy supplied to the boiler
Note: If specific data is not available, 0.15 percent may be used for calculations.
Heat rejected from generators

The heat rejected from generators can be calculated as follows:
Øg= Pg x (1- N )
100
Where:
Øg = Heat rejected by generator, kW
Pg = Output of generator, kW
N = Generator efficiency, percent
Note: If specific data is not available, N = 96% may be used for calculations.
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Heat rejected from electrical equipment

For conventional ships where details of the electrical installation are not known the heat rejected is
assumed to be 10% of the effective output of the generators and can be calculated as follows:
Øel = Pg x 10
100
Where:
Øel = Heat rejected by electrical machinery, kW
Pg = Output of generator, kW
Heat rejected from exhaust pipes

The heat rejected from exhaust piping, Qep, can be approximated from Figure 19. The heat
rejection is given in kW/m of pipe versus diameter of pipe with four different types of insulation.
Heat rejected from hot tanks

The heat rejected by hot tanks, Qt, is based on the sum of the hot tank surface area contiguous
with the engine room. These values may be approximated from the chart below.
Heat Rejection from Tanks

kW/m2 (Btu/min/ft2) kW/m2 (Btu/min/ft2)
@60° (140°F) @70° (158°F)
Uninsulated 0.060 (0.320) 0.105 (0.550)

Approx. 50 mm 0.012 (0.063) 0.021 (0.111)
(2 in.) Insulation
PIPE LENGTH - kw/m (BTU/ft)
HEAT REJECTION PER
PIPE DIAMETER - mm (in)
The graph is based on the temperature difference ∆ = 350°C

Curve A 40mm Mineral wool with λ = 0.038 W/m x C°
Curve B 50mm Mineral wool with λ = 0.038 W/m x C°
Curve C 70mm Asbestos free calcium silicate
bowl with λ = 0.070 W/m x C°
Curve D 70mm Mineral wool with λ = 0.037 W/m x C°
17-14
12/2004
Heat rejected from other machinery

Evaluate the heat rejected from other machinery, Qo. Include miscellaneous refrigeration
compressors, steam turbines, incinerators, etc., which may be unique to the particular ship’s
engine room.
Total air flow for removal of machinery rejected heat

The sum of the air flow for removal of machinery radiated heat can be calculated as follows:
qh = Ødp + Ødg + Øb + Øp + Øg + Øel + Øep + Øt + Øo
PxcxÆt
Where:
qh = sum of air flow for removal of rejected heat, m3/sec
Ødp = heat rejected from propulsion engines, kW
Ødg = heat rejected from generator engines, kW
Øb = heat rejected from boilers, kW
Øp = heat rejected from steam and condensate pipes, kW
Øg = heat emitted from generators, kW
Øel = heat emitted from electrical installation, kW
Øep = heat emitted from exhaust pipes, kW
Øt = heat emitted from hot tanks, kW
Øo = heat emitted from other components, kW
P = 1.15 kg/m3 (density of air)
c = 1.01 kJ/kg °C (specific heat capacity of the air)
Dt = 12.5°C (increase of mean temperature in the engine room)
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18 Maint-Serv.qxd 2/21/2006 7:07 AM Page 18-1
Air Intake Systems
Index
General ......................................................................................................................................18-2
Outside Ducting ..............................................................................................................18-2
Air Cleaners ....................................................................................................................18-2
Engine Air Flow (General)..........................................................................................................18-2
Turbocharger Air Plenum ................................................................................................18-2
Aftercooler ......................................................................................................................18-2
Air Cleaner Piping ..........................................................................................................18-2
Air Inlet Shut Off ..............................................................................................................18-2
Inlet Air Flow ..............................................................................................................................18-2
Ducting ............................................................................................................................18-3
Flex Connections ............................................................................................................18-3
Turbocharger Loading ....................................................................................................18-3
Turbocharger Air Inlet Design..........................................................................................18-5
Cleanliness ......................................................................................................................18-6
Maximum Loads For Turbocharger Intake ................................................................................18-7
Turbo Vertical Inlet Design Options ..........................................................................................18-8
Inlet Pipe Design Joining Two Turbochargers ..........................................................................18-9
Turbocharger Inlet Design Option For Axial Compressor Inlet ..................................................18-10
Air Cleaner Dust Calculation......................................................................................................18-10
Inlet Air Duct Insulation ..................................................................................................18-12
Air Cleaner Icing..............................................................................................................18-13
Extreme Cold ..................................................................................................................18-13
18-1
12/2004
General
Outside Ducting
Diesel engines require approximately 0.09 m3/min (3.2) of air per kW for combustion using
distillate fuel. Normally, combustion air must be ducted from outside the engine room.
This is particularly true in high altitude operation where light air densities are further affected by
engine room temperatures, see section on Extreme Ambients.
Air Cleaners
Combustion air must be clean and cool. Dry-type air cleaners are considerably more efficient than
oil bath types and remove over 99.5% of AC fine dust.Clean filters offer little restriction and the
initial total air restriction, including ducting, should not exceed 1.2 kPa (5 in. H2O) of water
column. A gauge measuring pressure drop across the air filters should be used to signal needed
filter changes and is part of the standard gauge panel offering. Precleaners are also available and
can provide extended filter life by centrifugally filtering out heavy particles.
Engine Air Flow (General)

Turbocharger and Air Plenum
Air comes from the turbocharger to the left side of the inline engines and through the aftercooler.
The air then enters the air plenum in the left side of the block and flows to each cylinder through
two inlet valves. On vee engines the aftercooler and air plenum are in the center of the vee and
two turbochargers provide the required air flow.
Aftercooler
The aftercooler on the 3600 Engine has a plate-fin core. It is a compact core providing
effectiveness as high as 85% at rated air flow.
The core cannot be used for direct sea water applications. The core is suitable for salt water laden
air on the air side of core.
Air Cleaner Piping
For EPG applications, air cleaners are remotely mounted. They may be located near the engine
and the intake air piped directly from air cleaners to the turbocharger with a 508 mm (20 in.)
diameter pipe. See Figure 3. Adapters are also available to make a vertical or side entry into the
turbocharger. See Figure 4. If located in a building, filtered air can be supplied to the engine room.
However, negative pressure within the room must be avoided. A turbocharger mounted silencer
and screen is available for use with clean engine room air.
The intake air ducting must provide an equal distribution of air to both turbochargers on vee
engines.
Air Inlet Shut Off
An inlet air shut off is recommended. It is mounted directly in the air stream between the
turbocharger compressor outlet and the aftercooler housing. The shut off can be actuated
manually, or electronically. It is for emergency use only—not for normal engine shutdown. Refer to
Figure 5.
The minimum air supply pressure to initiate shutdown is 100 psig.
18-2
12/2004
Inlet Air Flow

Volumetric airflow found in TMI is at conditions of 95.9 kPA (28.4 in. Hg) inlet pressure and 25°C
(77°F) inlet temperature. The flow simulates the restriction of a clean air cleaner and is applicable
for conditions of 100 kPA (29.6 in. Hg) inlet pressure and 25°C (77°F) inlet temperature, which
represent SAE J1349 and ISO 3046 conditions.
The corresponding mass air flow, (Mÿ ), can be calculated using the following relationships;
Air Flow (m3/min) = .01486 x M ÿ (air) (kg/hr)
Air Flow (CFM) = .2382 x M ÿ (air) (Ib/hr)
For air flows at specific engine ratings, refer to the Technical Data section of this guide. For final
sizing of air cleaners, etc., always refer to TMI for up-to-date information. Refer to the Altitude
Deration chart in TMI for limitations on inlet air temperature.
Note: Heavy fuel engines require 30%- 40% higher inlet airflow than distillate burning
engines. See the TMI System.
Ducting
The 3600 inlet air ducting is large and heavy compared to smaller engines. More careful
consideration of routing and support will be required. Overhead cranes will normally be required
for engine service and ducting will require early planning to avoid possible problems. Adequate, off
engine, ducting supports will also be required.
Abrupt transitions in the intake ducting should be avoided or made as far upstream of the
turbocharger as practical.
Inlet ducting should be designed to withstand a minimum restriction of 12.5 kPa, (50 in. H2O)
which is also the structural capability of the Caterpillar air cleaner filter element.
All piping must be designed and supported to meet seismic requirements.
Flex Connections
Flexible connections are required to isolate engine vibration and noise from the ducting system.
The flex should be as close to the engine as practical. The flex engagement with the air intake
duct should be a minimum of 50 mm (2 in.) and a maximum of 200 mm (8 in.). Care must be used
to prevent exhaust piping heat from deteriorating rubber flex connections.
Turbocharger Loading
Consideration must be given to the loads which external piping may induce on the turbocharger.
Maximum loads are shown on Figures 1 and 2.
18-3
12/2004
18-4
12/2004
Turbocharger Air Inlet Design
Caution: Turbocharger performance may be adversely affected if Caterpillar supplied air

intake components are not used. They are specially designed to provide the proper air flow
pattern ahead of the turbocharger. The inlet elbow can be rotated in 30° increments. Refer
to Figures 4, 6 and 7.
The following guidelines specify the minimum allowable geometrical dimensions to avoid
unfavorable flow conditions at the compressor inlet:
1. Air intake pipes using the Caterpillar supplied 90 degree bend air intake elbow,
Figure 8.
a. A straight piece of pipe must be fitted in front of the elbow with a flow cross section
(F) at 2-2 being the same or not larger than 130% of that at 3-3. The pipe can have
a rectangular cross section (a) or a transition from round to rectangular, (b).
b. The duct between the straight pipe and elbow cannot have protruding edges.
c. The straight piece of pipe must have at least a length L of 2 Dh.
d. A bend can be fitted in front of the straight piece of pipe.
e. An accelerated flow is expected to occur in the bend. The flow area (F) should be
as follows:
F1 >1,5 x F2
18-5
12/2004
The bend can be designed as circular arc or with sections of mitered pipe a) with rectangular flow
cross sections or b) as transition from round to rectangular cross section. When ducting feeding
two turbochargers is combined to form a single duct, a steadying zone of the length b > 5 x Dh
must be provided after the dividing joint, see Figure 9. The flow area is:
F° = 1.0 ... 2.0 x F1 (or F2)
The transitions from Sections 2-2 to 3-3 and from 1-1 to 2-2 will have many variations due to
turbocharger hardware selected and installation site design. However, regardless of the transition
selected, the steadying zone must be provided.
2. Air intake pipes for axial air inlets. Provision must be made for a straight, cylindrical
pipe in front of the compressor inlet flange with length L > 2 D3. See Figure 10. A
bend can be placed in front of the pipe. It can be a circular arc or mitered pipe with
round flow cross sections. The area at 1-1 should be 1122to 2 times the area at 2-2.
Cleanliness
The air intake ducting must be cleaned of all debris. Fabricated ducting, utilizing fasteners such as
rivets, should not be used. Due to the distinct possibility of inlet screen failures and subsequent
turbocharger damage, Caterpillar does not provide devices to trap debris ahead of the
turbocharger. The ducting should be made of material such that prolonged operation will not result
in debris coming loose and entering the turbocharger.
An identifiable blanking plate should be installed ahead of the turbocharger to prevent debris from
entering during initial installation of the unit. The plate should have a warning tag indicating it has
to be removed prior to starting the engine. The Caterpillar supplied shipping cover can be used.
Provisions should be made to inspect the ducting for cleanliness just prior to initial start up.
18-6
12/2004
18-7
12/2004
Air Cleaners
Caterpillar air cleaners consist of high efficiency, washable paper elements packaged in a low
restriction, weatherproof housing, see Figure 11. The air cleaner housings may be wall, floor, or
roof mounted with the inlet facing downward. The air cleaner can also be oriented for horizontal
entry, but modification is required to support the elements. Consult factory for details. Two
housings are available, one containing two elements (double) and the other containing three
elements (triple). Housings are also available with precleaners. See Figure 12.
Air Cleaner Selection

Epoxy coated housings are available for operation in salt water environments. The standard
housing does not include the coating.
An optional soot filter is available, see Figure 11, to extend element life in severe applications.
18-8
12/2004
Precleaners
Precleaners provide a second stage of filtration prior to dry paper filter element. They impose
added air restriction but increase standard filter life. In severe dust application, precleaners
approach 90% to 95% efficiency. Heavy-duty air cleaners provide the same protection as standard
filters but allow further extension of filter change periods in some applications. Service periods
increase six to seven times that of single stage filtration.
The heavy duty air cleaners are not required for sea air or moisture laden air. Mineral oil coated
elements are available for these types of applications. Air Cleaner Restriction Air cleaner
restriction vs engine air flow is shown on Figure 13. Restriction includes housing and elements.
The air flows shown are based on the amount of air going through one double or one triple
element housing. Total engine air flow can be found in the Technical Data Section of this guide or
can be obtained from the TMI System. The air flow entered on the chart is the flow through one air
cleaner housing.
Caution: TMI air flow data is the flow required for an entire engine. As an example; Since
the vee engine requires 2 air cleaner housings, the air flow taken from TMI for a 3612 and
3616 Engine would require division by 2 before entering the chart.
18-9
12/2004
Air Cleaner Dust Calculation

3600 Engines must not ingest more than 34.5 mg/hr/cylinder of dust at rated power to achieve
acceptable engine life. Air cleaners offered by Caterpillar are designed to this requirement.
Customer provided air cleaners must also meet this requirement or reduced engine life will result.
Specific dust consumption for various engines, air cleaners, and environments can be calculated
using the formula shown below.
D =V x d x (1 - e) x 60
n
Where:
D = Specific dust consumption in mg/hr/cylinder
V = Intake air flow in cu ft/min (cfm) (obtain this value from the Technical Data
Section of this Guide or TMI)
d = Dust concentration in mg/cu ft

Estimated concentration:
Residential and offshore = .001 to .002
Industrial and inland waterway = .002 to .05
e = Average air cleaner efficiency (always < 1.0)

(estimated efficiency of paper elements = .99, &
estimated efficiency of non-paper elements = .95)
n = Number of engine cylinders (6, 8, 12, or 16)
18-10
12/2004
Example: 3606 Engine operating at 900 rpm in an EPG application with non-paper elements.
V = 5554 CFM
d = .02 mg/cu ft
e = .95
n=6
D =V x d x (1 - e) x 60
n
D = (5554) (.02) (1 - .95) (60)

(6)
18-11
12/2004
D = 55.54 which is not less than 34.5 and therefore this air cleaner system would reduce engine
life.
Using the same engine but with paper air cleaner elements (e = .99) yields:
D = (5554) (.02) (1 - .99) (60)

(6)
D = 11.1 which is less than 34.5 and therefore would provide acceptable engine
Inlet Air Duct Insulation

Insulation may be needed on the intake ducting. Insulation aids in reducing turbocharger noise
emitted into the engine room from the turbocharger.
18-12
12/2004
Air Cleaner Icing

Air cleaner icing can occur in saturated air environments when the dew point of the ambient air is
near freezing temperature. Small disturbances to the air such as the velocity and pressure
changes at the air cleaner inlet reduce the moisture-holding capacity of the air, resulting in
moisture condensation and ice crystal formation. The ice buildup reduces the air flow area and
increases the pressure differential across the air cleaner. Eventually, a plateau is reached where
the pressure differential remains constant even though ice buildup may continue. Power loss and
increased fuel consumption will result during these periods.
Several techniques may be used to overcome air cleaner icing. One solution is to heat the intake
air slightly. It is not necessary to heat the air above freezing. The air requires only enough heating
to be above the dew point temperature. Heat can be supplied to the air cleaner housing by ducting
engine room air. Heated air from the exhaust piping or muffler, or electrical heating tape may also
be used.
Another option is blow-in doors installed in the air piping between the air cleaner and the engine.
The doors should be spring loaded to open at a maximum of 50 in. H2O restriction. Care must be
taken to prevent ingestion of contaminants by the engine when the doors are open. An alarm
should also be used to notify personnel that the doors are open. The doors should contain a
positive seal to prevent leakage while closed.
Extreme Cold
Heated engine room air may be required (for starting purposes only) in applications at very cold
ambients, -25°C (-13°F). This assumes combustion air is being drawn from outside the engine
building, and the engine is preconditioned with pre-heaters for metal, water and oil temperatures
of 0°C (32°F). Admitting engine room air must be done without the possibility of allowing dirt or
debris in the air inlet system of the engine.
18-13
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18-14
12/2004
Diesel Engine Systems - Exhaust
Index
Manifolds ....................................................................................................................................19-2
Exhaust Backpressure Limits......................................................................................................19-2
Exhaust Backpressure Calculations ..........................................................................................19-5
Exhaust Flow ..............................................................................................................................19-5
Mass/Volume Conversions ........................................................................................................19-5
Exhaust Connections ..................................................................................................................19-5
Turbocharger ..............................................................................................................................19-5
Exhaust Piping ............................................................................................................................19-9
Cleanliness..................................................................................................................................19-9
Silencer ......................................................................................................................................19-9
Silencer Data ..............................................................................................................................19-10
Exhaust Noise ............................................................................................................................19-13
Exhaust Gas Economizer ..........................................................................................................19-13
Exhaust Slobber ........................................................................................................................19-13
Emissions....................................................................................................................................19-13
Nitrogen Oxide ............................................................................................................................19-13
Hydrocarbons..............................................................................................................................19-14
Particulates ................................................................................................................................19-14
Carbon Monoxide........................................................................................................................19-14
Carbon Dioxide ..........................................................................................................................19-14
Sulfur Dioxide..............................................................................................................................19-15
3600 Emissions Data ..................................................................................................................19-15
Effect of Ambient Conditions ......................................................................................................19-15
Control Methods..........................................................................................................................19-15
Measurement Units and Conversions ........................................................................................19-16
19-1
12/2004
Manifolds
The General Information section of this guide gives a description of the engine exhaust manifold
systems. Manifold shielding is available to meet OSHA and various marine society temperature
requirements. Shields also reduce heat rejection to the surroundings. Refer to the Caterpillar TMI
System for manifold heat rejection to the atmosphere. The TMI data assumes shielded manifolds
are used.
Exhaust Backpressure Limits

For distillate fuel operation, the total 3600 Engine exhaust backpressure limit is 2.5 kPa (10 in.
H2O). This level has been established to maintain low brake specific fuel consumption and
exhaust temperatures, and it should be kept below this limit. However, some applications may
have a higher backpressure level, particularly when repowering existing installations. An increase
in fuel consumption of approximately 0.8% per 2.5 kPa (10 in. H2O) of exhaust back pressure
above 2.5 kPa (10 in. H2O) will occur. Backpressures up to 6.7 kPa (27 in. H2O) are allowed with
factory approval.
The maximum exhaust backpressure limit for heavy fuel operation is 2.5 kPa (10 in. H2O) due to
the effect of higher backpressure on exhaust valve temperature. Consult the factory if higher
backpressures are expected.
Vee engine exhaust piping should be designed with equal restrictions on each bank to prevent
unequal bank-to-bank backpressures.
Measure system backpressure in a straight length of the exhaust pipe, preferably 3 to 5 pipe
diameters away from the last size transition from the turbocharger outlet. See Figure 1 for a typical
measurement location. In this example, the backpressure measurement would only include the
components downstream of the measurement location. The actual backpressure includes the
components upstream of the measurement location as well, and it can be calculated as shown in
the following section.
Exhaust Backpressure Calculations

Use the following formula to keep exhaust backpressure below the limit. Calculate a pipe diameter
according to the formula, then choose the next larger commercially available pipe size. Pressure
drop limits of the exhaust system include losses due to piping, fittings and the exhaust silencer.
Calculate backpressure by:

P (kPa) = L x S x Q2 + x 3.6 x 106
5
D
(pressure drop of silencer and other components)
P (in. H20) = L x S x Q2 +
187 x D5
(pressure drop through silencer and other components)
P = Backpressure (kPa), (in. H2O)
psi = 0.0361 x in. water column
kPa = 6.3246 x mm water column
L = Total Equivalent Length of pipe (m), (ft)
Q = Exhaust gas flow (m3/min), (cfm)
D = Inside diameter of pipe (mm), (in.)
S = Density of gas (kg/m3), (lb/ft3)
S (kg/m3) = 352.5
Stack Gas Temperature
+ 273°C
S (lb/ft3) = 39.6
19-2
12/2004

+ 460°F
To obtain equivalent length of straight pipe for various elbows:
L = 33 D Standard Elbow
X (Radius of elbow equals pipe diameter)
L = 20 D Long Elbow
X (Radius > 1.5 diameter)
L = 15 D 45° Elbow
X
L = 66 D Square Elbow
X
where X = 1000 mm or 12 in.
As shown above, if 90° bends are required a radius of at least one and a half times the pipe
diameter lowers the resistance. The following table lists exhaust restriction for various Caterpillar
supplied exhaust components (based on MCR ratings).
Rectangular to Round Adapter

(Turbo Outlet). . .0.5 kPa (2.0 in. H2O)
Expander 356 mm x 457 mm diameter

(14 in. x 18 in.) (Round to Round
Expander). . . . . 0.25 kPa (1.0 in. H2O)

356 mm (14 in.) Diameter
Bellows. . . . . . . . .0.1 kPa (0.4 in. H2O)

457 mm (18 in.) Diameter
Bellows. . . . . . .0.025 kPa (0.1 in. H2O)
As a guide, the total flow loss of the standard Caterpillar exhaust adapters is 1 kPa (4 in. H2O).
This leaves an additional 1.5 kPa (6 in. H2O) of flow losses for the exhaust piping and silencer.
Example:
Figure 1 shows a typical exhaust system for a 3600 Engine from the turbocharger to the stack
outlet. The components included in this example are as follows:
Rectangular to 14 in. Round Adapter
14 in. Bellows
14 in. to 18 in. Round Adapter
Two Standard Radius 18 in. Elbows
Various Lengths of Straight Pipe
18 in. Bellows
Exhaust Silencer
Exhaust Opening to Atmosphere
To calculate the total backpressure for these components, use the preceding formulas to
determine the equivalent length of piping and elbows, and add in the backpressure values for the
other components. Assume the engine is a 3606 engine with an MCR rating of 2030 bkW at 1000
rpm (exhaust gas flow of 437 cmm at 412°C from the Engine Data section).
Equivalent length for 18 in. (457 mm) Standard Elbow:

19-3
12/2004
Exhaust Backpressure Calculations (continued)

L = 33 D = 33 (457) = 15.1 m
X 1000
Total length of piping and equivalent length of two elbows:
L = 0.5 m + 15.1 m + 2 m + 0.5 m +15.1 m + 2 m + 4 m = 39.2 m
Backpressure in piping and elbows:
S = 352.5 = 0.515 kg/m3

412+273
P = (39.2)(0.515)(4372)(3.6)(106) = 0.7 kPa

4575
19-4
12/2004
Backpressure in other components:
Rectangular to 14 in. Round Adapter 0.5 kPa

14 in. Bellows 0.1 kPa
14 in. to 18 in. Round Adapter 0.25 kPa
18 in. Bellows 0.025 kPa
Exhaust Silencer 0.375 kPa (estimated)
Exhaust Opening to Atmosphere 0.55 kPa (estimated)
1.8 kPa
Total system backpressure:
P = 0.7 + 1.8 = 2.5 kPa
This meets the 2.5 kPa backpressure limit established for 3600 engines, so this application would
be acceptable.
Exhaust Flow
Mass/Volume Conversions
Air flow and temperature data for propulsion engines can be found in TMI and the Engine Data
and Engine Performance sections of this guide. The flows available in TMI and Engine Data and
Engine Performance sections of this guide are volume flows. Mass flow conversions are:
Exhaust flow in kg/hr =

(exhaust flow in m3/min) (21150)
(exhaust gas temp in °C) + 273
Exhaust flow in lb/hr =

(exhaust flow in ft3/min) (2333)
(exhaust gas temp in °F) + 460
19-5
12/2004
19-6
12/2004
Exhaust Connections
Turbocharger
Turbochargers are located at the flywheel end of the engines. The turbocharger exhaust outlet is
rectangular with an area equivalent to 311 mm (12 in.) diameter. An optional cast adapter provides
a circular connection point (see Figure 2). Also available are a 355 mm (14 in.) flexible bellows (for
misalignment and thermal growth), an expansion transition from 355 mm (14 in.) to 457 mm (18
in.), a 457 mm (18 in.) bellows and an exhaust flange with bolting and mounting hardware. See
Figures 2 and 3.
A 90° exhaust outlet adapter is also available. Its outlet can be oriented in 15° increments around
a vertical plane (see Figure 8). The exhaust outlet from the turbocharger can be rotated in 30°
increments (see Figure 4). Turbocharger water lines are available for alternate turbocharger
exhaust orientations.
Exhaust piping must be isolated from the engine with flexible connections installed close to the
engine exhaust outlet. It has three primary functions:
• Isolates the weight of the exhaust piping from the engine.

• Reduces vibrational fatigue stresses.
• Allows relative shifting of exhaust components. Shifting may result from expansion
and contraction due to temperature changes and torque reactions when the engine
or ship set generators are resiliently mounted.
Prestretch the bellows during installation to allow for thermal growth expected. Approximately 20
mm (.8 in.) of vertical growth will occur at the exhaust bellows. Four small straps can be tack
welded between the two end flanges to prevent the bellows from being installed in a flexed
condition. Attach a warning tag to note the weld straps; the tag must be removed before starting
the engine.
The installation limitations of Caterpillar supplied flexible exhaust bellows are shown in Figure 5.
19-7
12/2004
19-8
12/2004
Exhaust Piping
A common exhaust system for multiple installations is not acceptable. Combined exhaust systems
with boilers or other engines allow operating engines to force exhaust gases into engines not
operating. Every gallon of fuel burned provides about one gallon of water in the exhaust. The
water vapor condenses in cold engines and causes engine damage. Soot clogs turbochargers,
aftercoolers, and air cleaner elements. Duct valves separating engine exhausts is discouraged.
High temperatures warp valve seats and soot deposits cause leakage.
Each engine should have an exhaust pipe led to atmosphere at the top of the stack as shown in
Figure 6. A flexible exhaust fitting must be mounted directly on the transition piece at the
turbocharger outlet.
The maximum gas velocity should not exceed 50 m/sec (164 ft/sec) at full load. Avoid sharp
bends, but where bends are necessary have the largest possible radius. The minimum radius
should be two pipe diameters. The piping should be as short as possible and insulated. Protect
the insulation by mechanical lagging to keep it intact. Insulate all flexible exhaust fittings with
removable quilted blankets.
Exhaust piping must be able to expand and contract. Install flexible exhaust fittings between fixed
points in the system. It is recommended that one fixed point be installed at the turbocharger outlet
directly after the flexible exhaust fitting. This will prevent the transmission of forces resulting from
weight, thermal expansion, or lateral displacement of the exhaust piping acting on the
turbocharger.
Careful consideration must be given to turbocharger loading. Figures 7 and 8 show the maximum
allowable loads. Thermal growth of the exhaust piping must be anticipated to avoid excessive load
on supporting structures. Steel exhaust pipe expands 1.13 mm/m for each 100°C (0.0076 in./ft for
each 100°F) rise of exhaust temperature. This amounts to 16.5 mm (0.65 in.) expansion for each
3.05 m (10 ft) of pipe from 35° to 510°C (100° to 950°F).
Support piping using spring or roller type hangers to allow for pipe movement, and to minimize the
transmission of sound to other parts of the ship.
Fit exhaust piping with continuously open water drains (see Figure 6).
Combining of the individual engine exhaust outlets on 3612 and 3616 vee engines can create
problems. The combining fabrication may result in unequal thermal growth and backpressure from
one bank to the other. The unequal growth can put unwanted loading into the turbocharger
mounting or the flex bellows. Unequal backpressure can adversely affect the operation and
performance of the engine. See Figure 9 for a suggested piping arrangement.
Piping must be designed with engine service in mind. In many cases an overhead crane is needed
to service the heavier engine
Cleanliness
Install an identifiable blanking plate to prevent debris from falling into the turbocharger during
installation. The Caterpillar shipping cover can be used. Install it directly on the turbine housing
and attach a warning tag indicating the plate must be removed before starting the engine.
Silencer
Vertical or horizontal silencers can be used. When practical orient the silencer vertically and use
side inlets to eliminate extra inlet and discharge elbows. Locate them as close as possible to the
end of the exhaust pipe. The exact location can be selected based on the available space within
the engine room or casing areas. Silencers fitted with a spark box must have accessible cleaning
ports. Use resilient mounts to limit noise and vibration transfer to the surrounding structures.
Single silencers on vee engines should have dual inlets rather than a “Y”, “T”, or 180 degree
abrupt enlargement.
Provide a minimum of 5 diameters of straight piping upstream of the silencer inlet and 2.5
diameters downstream from the outlet to minimize turbulence.
Insulate the silencer to avoid temperatures below the dew point of sulfuric acid and to protect
personnel from injury. A silencer with higher heat resistant material is required when insulating
lagging is used.
19-9
12/2004
Silencer Data
The following technical information has been obtained from Beaird Industries Inc. and is presented
to provide a guide for silencer selection information. Other manufacturers can be used with 3600
Engines.
Exhaust Noise
See the Noise section of this guide for 3600 noise data. The procedure given in this section
estimates the silenced A weighted sound level of exhaust noise 3m (10 ft) from the exhaust pipe of
an engine using a Maxim™ MSA1 or MSA2™ silencer. It may be used when unsilenced engine
noise data is unavailable or when a first approximation of silenced sound levels is desired. The
reduction in sound level achieved with a silencer is dependent on the frequency distribution of the
noise source.
Information Required
• Engine horsepower
• Silencer model
Procedure:
SL’ = SLo- NR dB(A) at 3m (10 ft)

SLo= Unsilenced engine sound level at 3m (10 ft) determined from Figure 10 as a
function of horsepower (dB(A))
NR = Silencer noise reduction factor obtained from Figure 11 as a function of silencer

model (dB)
Example:
• Horsepower - 1000 hp
• Silencer Model - MSA1
19-10
12/2004
SLo = 114 dB (A) (from Figure 10)

NR = 20 dB (from Figure 11)
SL’ = SLo - NR
= (114) - (20)
SL’ = 94 dB (A) at 3 m (10 ft)
Sizing Maxim™ Silencer Models MSA1 - MSA2
Information Required:
Qo = Volume Flow Rate (ft3/min)

To = Exhaust Gas Temperature (°F)
∆ P = Allowable Silencer Pressure
Drop (in. H2O)
Procedure:
Determine standard velocity (Vs) from Figure 12, which corresponds to the allowable
silencer pressure drop.
Determine velocity correction factor (Cr) from Figure 13, which corresponds to the
Exhaust Gas Temperature.
Calculate minimum silencer area. Amin = Q divided by CrVs . From Figure 11 select a
silencer size with an area, m2 (ft2), equal to or greater than Amin
Example 1 (Determine silencer size):

Qo = 10,000 ft3/min
To = 850°F
∆ P = 4 in. H2O maximum
a. Vs = 4,000 ft/min (Figure 12)
b. Cr = 1.57 (Figure 13)
c. Amin. = Qo divided by CrVs = 10,000 divided by (1.57)(4,000) =1.59 ft2
d. Silencer Size = 18 in. (A=1.77 ft2)
(Figure 11)
Example 2 (Determine actual pressure drop for the silencer sized in Example 1):
Vs = Qo divided by CrA = 10,000
divided by (1.57)(1.77) = 3599 ft/min
∆ P = 3.25 in. H2O (Figure 12)
Note: Heavy fuel engines require a higher air flow. This must be taken into account
when sizing the silencer.
19-11
12/2004
19-12
12/2004
Exhaust Gas Economizer

Separate exhaust gas economizers should be used for each engine.However, if each engine has
separate gas sections and it is acceptable to the owner and regulatory agency, a common
economizer can be used. Exhaust gas flow and temperature at various propulsion engine loads is
found in the Engine Data section.
Exhaust Slobber (extended periods of insufficient load)

Extended engine operation at no load or lightly loaded conditions (less than 15% load) may result
in exhaust manifold slobber, which is a black oily mixture of fuel and/or oil and soot. The presence
of exhaust manifold slobber does not necessarily indicate an engine problem, and is not usually
harmful to the engine. The results can be unsightly and objectionable.
A normally operating engine should be expected to run for at least one hour at light loads without
significant slobber.Some engines may run for as long as four or more hours before slobbering.
However, all diesel engines will eventually slobber if run at light loads.
If extended idle or lightly loaded periods of engine operation are mandatory, the effects of the
engine slobber can be avoided by loading the engine to at least 30% load for approximately ten
minutes every four hours. This removes fluids accumulated in the manifold. Correctly sized
engines for each application minimizes exhaust manifold slobber.
Emissions
Diesel engines emit substances that are regulated in many areas. They include nitrogen oxides
(NOx), particulates, hydrocarbons, sulfur oxides, carbon monoxide, and carbon dioxide. Check
local regulations to determine limitations and special permits which might apply.
Types of Emissions
Nitrogen Oxides
Nitrogen oxides are formed by decomposition of the molecular oxygen and nitrogen present in the
combustion air and recombination as nitrogen oxides. This occurs during high temperature
combustion. Nitrogen oxides consist primarily of nitric oxide (NO) and nitrogen dioxide (NO2). The
designation NOx indicates 1 or 2 oxygen atoms can be present in the molecule. Generally, over
90% of the NOx in diesel exhaust is in the form of NO. The NO gradually oxidizes to the more
harmful NO2 specie in the atmosphere. By convention, the NOx mass emIssions (such as g/hr)
19-13
are usually given as an equivalent mass of NO2. NOx emissions in parts per million by volume can
be calculated approximately from the mass emission rate (if available) and the exhaust flow:
NO concentration = 629 x (NO mass emissions)

(Exhaust mass flow)
Where:
NO concentration is in parts per million (ppm)
NO mass emissions are in g/hr of equivalent NO2
Exhaust mass flow is in kg/hr
Hydrocarbons
Hydrocarbons are unburned or partially burned fuel and lubricating oil. Hydrocarbon emissions in
parts per million can be calculated approximately from the mass emission rate and the exhaust
flow:
HC concentration = 2067 x (HC Mass Emissions)

(Exhaust Mass Flow)
Where:
HC concentration is in parts per million (ppm)
HC mass emissions are in g/hr
Particulates
Particulate emissions include unburned carbon (soot), ash, high molecular weight hydrocarbons,
and sulfates. The level of particulate emissions depends on the type of measuring system used.
There is no universally accepted method for measuring marine diesel emissions. Particulates can
be measured by passing a known portion of the exhaust through a filter which is weighed before
and after the sampling. The amount of particulate collected on the filter depends on the
temperature of the filter, and on whether the sample is diluted with clean air. The dilution ratio is
accounted for in calculating the emissions.
Caterpillar has developed a correlation between smoke and particulate concentration which can
be used to approximate particulate emissions.
Carbon Monoxide
Carbon monoxide (CO) results from incomplete combustion of the fuel. CO emissions in parts per
million (by volume) can be calculated from the mass emission rate (if available) and the exhaust
flow:
CO concentration = 1034 (CO mass emissions)

(Exhaust mass flow)
Where:
CO concentration is in parts per million (ppm)
CO mass emissions are in g/hr
Carbon Dioxide
Carbon dioxide (CO2) is one of the primary natural byproducts of combustion (water is the other
primary byproduct). Since CO2 emissions are being monitored increasingly worldwide, it is
important to be able to determine the amount of CO2 in the exhaust. Several factors affect CO2
emissions including the engine output (amount of fuel burned), the carbon/hydrogen ratio of the
fuel, and the heating value of the fuel. Consult a Caterpillar representative for CO2 emissions data
for a particular application.
19-14
12/2004
Sulfur Dioxide
The sulfur present in the fuel oxidizes primarily to sulfur dioxide (SO2). A small amount, generally
2% or less, ends up as sulfate. The emissions of sulfur dioxide depend only on the sulfur level of
the fuel and the fuel consumption rate of the engine. Sulfur dioxide emissions can be calculated
by the formula:
Specific SO2 emissions =

(0.01998) (bsfc) (Fuel sulfur in percent)
Where: Specific SO2 emissions are in g/kW-hr

Fuel sulfur is in percent by weight
bsfc is in g/kW-hr
Example:
Fuel sulfur...............................................................0.25%
Fuel consumption........................................195 g/kW-hr
Specific SO2 = (0.01998) (195) (0.25)

Emissions = 0.974 g/kW-hr
SO2 emissions in parts per million (by volume) can be calculated from the mass emission rate and
the exhaust flow:
SO2 concentration = 452 (SO mass emissions)

(exhaust mass flow)
Where:
SO2 concentration is in parts per million (ppm)
SO2 mass emissions are in g/hr
3600 Emissions Data

Factors affecting emissions include engine rating, rated speed, turbocharger, timing, ambient
conditions, and fuel. Emissions levels for some ratings are available in the TMI. Consult the
factory for emission estimates for ratings not in the TMI. Information that must be provided with an
emissions request includes:
• Rated speed and power
• Type of rating
(e.g., MCR, Ship set auxiliary)
• Duty cycle description
• Ambient conditions
• Fuel type
• Speed and load point for requested
emissions.
Effect of Ambient Conditions
Ambient conditions affect emissions. Hotter inlet air and higher altitudes will increase NOx and
particulate emissions.
Control Methods
Caterpillar Engines are developed to minimize exhaust emissions. Features of 3600 Engines
including high pressure unit injectors and low temperature aftercooling reduce exhaust emissions.
On some ratings NOx emissions can be reduced by retarding injection timing. NOx emissions can
be reduced by approximately 20%. Particulates, visible smoke, fuel consumption, exhaust
temperature, exhaust flow, and turbocharger speed are all increased by retarding timing for NOx
control. Altitude capability is reduced with retarded timing. Consult the factory for availability of
reduced NOx emission engines.
19-15
12/2004
Exhaust after treatment of various types has been tested on diesel engines. NOx can be reduced
by selective catalytic reduction by ammonia in which ammonia is added to the exhaust gas and
reacted with the NOx as a catalyst. Particulates can be removed by ceramic filters. These systems
are considered experimental.
Measurement Units and Conversions

Emission rate can be calculated from brake specific emissions:
Emission rate (g/hr) =

(brake specific emissions in g/hp-hr) x (power in hp)
Emission regulations are often in terms of parts per million (ppm) or grams per standard cubic
meter at a reference exhaust oxygen concentration to take dilution into account. The following
formula can be used to convert pollutant concentration actually present to the reference oxygen
concentration:
X ref = X actual _20.9 - 0 ref

20.9 - 0 actual
Where:
X actual = Pollutant concentration in ppm at actual exhaust oxygen concentration.

X ref = Pollutant concentration in ppm at reference exhaust oxygen concentration.
0 actual = Oxygen concentration in actual exhaust in percent
0 ref = Reference exhaust concentration in percent
Example:
Measured 1000 ppm NOx at 8% oxygen.
Equivalent at 5% oxygen
X ref = 1000 ppm 20.9 - 5

20.9 - 8
= 1233 ppm
19-16
12/2004
20_23 Maint-Serv.qxd 2/21/2006 7:41 AM Page 20-1
Exhaust Systems
Index
Manifolds ....................................................................................................................................20-3
Exhaust Back Pressure ..............................................................................................................20-3
Piping..........................................................................................................................................20-4
Maximum Loads for Turbocharger Exhaust ..............................................................................20-6
Exhaust Connections ........................................................................................................20-7
Exhaust Slobber................................................................................................................20-7
Cleanliness ................................................................................................................................20-8
Silencer Selection and Installation..............................................................................................20-8
20-1
12/2004
Exhaust systems collect exhaust gases from engine cylinders and discharges them as quickly and
silently as possible. A primary aim of the exhaust system is to minimize backpressure since
exhaust gas restrictions cause horsepower losses and exhaust temperature increases. See Figure
1.
20-2
12/2004
Manifolds
Low surface temperature manifold shielding is available. This reduces exhaust system surface
temperature to meet requirements of OSHA, Marine Societies, and other governmental agencies.
Shields also reduce heat dissipated to the surroundings. Refer to the Caterpillar TMI System for
manifold heat rejection to the atmosphere.
The total 3600 exhaust back pressure drop, from the turbocharger outlet to atmosphere, has been
set at 2.5 kPa (10 in. H2O) maximum — recognizing this is lower than our limit of 6.7 kPa (27 in.
H2O), for smaller Caterpillar engines. The lower level was established with an emphasis on low
BSFC, and attempts should be made to keep the back pressure below the limit. The engine will
operate above the 2.5 kPa (10 in. H2O) level limits, but with increased fuel consumption. The loss
is approximately .8% per 2.5 kPa (10 in. H2O) of exhaust back pressure increase.
Note: The exhaust backpressure limit is 2.5 kPa (10 in. H2O) when operating on
heavy fuel due to the effect of higher backpressure on exhaust valve
temperature. The exhaust flow is higher for engines capable of burning heavy
fuel than on engines configured for distillate fuel.
Vee engine exhaust piping should be designed with equal restrictions on each bank to prevent
unequal bank-to-bank backpressures.
A point for measuring exhaust system backpressure should be a straight length of the exhaust
pipe at least 3 to 5 pipe diameters away from the last size transition change or exhaust elbow
from the turbocharger outlet. System backpressure measurement is part of the engine
performance testing.
Calculating Exhaust Backpressure

These formulae allow the exhaust system designer to calculate a pipe diameter which, when
fabricated into an exhaust system, will give exhaust back pressure less than the appropriate limit.
Calculate the pipe diameter according to the formula, then choose the next larger commercially
available pipe size. Backpressure drop limits of the exhaust system includes losses due to piping,
muffler, and rain cap.
P (Pa) = L x S X Q x 2.6 x 10
2 6
D5
(pressure drop of silencer and rain cap)
2
P (in. H2 0) = L x S x Q
187 x D5
(pressure drop of silencer and rain cap)
Calculate backpressure by:
psi = 0.0361 x in. water column
kPa = 6.3246 x mm water column
L = Total Equivalent Length of pipe (m) (ft)
Q = Exhaust gas flow (m3/min), (cfm)
3
S (kg/m ) = _______352.5_______
+ 273°C
3
S (lb/ft ) = ________39.6_______
+ 460°F
20-3
12/2004
D = Inside diameter of pipe (mm), (in.)
S = Density of gas (kg/m3), (lb/ft3)
To obtain equivalent length of straight pipe for various elbows:
L = _33D_ Standard Elbow

X (Radius of elbow equals pipe diameter)
L = _20 D_ Long Elbow

X (Radius > 1.5 Diameter)
L = _15 D_ 45° Elbow

X
L = _66 D_ Square Elbow

X
where X = 1000 mm or 12 in.
As can be seen, if 90° bends are required, a radius of two times the pipe diameter helps to lower
resistance.
The following table lists exhaust restriction for various Caterpillar supplied exhaust components.
(Based on prime power ratings.)
Rectangle to Round Adapter

(Turbo Outlet) 0.623 kPa (2.5 in. H2O)
Exducer 356 mm x 457 mm diameter

(14 in. x 18 in.) (Round to Round Expander). . . 0.4 kPa (1.6 in. H2O)
14 in. Diameter
Bellows. . . . . . . . . 0.2 kPa (0.8 in. H2O)
18 in. Diameter
Bellows. . . . . . . 0.075 kPa (0.3 in. H2O)
As a general rule, the flow losses of the optional Caterpillar supplied exhaust adapters are 1 kPa,
(4 in. H2O). This leaves approximately 0.75 kPa, (3 in. H2O) loss available for installation piping
and 0.75 kPa, (3 in. H2O) for a muffler/silencer.
Piping
Physical characteristics of the equipment room determine exhaust system layouts. Arrangements
with minimum backpressures are favored; consistent with other requirements. Pipes should be
securely supported; and rubber dampers or springs installed in the bracing to isolate vibrations.
Refer to section on Serviceability Guidelines.
Piping must be designed with engine service in mind. In many cases, an overhead crane will be
used to service the heavier engine components. Install piping with 229 mm (9 in.) minimum
clearance from combustible materials. Lagging exhaust pipes with suitable, high temperature
insulation or installing prefabricated insulation sections over the pipe prevents heat radiation.
Exhaust piping passing through wooden walls or roofs require metal thimble guards 305 mm (12
in.) larger than the pipe diameter, see Figure 1.
Extend exhaust stacks to avoid heat, fumes and odors from possibly re-entering the engine thru
the air filtration system. Engineering Handbooks, such as “Marks” state that exhaust stack height
must be at LEAST 2.5 times the height of the building which houses the generator set. Exhaust
contaminants, such as sulphur dioxide, common in operation on heavy fuel, must be dispersed
into the atmosphere well away from engine air combustion intake. Engine air cleaners,
turbochargers, and aftercoolers clogged with exhaust products can cause premature failures. Pipe
outlets cut at 30° to 45° angles will reduce gas turbulence thereby reducing noise. Rain caps
forced open by exhaust pressure will keep water from entering.
20-4
12/2004
Long runs of exhaust piping require traps to drain moisture. Traps installed at the lowest point of
the line near the exhaust outlet prevent rain water from reaching the engine. Slope exhaust lines
from engine to the trap so condensation will drain. See Figure 1.
Although economically tempting, a common exhaust system for multiple installations is not
allowed. Combined exhaust systems with boilers or other engines allow operating engines to force
exhaust gases into engines not operating. Every gallon of fuel burned provides about one gallon
of water in the exhaust. This water vapor condenses in cold engines and quickly causes engine
damage. Additionally, soot clogs turbochargers, aftercoolers, and/or air cleaner elements. Duct
valves separating engine exhausts is also discouraged. High temperatures warp valve seats or
soot deposits cause leakage.
Exhaust draft fans have been applied successfully in combined exhaust ducts, but must operate
only whenever exhaust is present. To prevent turbocharger windmilling (without lubrication), the
fans should not be operable when the engine is shut down.
Combining the individual vee engine exhaust outlets together using a fabrication can create
problems regarding thermal growth. The fabrication may result in unequal thermal growth and
backpressure from one bank to the other on a vee engine.
This unequal growth can put unwanted loading into the turbocharger mounting or the flex bellows.
The unequal backpressure can adversely affect the operation and performance of the engine.
The exhaust pipe must be isolated from the engine with flexible connections. The flexible
connections should be installed close to the engine exhaust outlet. A flexible exhaust connection
has three primary functions:
1. o isolate the weight of the exhaust piping from the engine.

2. To relieve exhaust components of excessive vibrational fatigue stresses.
3. Allow relative shifting of exhaust components. This shifting has numerous causes. It
may result from expansion and contraction due to temperature changes, by creep
processes that take place throughout the life of any structure, or torque reactions when
the generator set mounts on spring type isolators.
The exhaust bellows should be prestretched during installation to allow for thermal growth
expected during engine operations. Four small straps can be tack welded between the two end
flanges to hold the engine exhaust bellows in a rigid position during exhaust piping installation.
This will prevent the bellows from being installed in a flexed condition. The bellows should have a
warning tag attached to note the weld straps must be removed prior to starting the engine.
The installation limitations of the Caterpillar supplied flexible exhaust bellows are shown on Figure
2.
For maximum durability, designers and installers should attempt to allow the bellows to operate as
close as possible to its free state.
20-5 12/2004
Careful consideration must be given to the loading external piping may induce on the
turbocharger. Refer to Figures 3, 4 and 5.
Thermal growth of exhaust piping, away from the engine, must be planned to avoid excessive load
on supporting structures. Steel exhaust pipe expands 1.13 mm/m for each 100°C (0.0076 in./ ft
for each 100°F) rise of exhaust temperature. This amounts to 16.5 mm (0.65 in.) expansion for
each 3.05 m (10 ft) of pipe from 35° to 510°C (100° to 950°F).
Maximum Loads for Turbocharger Exhaust

Long pipe runs should be sectioned with expansion joints. Each section is fixed at ne end and
allowed to expand at the other. Supports are located to allow expansion away from engine, avoid
strains or distortions to connected equipment, and to allow equipment removal without additional
support.
Flexible pipe connections, when insulated, must expand and contract freely within the insulation.
This generally requires a soft material or insulated sleeve to encase the connection. Piping
connected to generator sets requires isolation, particularly when the sets are mounted on spring
isolators.
20-6
12/2004
These pipes could otherwise transmit vibrations long distances. Isolator pipe hangers, if used,
should have springs to attenuate low frequencies, and rubber or cork to minimize high frequency
transmissions. To prevent build up of resonant pipe vibrations, support long piping runs at unequal
distances. See Figure 6.
Exhaust Connections
The turbocharger exhaust outlet is rectangular with an area equivalent to a 311 mm (12.24 in.)
diameter. An optional cast adapter mounts to the turbocharger to provide a circular connection
point. Also available on an attachment basis are a 350 mm (13.78 in.) flexible bellows (for
misalignment and thermal growth), an expansion transition from 356 mm (14 in.) to 457 mm (18
in.), a 454 mm (17.87 in.) bellows, and exhaust flange connections.
The exhaust outlet from the turbocharger can be rotated in 30° increments. See Figure 7.
Turbocharger water lines are available for alternate turbocharger exhaust orientations. A 90°
exhaust elbow from the turbocharger is also available which can be rotated in 30° increments.
These combinations give complete capability to adapt the exhaust outlet to the installation
requirements. If other angles are required contact the factory.
Exhaust Slobber
Extended engine operation at no load or lightly loaded conditions (less than 15% load) may result
in exhaust manifold slobber. Exhaust manifold slobber is a black oily fluid. The presence of
exhaust manifold slobber does not necessarily indicate an engine problem and is not usually
harmful to the engine; the results, however, can be unsightly and objectionable in some cases.
Exhaust manifold slobber consists of fuel and/or oil mixed with soot from inside the exhaust
manifold. Common sources of oil slobber are worn valve guides, worn piston rings and worn
turbocharger seals.
A normally operating engine should be expected to run for at least one hour at light loads without
significant slobber. Some engines may run for as long as three, four or more hours before
slobbering. However, all engines will eventually slobber if run at light loads.
If extended idle or lightly loaded periods of engine operation are mandatory, the objectionable
effects of the engine slobber can be avoided by loading the engine to at least 30% load for
20-7
12/2004
approximately ten minutes every four hours. This will remove fluids that have accumulated in the
exhaust manifold. To minimize exhaust manifold slobber, it is important that the engine is correctly
sized for each application.
Cleanliness
An identifiable blanking plate should be installed to prevent debris from falling into the
turbocharger during installation. The Caterpillar shipping cover can be used for this purpose. It
should be installed directly on top of the turbine housing. The plate should have a warning tag
attached indicating it must be removed prior to starting the engine.
Silencer Selection and Installation
The following are some general guidelines to aid in proper selection of the silencer.
Selection: Use silencer supplier data, correct for outlet temperature and velocity. Next, determine
silencer size and type which satisfies noise reduction criteria with .5 to .75 kPa, (2 to 3 in. H2O)
maximum pressure drop.
After calculating pressure loss, it may be necessary to check a second silencer, or a different pipe
size, before an optimum combination is achieved.
Note: Engines using heavy fuel require a higher air flow which must be taken into
account in sizing the silencer.
Installation: Provide a minimum of 5 diameters of straight piping upstream from the silencer inlet,
and 2.5 diameters downstream from the silencer outlet to minimize turbulence and backpressure.
When practical, orient silencer vertically and use side inlets to eliminate extra inlet and discharge
elbows. If not practical, insure the radius of all elbows is two times the pipe diameter.
On vee engine, consider using a dual inlet silencer instead of a “Y”, “T”, or 180° abrupt
enlargement.
A higher heat resistant material is required if lagging is used on the silencer to reduce radiated
heat. Exhaust thimbles separate the exhaust pipe from walls or ceiling to provide mechanical and
thermal isolation. Single sleeve thimbles should have diameters at least 305 mm (12 in.) larger
than the exhaust pipe. Double thimbles (inner and outer sleeve) should have outside diameters at
least 152 mm (6 in.) larger than the exhaust pipe.
20-8
12/2004
Engine Systems - Crankcase Ventilation
Index
21-1
12/2004
Crankcase Ventilation
Normal combustion pressures in an internal combustion engine cause some blowby past piston
rings into the crankcase. To prevent pressure buildup within the crankcase, vent tubes and
crankcase breathers are provided.
Do not vent crankcase fumes into the engine room. Fumes clog air filters and increase air inlet
temperature causing engine damage. They can also cause problems in the electrical equipment.
Crankcase fumes should be discharged to the atmosphere through a venting system as shown in
Figure 1. A separate vent line for each engine is required. The vee engines have breathers located
on the service side of the engine. Crankcase vent pipes must be large enough to minimize
backpressure. Blowby on a new engine will be approximately .02 m3/hr/bkW (.5 ft3/hr/bhp). The
pipes should also be adequately sized to accommodate a worn engine. Size vent piping for .04
m3/hr/bkW (1 ft3/hr/bhp) with a maximum of 13 mm H2O (0.5 in. H2O) pressure drop in the
piping.
Loops or low spots in a crankcase vent pipe must be avoided to prevent condensation from
collecting in the pipe and restricting normal fume discharge. Where horizontal runs are required,
install the pipe with a gradual 41.7 mm/m (.5 in./ft) slope from the engine. In typical marine
installations, the weight of the vent pipes will require separate off-engine supports as part of the
installation design (see Figure 1).
Vent the pipe directly to atmosphere at the top of the stack and fit with a gooseneck (with flame
screen) to keep rain or spray from entering the engine. Give consideration to other equipment
located near the discharge area. The small amount of oil carryover can accumulate over time and
become unsightly.
An oil vent/condensate trap installed in the piping will minimize the amount of oil discharge
through the vent pipe (see Figure 1).
In cold climate conditions the oil vent/condensate trap should be installed closer to the engine
breather connection to prevent condensation from freezing in the trap.
Under no circumstances should crankcase pressure vary more than 25.4 mm H2O (1.0 in. H2O)
from ambient barometric pressure. Make measurement at the engine dipstick location with the
engine at operating temperature and speed, and at 50%-75% rated load.
21-2
12/2004
21-3
12/2004
21-4
12/2004
Ventilation Systems
Index
Engine Room ..............................................................................................................................22-2

22-1
12/2004
Engine Room
Two to four percent of fuel consumed by the 3600 Diesel Engine is lost as heat radiated to the
surrounding air. The use of the available exhaust manifold shields will reduce radiated heat to
approximately 2 percent. In addition, heat from generator inefficiencies and engine room exhaust
piping can equal an additional 30 to 70% of engine radiated heat. It is, therefore, very important to
insulate engine room exhaust piping. Unnecessarily elevated temperatures in the engine room
adversely affect personnel, switchgear, and generator set performance.
Locate room air intakes to provide maximum cooling air (preferably outside air) to the generator
set, yet avoid hot, stagnant air in other areas. Multiple generator sets may require additional
openings and fans.
Most 3600 EPG installations will use outside air for combustion. Applications such as standby sets
may use engine room air as a combustion source. This must be considered in planning engine
room ventilation requirements.
Unlike smaller engines with cooling fans and radiators located inside, near the engine, the 3600
installations will require forced air flow for proper heat dissipation.
Openings for intake air should be low, and positioned to admit the coolest, cleanest air possible. It
should flow past the generator end of the unit first. However, due to the location of exhaust
silencers, air cleaners, fumes disposal tubes, etc. this may not always be possible. If Installation
design such as Figure 1 is preferred; then the generator must be equipped with lube oil cooler to
provide adequate cooling of generator bearings. Outlets should be positioned high on the opposite
wall or roof. If automatic dampers are required to admit cooling and combustion air, the control
logic should open the dampers immediately upon engine starting, see Figure 2. Figures 3 and 4
are examples of incorrect installations.
When installing multiple engine units within the same building, air flow between the individual
generator sets must be planned. Figure 3 is an example of poor air flow between multiple units.
22-2
12/2004
Engine room ventilation for engines using engine room air for combustion can be estimated by
the following formulas, assuming 38°C (100°F) ambient air temperature:
3
V (m /min) = H + (0.04 x G) + Engine Combustion Air
1.099 x 0.17 x dT
V (cfm) = H + ((0.04 x G) x .0569) + Engine Combustion Air

0.070 x 0.24 xdT
V = Ventilating air (m3/min) (cfm)
H = Heat radiation (kW) (Btu/min) (See Technical

Data Section or TMI)
G = Generator rated output (kW)

dT = Permissible temperature rise in engine room
(°C) (°F)
Density of air at 38°C (100°F) =
1.099 kg/m3 (0.070 Ib/cu ft)
Specific heat of air = 0.017 kW-min (0.24 Btu/lb/°F)

kg/°C
22-3
12/2004
Engines using outside air for combustion may also use the preceding formula for ventilation by
dropping the engine combustion air term out of the equation.
A 7 to 10°C (15 to 20°F) temperature rise (dT) is a reasonable target for engine rooms. However,
in cold climates this may cause discomfort from the flow of cold air.
Restrict flow only if engine combustion air is available, and the engine is adequately cooled. For
personal comfort, air movement of at least 1.5 m/sec (5 ft/sec) should be maintained in working
areas adjacent to heat sources or where air temperatures exceeds 38°C (100°F).
Normal combustion pressures of an internal combustion engine cause a certain amount of blow-by
past piston rings into the crankcase. To prevent pressure buildup within the crankcase, vent tubes
are provided to allow gas to escape.
Do not vent crankcase fumes into the engine room. Fumes will clog air filters and increase air inlet
temperature; causing engine damage. They can also cause problems in the electrical equipment.
Crankcase fumes should be discharged to atmosphere through venting ystems. A separate vent
line for each engine is required. The vee engines have breathers located on the service side of
the engine.
Crankcase fumes vent pipes must be large enough to minimize backpressure. Normal blowby on
a new engine will be approximately .02 m3/hr/bkW, (.5 ft3/hr/ bhp). The pipes should also be
adequately sized to accommodate a worn engine. Size vent piping for .04 m3/hr/bkW, (1 ft3/hr/
bhp) with a maximum of 13 mm H2O (0.5 in. H2O) pressure drop in the piping.
Loops or low spots in a crankcase vent pipe must be avoided to prevent condensation in the pipe
and restriction of normal fumes discharge. Where horizontal runs are required, install the pipe with
a gradual, 41.7 mm/m, (.5 in./ft), slope from the engine. On 3600 size engines in typical power
houses, the weight of the vent pipes will require separate off-engine supports as part of the
installation design. See Figure 5.
22-4
12/2004
Crankcase fumes must not discharge into air ventilating ducts. They will become coated with oily
deposits. The vent must also not discharge near a fire hazard.
The crankcase pipe should vent directly into the atmosphere and be directed to keep rain or spray
from entering the engine. Consideration should also be given to other equipment located near the
discharge area, including the air inlet filters, as well as the building itself. If not handled properly,
the very small amount of oil carryover can accumulate over time and become unsightly. A drip
collector, installed near the engine, will minimize the amount of oil discharge through the vent pipe.
See Figure 6.
22-5
12/2004
Under no circumstances should crankcase pressure vary more than 25.4 mm H2O (1.0 in. H2O)
of water from ambient barometric pressure. Measurement should be made at the engine dipstick
location with the engine at operating temperature and speed, and a 50%-75% rated load.
Figure 7 illustrates a powered fumes disposal system for a multiple engine installation. The valves
with each engine should be adjusted to provide no more than 25.4 mm H2O (1.0 in. H2O) of water
column crankcase vacuum. Adjust valves with only one engine operating. Fan capacity should
provide a 4:1 dilution of fumes volume. A backup fan should also be available.
Reference Material: LEKX7368 EDS 70.3.1 — Considerations when applying and installing
Standby Generator Sets
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Commissioning Guide
Index
Design Review............................................................................................................................23-2
General ................................................................................................................................... ..23-2
Explanation of Design Review Report........................................................................................23-2
Unsatisfactory System Design Review or Installation Audit ......................................................23-2
Explanation of the Installation Audit Report..............................................................................23-12
Air Intake System............................................................................................................23-12
Cooling System ..............................................................................................................23-12
Starting System ..............................................................................................................23-17
Exhaust System ..............................................................................................................23-19
Fuel System ....................................................................................................................23-20
Governors/Actuators ......................................................................................................23-21
Lubrication System ........................................................................................................23-21
Mounting and Alignment ................................................................................................23-22
Driven Equipment ..........................................................................................................23-22
Safety System ................................................................................................................23-23
Monitoring System ..........................................................................................................23-23
Ventilation........................................................................................................................23-24
Serviceability ..................................................................................................................23-24
Equipment Safety............................................................................................................23-25
Propulsion System Control ............................................................................................23-25
Operation and Maintenance............................................................................................23-26
Crankcase Ventilation System ........................................................................................23-26
Main Propulsion Installation Audit Report ................................................................................23-27
Dock Trials ................................................................................................................................23-36
3600 Commissioning Sensor Points ........................................................................................23-37
3600 Commissioning Instruments Sensing ..............................................................................23-38
Location by Function ......................................................................................................23-39
Sea Trials..................................................................................................................................23-41
Engine Performance Data ........................................................................................................23-42
Performance Analysis Report ..................................................................................................23-44
Sea Trials Conditions................................................................................................................23-45
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Design Review
General
A well planned main propulsion installation aids reliability, performance, and serviceability. The
designer must be aware of the application and installation requirements for 3600 engines. The
designer should first be aware of pertinent reference publications, such as the 3600 Marine
Application and Installation Guide, as well as other information available from Caterpillar.
A poor installation can hinder serviceability and make routine maintenance and repairs difficult.
The neglect of mounting, alignment, and support system requirements can lead to poor
performance and increased operational cost.
After the ship designer has completed a review of the Caterpillar application and installation
requirements, have a discussion with Caterpillar and/or Caterpillar dealer personnel to cover
remaining concerns on specific areas of the installation. This will establish ground rules for further
working relationships in the design phase. After the initial machinery arrangement, piping and
structural drawings have been completed, follow-up discussions should take place with the
designer to insure preliminary designs meet the 3600 Marine Application and Installation Guide
requirements. Utilize the 3600 Main Propulsion Design Review Report as a review aid.
Explanation of Design Review Report

The report provides a checklist for the dealer and is available from Caterpillar. It will help
determine if sufficient information has been provided to the installation designer for completion of
initial layouts in compliance with requirements in the 3600 Marine Application and Installation
Guide.
Complete the form with general information about the owner, vessel, and builder/installer. Using
the design criteria of the ship, record specific data concerning physical characteristics as well as
the engine supporting systems.
There are provisions to record Caterpillar reference materials provided to the designer, as well as
a checklist for results of the design and serviceability review. Note compliance with Caterpillar
requirements by placing an “X” in the space next to the system reviewed, indicating satisfactory or
unsatisfactory compliance. If the design of a system does not comply, space is provided to record
required follow-up action.
After completing the design review form, and after reaching agreement on the required corrective
action, all concerned parties should sign the form in the designated location.
Unsatisfactory System Design Review or Installation Audit

Engine systems which are declared unsatisfactory during the design review or installation audit
require corrective action prior to vessel commissioning. The cost and effort to make design
changes during the early stages of the design will be much less than the rework of the system
once the vessel is placed in service. Appropriate measurements of all engine operating
parameters will be taken during dock or sea trials to ensure that engine system temperatures and
pressures are within prescribed limits. Engines not meeting the prescribed limits will be derated (if
derating the engine to lower power or speed results in operating conditions below the limit) or the
shipyard, installer, or customer must accept responsibility for shorter engine life or engine failures
resulting from a design or installation deficiency. Notify all concerned parties (including the vessel
owner or operator) of any system design deficiencies. Caterpillar warranty for defective material or
workmanship remains in effect; however, failures resulting from non-compliance with published
application requirements and operating limits are not warrantable.
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Installation Audit
Introduction
Vessel construction follows the satisfactory completion of the design review. During this phase,
visit the shipyard at least two times to perform an ongoing review of the installation progress.
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The first visit should follow the engine installation. Additional visits may be necessary depending
on the difficulty of the installation and the stage of completion. Make the final visit before the initial
startup process begins.
Visit objectives are to determine if the previously agreed on design criteria are being followed.
These visits not only continue to produce a better understanding of Caterpillar requirements, but
also provide the basis for a more reliable installation. To avoid costly delays, experienced
shipbuilders will make necessary changes as soon as possible.
Explanation of the Installation Audit Report
The Caterpillar 3600 Main Propulsion Installation Audit Report is intended to provide a checklist for
dealer use only, and is available from Caterpillar. The report is a simple checklist used to
determine if the previously agreed on design criteria have been successfully implemented during
the construction process.
Fill out the report with general information about the owner, ship particulars and builder/installer
information, including the engine room physical features. Provisions are made for recording the
propulsion system component descriptions, including serial numbers and manufacturer where
applicable.
When the construction and installation are in compliance with Caterpillar requirements, indicate by
placing an “X” in the space next to the system reviewed for satisfactory and unsatisfactory
compliance to requirements. If a system does not comply, there is space to record the necessary
corrective action. The following system-by-system review provides general guidance for the audit.
Air Intake System Evaluation
The total system must be evaluated from the source of the air for the engine to the turbocharger.
This may include engine room air, or the air cleaner may be mounted outside the engine room.
Consider the following items:
A. Combustion Air
Air inlet temperature to the engine must not exceed 45°C (113°F) for distillate and heavy fuel
engines.
The quantity of available air must be sufficient for combustion. The 3600 engine requires
approximately 0.1 m3/min/bkW (2.5 ft3 of air/min/bhp) for engines using distillate fuel. Heavy fuel
engines require more air for proper component temperatures.
The engine room or enclosure should not experience negative pressure if combustion air and
ventilation air are from the same source.
In extremely cold climates, an alternate warm filtered air source must be available for starting the
engine.
B. Remote Mounted Air Cleaners
Air cleaner elements must be accessible for periodic maintenance.
Mount the air cleaner elements in the housing to assure the engine does not ingest foreign
material due to incorrect positioning.
The air cleaner housing air outlet must have a flexible transition attaching the air inlet ducting.
Double band clamping at each end of the flex is required to assure nonfiltered air does not enter
the ducting.
The epoxy paint provided on all Caterpillar supplied air cleaner housings must be maintained for
good surface protection in harsh environments, such as salty atmosphere.
Air inlet restriction is recommended not to exceed 381 mm (15 in.) of water. New, clean systems
should be near 127 mm (5 in.) of water restriction to allow appropriate service intervals for the
filter elements.
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The air cleaner housing must be mounted in a position that will not allow recirculating exhaust
gases, crankcase fumes, rain, or sea spray to mix with the combustion air.
A typical method of conveying combustion air to the engine is with the air cleaner drawing outside
air through the elements, and to use air ducting to the turbo inlet. The air cleaners may also be
located within the engine room if the ambient conditions meet allowable air inlet temperatures.
In cold climates, the air cleaner can be subjected to filter icing when mounted outside the engine
room. Consider the service of the ship and the potential variations in climate. The engine must
receive filtered inlet air regardless of the geographic location of the ship.
C. Air Inlet Ducting
The intake air ducting must be clean and free of weld slag, debris, rust, or corrosion prior to
operating the engine. Ducting must be inspected prior to initial startup. The interior surface of the
intake ducting must be protected from future rust and corrosion due to intake air quality.
If a single straight length from the air cleaner housing is not possible, the intake air piping must
have long gentle radius bends (2 x Dia = bend radius) and generous straight lengths.
The diameter of the intake ducting must be the same or larger than the air cleaner housing outlet
and the air inlet adapter for the turbocharger. Any abrupt transitions must be avoided. For further
information and guidance, see the Engine Systems - Air Intake section of the 3600 Marine
Application and Installation Guide on air inlet ducting.
The air inlet restriction created by the ducting must be minimal to allow normal service intervals for
the air cleaner elements.
Air inlet ducting must not be rigidly mounted to either the air cleaner housing or to the
turbocharger inlet. Flexible nonmetallic connections must be used between the ducting of both the
air cleaner housing and the turbocharger. The turbocharger must not support the weight of the
ducting. Double band clamping must be used to insure nonfiltered air does not enter the engine.
Note the proximity of the exhaust piping and the air intake ducting. If heat transfer between the
two sets of piping is evident, insist that either or both are insulated to protect both air inlet
temperature and the nonmetallic connections.
Air inlet ducting must be inspected for leaks during engine operation.
D. Filtered Engine Room Air
An ABB air intake silencer can be used at the turbocharger inlet if combustion air supplied to the
engine room is properly filtered. The combustion air must also be free of insulation pericles,
exhaust leakage, or other sources of contamination from the engine room If an ABB intake
silencer is remotemounted, the same requirements apply for ducting to the turbocharger inlet as in
the case of a remotemounted air cleaner housing.
E. Air Cleaner Provided by Others
Engine air cleaners not provided by Caterpillar must meet air flow and contamination containment
requirements to protect the engine from shortened component life. This requires prior factory
approval.
Cooling System Evaluation

A cooling system evaluation must include engine operating parameters, external system piping,
water quality and external cooling components. A properly controlled cooling system is essential
for satisfactory engine life and performance. Defective cooling system and careless maintenance
are a direct cause of many engine failures. Consider the following:
A. Engine Cooling Circuits
Water flow from the left side pump (viewed from the rear) is split between the aftercooler and oil
cooler. Flow balance orifices are used on the outlet of both components. Insure the orifices are in
place. The right-hand pump (viewed from the rear) supplies water to the jacket water system.
Insure the orifice is in place. The two pump design can be used as either a combined or separate
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circuit cooling system. The temperature of the water is always inlet controlled. During performance
testing of the engine, be sure the appropriate inlet water temperature is being supplied to both
circuits and the temperature rise of the water is within specified limits.
B. System Coolers
3600 propulsion engines have the coolant water cooled by various methods, including shell and
tube heat exchangers, plate and frame heat exchangers, keel coolers, and box coolers. It is the
user/installer’s responsibility to provide proper venting and isolation of the cooler for required
maintenance or repair.
C. Cooling System Pressure Drop
The external system resistance must be site adjusted to specifications based on the rated speed
of the engine and full flow to the external system. Circuits with thermostats must be replaced with
blocked open stats (for adjustment only) to allow full flow.
The inlet and outlet pressure of the coolant must be measured as close to the engine as possible
to obtain a correct external system resistance. Customer piping must have monitoring ports for this
measurement.
Insure that the flow control orifice is positioned in the outlet lines from the engine to the cooler. A
lockable plug valve is preferred but a plate-type orifice or other type adjustable valves are
permitted. The external system resistance must be maintained at the specified value. See the
Engine Systems - Cooling section of the 3600 Marine Application and Installation Guide.
The method used to set external resistance depends on cooling system geometry.
Method 1: Used with Caterpillar expansion tank and regulators mounted on the front module.
External pressure drop is measured from the engine outlet to the cold flow entrance at the
regulator housing (see Figure 1).
Method 2: Used when the circuit includes a remote-mounted expansion tank and remote
regulators. External pressure drop is measured from the engine outlet to the pump inlet (see
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3606 and 3608 Combined Circuit

External Circuit Resistance, kPa (psi)
Figure 2).
D. Expansion Tanks
The water level in the expansion tank should be at the highest point in the cooling system to allow
proper venting during initial filling of the system. This will also provide a single fill point for the
cooling system.
If the expansion tank is not the highest point in the system, it is the user/installer’s responsibility to
provide an auxiliary expansion tank at the highest point in the system. The auxiliary tank must be
interconnected with the expansion tank to provide complete venting of the system.
Run vent lines from other cooling system components to the auxiliary tank, or vent them
independently.
Initial filling of the system must be done at a rate to allow complete venting of the system. Always
be ready to add supplemental volume of water to system at initial start-up in case air has been
trapped in the system. The Caterpillar expansion tank is provided with a 48 kPa (7 psi) pressure
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cap. Remove the pressure cap during the testing and adjusting the external system resistance.
Reinstall the pressure cap prior to the engine performance testing under load.
If an expansion tank pressure cap is not used, adjust the water temperature alarm and shutdown
contactors according to atmospheric conditions to insure adequate engine protection.
If a non-Caterpillar expansion tank or a shunt style cooling system is used, a complete test must
be done complying with requirements listed in Caterpillar EDS 50.5, Cooling System Field Test,
Form No. LEKQ7235. Automatic air release valves are recommended when it is not practical to
route vent lines to a common venting point. The heavy duty (cast iron body) style is
recommended. The valves usually have a fast-vent port which can be replaced by a ball valve to
allow venting during the system initial fill. An internal diaphragm collects entrained air and
automatically releases it to atmosphere.
E. Cooling System Protection
Protecting the engine from cooling system problems is imperative. Insure the engine is equipped
with the following, and the protection system functions according to specification.
• High jacket water temperature alarm and shutdown
• High oil temperature alarm and shutdown
• Low water detector alarm and shutdown
• High air inlet manifold temperature alarm
The protection system functions listed above may require modification due to the involvement of
marine classification societies and other regulatory bodies.
It is the user/installer’s responsibility to provide additional pressure and temperature gauges and
alarms in the external system for the operators to monitor daily. Detection of a developing cooling
system problem can prevent an unscheduled shutdown of the engine or an operation alarm
condition.
F. Central Cooling Systems
Cooling multiple engines from one system is becoming common on large ocean going vessels.
If a central cooling system is used, the system performance must be evaluated with the maximum
heat rejection possible from all engines being cooled. Since every system, application and
installation will be unique, they must be approved by Caterpillar.
G. External System Piping
The external system piping must be clean and free of weld slag and other debris. Insure the
piping is thoroughly cleaned before filling the system.
Install temporary strainers at the engine in the coolant inlet lines prior to initial engine operation.
Operate the engine at no-load and rated speed for at least 15 minutes. Remove the strainers and
check for debris. If debris is found, reinstall the strainers and repeat the operation. Continue this
procedure until no debris is found in the screen. Do not adjust external system resistance with the
strainers installed. The temporary strainers are available from Caterpillar for 101 mm (4 in.)
[4C9045], 127mm (5 in.) [4C9046], and 152 mm (6 in.) [4C9047] pipe.
If a permanent strainer in the coolant inlet lines is provided by the user/installer, the pressure drop
across the strainer must be monitored as well as alarmed. Excessive pressure drop can cause
improper coolant flow to the engine. The same procedure should be followed for permanent
strainers as was described above for temporary strainers during initial engine operation. At
maximum flow condition clean strainers should have no more than a 10-14 kPa (1.5-2 psi)
pressure drop.
H. Corrosion Protection
Ensure that Caterpillar guidelines established for water quality are followed precisely. They are
published by Caterpillar and available in the standard publication system. Engine Installation and
Service Handbook, Form No. LEBV0915, and Coolant and Your Engine, Form No. SEBD0970,
are two publications containing information.
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Ensure the system is filled with the proper quality fresh water. It should also be treated with
corrosion inhibitor. Caterpillar Coolant additive is 8C3680 and 5P2907 in 18.95 L (5 gal) and 208 L
(55 gal) containers. Caterpillar does not approve other additives. If ambient conditions require
antifreeze, only low silicate antifreeze is allowed. Caterpillar Antifreeze is available in 3.8 L (1 gal)
and 208 L (55 gal) containers, part No’s. 8C3684 and 8C3686 respectively. Use the Cooling
System Test Kit (8T5296) to evaluate the concentration of corrosion inhibitor in the system.
Excessive concentrations are as detrimental to the engine as insufficient concentrations.
I. Heat Recovery
Recovering heat from the engine coolant can improve the efficiency of the operation but can also
be detrimental to the engine if not designed and installed properly. A common example of heat
recovery is using engine jacket water heat to operate fresh water distilling plants.
External temperature regulators must not, in any way, inhibit the operation and temperature
control of the engine temperature regulators.
The external heat recovery components must not cause excessive coolant flow resistance.
Inlet temperature control at the engine is often misunderstood during the design of the system.
The water temperature returning to the engine must be cooled sufficiently to achieve the required
coolant mix temperature at the engine pump inlets.
J. Cooling System Performance
The complexity of the external cooling system, which may include heat recovery and/or some
other cooler, is best understood by reviewing the installed system and producing a schematic of
that system. The schematic should indicate all of the system flow paths, test and monitoring
points, and external system components. It should be included as an attachment to the Installation
Audit Report.
Assign 900 series description numbers to each of the test and monitoring points and record their
readings on the Installation Audit Report test sheet.
Starting System Evaluation

Air starting is typical for 3600 engines. The system components can have a significant effect on
the life of the starters.
A. Air Compressor
Must be sized to match the air receiver tank(s) make-up rate due to starting.An air dryer is
suggested on the compressor outlet to prevent water vapor in the air from freezing if expanded
below 0°C (32°F).
B. Air Receiver Tanks
Tanks should be sized to provide the required consecutive engine starts without depleting the air
pressure below minimum required starting pressure.
Manual or automatic drains should allow oil and water deposits to be drained daily. Operators
must be informed of this requirement. Receiver tanks must meet specific characteristics, such as
the specifications of the American Society of Mechanical Engineers (ASME). If the ship is classed,
the Classification Societies may have specific equirements for air receivers (unfired pressure
vessels). Each receiver tank should have been pretested at 1 1/2 times the normal working
pressure unless the cognizant Classification Society requires some greater value. Make sure the
tank pressure relief valve is set at a level below test pressure.
Receiver tanks must be equipped with a maximum pressure relief valve and a pressure gauge.
Provide monitoring to assure proper operation.
C. Air Supply Piping
Size piping to provide a minimal pressure drop of supply air from the receiver tank to the engine
starters. Piping must not be smaller than the connection at the engine.
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Route piping to trap water vapor and oil deposits at the lowest point in the piping. Drain the trap
daily if a manual trap is used, or install an automatic trap for this purpose. Operators must be
informed of this requirement. If possible, the supply piping can be routed upward from the
reservoir to the engine allowing condensation to drain to the reservoir.
Piping systems should withstand 11/2 times the normal working pressure unless the cognizant
Classification Society requires some greater value. See note in Air Receiver Tanks above.
Prior to the initial startup of the engine, disconnect the air piping from the engine and allow
controlled air to blow water vapor, oil deposits or debris out of the pipe. Starter damage can result
otherwise.
D. Engine Starters and Accessories
Note: Maximum air pressure to the starter inlet ports is 1550 kPag (225 psig). An air
regulator must be used if supply pressure exceeds this level.
Adjust the starter lubricator to limit excessive leakage of starter lubricant at the starter air outlet.
This should be done during initial engine startup. The starter silencer discharge must not
endanger personal safety. Provide shielding if the discharge is directed toward potentially
occupied areas.
E. Start-up and Shutdown Procedure
The following procedure is a guide for:
• 3600 engine start-up procedures

• Design consideration of the engine control systems.
Before Starting the Engine
• Check the coolant level in the expansion tank site glass.

• Check the crankcase oil level using the engine dip stick. Be sure to use the side
marked “Engine Stopped Cold Oil”. Mark the dipstick for operating and non-
operating conditions.
• Be sure all protective guards are in place and the barring device is isengaged.
• Open and close the drain valve on the bottom of the starting air tank and fuel day
tank to drain condensation and sediment.
• Open the starting air shutoff valve at the side of the engine.
• Check the starting air pressure. There must be a maximum of 1551 kPa (225 psi)
or a minimum of 861 kPa (125 psi) air pressure available for starting.
• Check the air starter lubricator oil level. Check the prelube motor lubricator oil level
(if air prelube equipped).
• Be sure the engine control system allows engine shutdown from the engine starting
panel.
• Remember that other engine support systems or control systems must be prepared
before engine startup. This includes reduction gear prelube and external piping
system valve position.
• Open the combustion chamber snifter valves (Keine valves) and with the fuel
control switch in the OFF position, rotate the engine with the air starters while
watching for fluids expelled from Keine valves. After this step is completed, close
the Keine valves hand tight. If the valves are over tightened, the seat may be
damaged when the engine reaches operating temperatures.
Starting the Engine
• Put the engine fuel on/off switch to the ON position.
• Put the engine start/prelube switch in the prelube position. The green indicator will
light when prelube oil pressure reaches 7 kPa (1 psi). The engine can now be
started. Verify oil gauge pressure if time is not a critical factor.
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• Move engine start/prelube switch to the START position while viewing the engine
tachometer. At 130 to 150 rpm, the start/prelube switch can be released from the
start position. If not the starters will automatically disengage when the engine
reaches 170 rpm.
• The engine should stabilize at low idle speed, typically 350 rpm. Check the gauge
panel oil and fuel pressure readings to see they reach normal levels.
• Inspect the engine for leaks and listen for abnormal noises.
• After proper engine operation is assured, adjust the engine and other control
systems to increase engine speed/load to normal operation.
After starting the engine
• Close the starting air shutoff valve.
• Monitor engine operating parameters every hour and record the readings on an
appropriate log sheet.
• Compare the operating parameters recorded to the factory specifications on a daily
basis. Monitor operating trends and take action when discrepancies are found.
Stopping the engine
• Reduce load on engine to zero.
• Allow the engine to operate for the period of time necessary to reduce jacket water
temperature to 85°C (185°F) and the average cylinder exhaust temperature (of all
cylinders when exhaust pyrometer equipped) is reduced to below 150°C (302°F).
Fifteen minutes of operating time will normally achieve the cooler temperatures.
• Request the wheelhouse to release propulsion system control to the engine room.
• Turn the engine fuel on/off switch to the OFF position. The engine will coast to a
stop by energizing the fuel shutoff solenoid.
• Check (and put into shutdown mode) all other non-engine driven system
components that have been operating to support engine operation.
Exhaust System Evaluation
The exhaust system for 3600 engines must be evaluated from the exit of exhaust gases from the
turbocharger to the atmospheric conditions at the muffler outlet. Fuel consumption and component
life of the engine are affected by a faulty exhaust system. Consider the following items:
A. Exhaust System Warnings
The engine installer must protect engine room equipment and personnel from the heat of exhaust
system piping.
The engine installer must provide appropriate drains and/or rain caps to protect the engine from
rain water and sea spray entering the engine through the exhaust piping. The configuration of the
last few feet of exhaust outlet should prohibit rain water or sea spray entry without excessive
exhaust backpressure.
Common exhaust systems between engines are to be strictly avoided.
The turbocharger must be protected from debris entering the exhaust outlet during construction of
the exhaust piping. A properly tagged blanking plate is recommended. It must be removed prior to
initial engine operation. The debris collected on the plate must not enter the turbocharger.
B. Exhaust System Piping
The exhaust system piping material must withstand the effects of exhaust gas temperature,
velocity, and thermal expansion. Insulation added to the exhaust piping must not deteriorate the
piping. Insulated pipe temperatures are higher than noninsulated.
Exhaust backpressure of the total piping system must be minimal to allow for muffler restriction,
outlet piping from the muffler, and piping degradation during the life of the engine. Fuel
consumption and component life will be affected if the backpressure is beyond the recommended
value of 254 mm (10 in. H2O). Heavy fuel engines are limited to 254 mm (10 in. H2O). Consult
Caterpillar if higher backpressures are anticipated.
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Exhaust backpressure on each bank of the twin turbocharged 3612 and 3616 (vee) engines must
be balanced, even when the dual pipes exiting the turbos are transitioned into one larger pipe
going to the muffler. Do not allow gas flow to turn at a right angle during a transition. If possible,
do not allow the exhaust system piping for a vee engine to be routed vertically from each
turbocharger and then be blended horizontally. This will cause excessive backpressure on one
bank. Blend the exhaust gasses into a common pipe before making the directional change. If this
is not possible, the blending area must be designed to maintain equal bank-tobank restriction.
Measure backpressure in a straight length of the exhaust pipe at least 3 to 5 pipe diameters away
from the last size transition change from the turbocharger outlet. System backpressure
measurement is part of the engine performance testing and must be recorded. A 1/4 in. NPT or
1/8 in. NPT fitting is required in the exhaust piping for backpressure measurements. Extensions
may be required to protect instrumentation from heat damage and reach through exhaust lagging
into the gas stream. Backpressure gauges are available to continuously monitor pressure levels.
Do not support exhaust piping from the engine package and do not allow it to interfere with the
service of the engine. Expansion joints and vertical supports in appropriate positions must allow
for free movement of the exhaust piping during thermal expansion.
The exhaust piping must be rigidly supported (with of f- engine supports) near the engine to
minimize compression and offset of the engine exhaust bellows. Exhaust pipe expansion must be
directed away from the engine. Rollers are strongly recommended when vertical supports are
required between expansion joints and rigid supports.
Fuel System Evaluation

Clean fuel meeting Caterpillar’s fuel recommendations provides the maximum engine service life
and performance; anything less is a compromise and the risk is the user’s responsibility. The fuel
system must be evaluated from the storage tank to the engine, including the engine fuel controls.
A fuel sample must be analyzed to verify engine performance. The data is used in the Caterpillar
CAMPAR evaluation. The governor control system should be described along with information
concerning the governor’s interaction with the engine.
A. Fuel Tanks
Fuel tanks vented to atmosphere must have some form of flame arrester in the vent opening to
prevent flames entering or exiting the tank. As a minimum precaution, install a fine mesh screen at
the outlet opening in the tank vents to act as a flame arrester. Other forms of flame arresters can
be used and the vent opening must never be left totally open to atmosphere.
The fuel supply piping should draw fuel from approximately 100 mm (4 in.) above the bottom of
the day tank. The fuel return to the day tank must enter at the top (above the fuel level) and
opposite the supply end.
A tank valve must be provided to drain water and sediment. Typically classification societies or
other regulatory bodies require the valve to be a fast acting spring closure type.
B. Fuel Lines
Galvanized fittings or piping must not be used in any portion of the lines. Zinc can leak from piping
or fittings and react with sulphur in the fuel during the combustion process to form zinc sulphate
with a detrimental effect on exhaust valves. Fuel line size and length must conform to the fuel
transfer pump inlet and return restriction limits. The inlet restriction must not exceed 39 kPa (5.7
psi) and the fuel return line restriction must not exceed 350 kPa (51 psi). Measure and record the
values.
Note: The limits are independent of each other and should not be combined in the
evaluation.
Fuel lines must be treated (pickled) and coated on the inside with lube oil prior to final assembly.
Fuel lines must never be smaller than the engine connections of 32 mm (1.25 in.) pipe for the
supply and 25 mm (1 in.) pipe on the return.
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C. Fuel Filters
Monitor initial fuel filter differential pressure to eliminate premature plugging of engine filters.
The user and/or installer is responsible for providing primary filtering of the fuel supplied to the
engine. Water separation is of prime concern. Install water separators or coalescing filters. If the
fuel does not meet the required recommendations, use a fuel centrifuge/purifier. Recirculate the
fuel in the day tank through the centrifuge for 24 hours prior to operating the engine. A stock of
engine fuel filters should be onboard prior to initially starting the engine.
D. Fuel Coolers
A fuel cooler may be required if the day tank is not large enough to handle heat transfer from the
injection pumps. Size the fuel cooler to cool fuel returning to the day tank to below 40°C (100°F)
with distillate fuel. Return heavy fuel oil (HFO) to the booster module without cooling to allow
viscosity control back to the engine. Parallel HFO and distillate systems must have control valves
to send fuel to the cooler when switching to distillate. HFO systems are operated at higher
temperatures to ° maintain proper viscosity.
Note: See the section on Engine Systems - Fuel in this guide for additional
information.
A water-to-fuel cooler is typical but a cooler failure can result in water entering the fuel supply
leading to subsequent fuel injector failures. If sea water is used for a cooling medium, the operator
must inspect the sacrificial anodes at least once a week until a consumption rate has been
established.
Governors/Actuators
The governor type and its operating characteristics must be described in the Installation Audit
Report.
If a hydra-mechanical governor is used, the smoke limiter and droop must be properly adjusted to
assure optimum response to load changes.
If a Heinzmann or Woodward electronic governor is used, evaluate proper governor operation

prior to initial startup. Consult the governor operator’s manual for procedures.
Lubrication System Evaluation

The lubrication system supplies a constant flow of oil to engine components. The oil is filtered,
cooled, and pressure regulated throughout the engine operating range. Bearing failure, piston ring
sticking, and excessive oil consumption are classic symptoms of oil related engine problems.
Maintaining the lubrication system, using scheduled oil sampling and quality oil can make the
difference between repeated oil related failures and satisfactory engine life.
A. Engine Oil
The oil must be evaluated for 3600 oil requirements prior to filling the sump, including scheduled
oil sampling (S•O•S). Record oil brand and type.
Note: Refer to the Engine Systems - Lubricating Oil section of this guide for
additional information. An S•O•S sample must also be evaluated after sea trails
completion.
A system must be in place to properly handle waste oil from engine oil changes.
B. Engine Sump
The oil sump may be filled through the oil filler tube or via the sump valves through the lube oil
transfer system. All lube oil transfer piping must be pickled and flushed prior to being placed in
service. Inspect the proposed oil storage tank prior to filling.
The user may connect one of the oil sump drain valves to external piping for draining oil during an
oil change. Use a flexible connector between external piping and the drain valve.
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Insure that the cold engine oil level is correct and check the oil level several times during initial
engine operation. Allow the engine oil temperature to reach normal operating temperature, which
is 82°-85°C (180°-185°F). The dipstick must be marked for the proper operating level at rated
speed and installed engine tilt angle.
C. Engine Prelube
If equipped, insure that the air prelube motor is properly lubricated prior to operation.
Check the air receiver tank sizing for the required starting requirements. Consider air prelubing
requirements.
Prelube time must be within the required engine starting time. If not, a larger pump or continuous
prelube may be required.
Electric prelube systems must have motor starters sized for the proper current draw to maintain
pump operation until prelubing is complete.
Continuous prelube systems must have the Caterpillar spill tube system installed to prevent oil
collecting in the cylinders, resulting in hydraulic lock and damage to cylinder components on
startup.
D. Oil Pressure and Temperature
Provide safety shutdowns and alarms for these engine operating parameters.
Mounting and Alignment Evaluation

See guide section on Mounting and Alignment for detailed instructions and guidelines. The
commissioning engineer should record final alignment measurements and include them as an
attachment to the Installation Audit Report. It is also necessary to check crankshaft end play and
crankshaft deflection. Record the readings in the Installation Audit Report. Consult Caterpillar
publication 3600 Generator Set Commissioning Guide, Form No. LEKX6560, when a generator
set is involved.
Driven Equipment Evaluation

Driven equipment can be in many configurations, but each must be evaluated according to the
external distribution system requirements. When more than one engine is involved, each must be
described in the commissioning report. Ensure engine mounting, alignment, and connections are
correct per the Mounting and Alignment section of this guide. Consider the following items:
A. Torsional Coupling
Record all manufacturer’s data (serial number, model number, etc.) and other information relating
to features such as torsional stops or emergency take home devices. Route cooling air into the
vicinity of the coupling.
B. Marine Reduction Gear
• Record all manufacturer’s data (serial number, model number, reduction ratio, etc.)
and the manufacturer and type of clutches utilized.
• Record marine gear oil pressure and temperature during initial operation.
C. Fixed Pitch Propeller Installation
Record all propeller data (number of blades, type of material, diameter, pitch, etc.). If the propeller
uses a Kort nozzle, record nozzle data and note if fixed or steerable. Develop a sketch of the
shafting. Indicate the placement and type of line shaft bearings, shafting material and dimensions.
Describe the type, manufacturer, and external equipment associated with the stern tube and the
stern tube bearings.
Use the Caterpillar CAMPAR program to evaluate the propeller match.
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D. Controllable Pitch Propeller Installation
Record all propeller data (number of blades, type of material, diameter, pitch, etc.). Indicate the
manufacturer and system model number. Describe the CPP control system and identify the engine
governor and CPP system interfaces. If a Kort nozzle is used, record nozzle data and note if fixed
or steerable. Develop a sketch of the shafting. Indicate the placement and type of line shaft
bearings, shafting material, and dimensions. Describe the type, manufacturer, and external
equipment associated with the stern tube and stern tube bearing. Use the Caterpillar CAMPAR
program to evaluate the propeller operation and match.
E. Auxiliary Equipment Vibration
Measure vibration of engine mounted auxiliary equipment. Mounting resonances should not be
present.
F. Auxiliary Power Takeoffs (PTOs)
Record the serial number of the auxiliary PTOs and other appropriate data relating to horsepower,
rotational speed, etc. (typical nameplate data).
Safety System Evaluation

The safety systems on the engine must give early notice to the operator of pending problems and
shut the engine down to protect it from imminent danger, or to limit contingent damage due to
failure. Proper maintenance of the system is imperative for constant protection. Consider the
following when evaluating the engine safety system:
A. Engine Contactors
Ensure the minimum Caterpillar required shutdowns and alarms are on the engine. The minimum
requirements for propulsion engines are generally determined by the classification society and/or
regulatory body involved in the project. The commissioning engineer must be prepared to
demonstrate how shutdown and alarm contactors activate and de-activate according to Caterpillar
specifications. Record demonstrated values. If the vessel is classed, notify a society surveyor at
the time of demonstration.
The user must provide both audible and visual annunciation of faults in both the engine room and
the control room. This should include horns, rotating beacons, or other forms of audible or visual
alert.
B. External Engine Support Systems
The user must provide alarms and/or shutdowns on external system components that can
adversely affect engine operation in a fault condition. These components may include fuel day
tanks, primary fuel filters and/or centrifuges, sea water cooling pumps, etc.
C. Emergency Stops
The user must provide both local (at the engine) and remote emergency stop buttons, allowing an
operator to safely shutdown the system without endangering personnel. The stop buttons must be
guarded from accidental personnel contact, but still be operational by trained personnel in case of
an emergency. Locate them in the engine room, the control room, and the bridge control console.
Monitoring System Evaluation

Monitoring the propulsion system requires periodic readings of gauges and readouts during a 24
hour period to insure all systems are not changing more than normal.
A. Engine Operating Parameters
Gauges and instrumentation on the engine gauge panel or mounted by user/shipbuilder on the
external systems should give accurate readings of operational parameters for the oil, water, fuel,
air and exhaust systems for the engine.
Periodic maintenance of oil, fuel and air filters is based on differential pressure as well as hours.
Ensure gauges are provided to monitor filter conditions. An hour meter is required to properly
monitor operating time.
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B. External Engine Support Systems
The user is responsible for providing instrumentation to monitor operation of the external engine
support systems. These should include, but not be limited to, the following:
• Fuel day tank site glass

• Oil storage tank site glass
• Water temperature to and from external cooler. This will include both treated
cooling water and raw water to and from the heat exchangers.
• When strainers are permanently installed before the pump inlets, monitor pump
inlet pressure to check strainer condition.
C. Daily Log Sheet
The user is responsible to provide a log sheet to record gauge and instrumentation readings taken
periodically by the operators and/or the automatic monitoring system. Regulatory bodies usually
require an engine room log book.
Ventilation Evaluation
Radiated heat from the engine and driven equipment can cause engine room temperature rise to
adversely affect personnel and the propulsion system performance. Supply clean, cool air to the
control rooms and engine rooms. It flows across and around equipment to carry radiated heat to
the outside.
A. Engine Room Ventilation
Direct ventilating air toward the floor of the engine room and then upward around the engine
before exiting above the engine. Design the machinery space ventilation to bring the coolest air to
the turbocharger intake ducting/air cleaner. For personnel comfort, maintain the air velocity at 1.5
m/sec (5 ft/sec) in areas of heat sources or areas exceeding 38°C (100°F).
Check the temperature rise in potentially dead air spaces during engine operation. Check all
electrical and mechanical equipment in the dead air space. If necessary, require corrections to be
made. Engine room pressure should not become negative. This indicates a shortage of ventilating
air or excessive exhaust fan flow.
Serviceability Evaluation
Well designed engine rooms include serviceability features for the engines and support
equipment. They include overhead lifting, space for component storage and cleaning, and required
service tools. Consider the following when evaluating serviceability:
A. Engine Component Removal
Overhead and side clearance must be provided around the engine for major component removal
and serviceability. Unfortunately, at the time of commissioning it may be too late to change the
configuration.
Overhead lifting equipment must be provided. Most engine components are heavier than one man
can safely lift. Review the overhead features for multidirection motion. Most engine component
removal involves at least two direction motion for removal. Arrange for multiple engine installations
to use the same overhead lifting equipment without major disassembly of piping or ducting.
Equipment should be available for engine component movement to and from the engine room.
B. Engine Maintenance
The shipbuilder is responsible for locating the deck plating adjacent to the engine. It should not
hinder periodic maintenance functions, daily inspections, or engine overhauls.
C. Reserved Work Area
Provide a work area in the engine room for disassembly and cleaning engine components and
support equipment. Overhead lifting capacity must be sized for the largest component expected to
be placed in this area.
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D. Spare Parts Storage
Reserve an area for storage of spare parts and tools for all equipment in the engine room. They
should be inventoried to ensure ready access during a repair. Lock the area. Missing parts or tools
can impair scheduled maintenance or repair.
Equipment Safety Evaluation

The commissioning engineer must be able to recognize a safe operating environment. The entire
system operation must be reviewed to provide operator safety in all situations. Consider the
following when evaluating the safety of the operating systems:
A. Engine Room
• Shield or guard hot engine water pipes to prevent operator contact.

• Generator drive components and damper guards must be in place prior to operating
the engine.
• Floor openings in the engine room must be covered with plating or grating.
• Chains and hooks on overhead lifting equipment must not endanger operating
personnel.
• Floors must be cleaned of debris or liquid spills.
• Engine heat shields must be in place prior to operating the engine.
• Remote emergency system stops must be guarded but operable during a safety
simulation.
• Test fire suppression systems prior to allowing normal operation.
• Independently test all engine emergency stops while operating at no load.
• Check engine room noise levels in normal operating areas. Include the data in the
Installation Audit Report.
B. Control Room
• Ensure control room emergency stops are guarded to prevent accidental contact.
• Check control room noise levels and include this data in the Installation Audit
Report.
Propulsion System Control Evaluation
Propulsion control system consists of the equipment for safe and precise operation of the main
engine and the other components in the propulsion system.
There are two fundamental types of control systems — electric and pneumatic. A number of
variations can be developed from these two basic schemes.
A. Pneumatic Controls
Thoroughly blow-down the air supply to purge debris and moisture prior to placing the control
system in service. It is important to perform a point-to-point tubing connection inspection to assure
individual control lines have been properly installed. Typically, the control system calibration is a
joint effort between the Caterpillar commissioning engineers and the pneumatic control
manufacturer. Exercise extreme caution while operating the main engine alongside a dock to
prevent accidental clutch engagements. When the air supply is contamination free, the engine
governor pneumatic speed adjustments can be evaluated. Ensure throttle boost is part of the
system to facilitate crash reversals.
B. Electronic Controls
Delays must be part of the system to allow the engine speed to increase slightly as the clutch is
engaging. Prior to energizing the control system evaluate the power supply to determine if AC
ripple and DC voltage levels are within control supplier tolerances. This may be accomplished by
using a portable battery powered oscilloscope. Another method using standard test
instrumentation is:
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Before turning on the power of the governor control unit, disconnect the power supply input leads
and connect a multimeter in the DC volts mode across the conductors. Turn on power to the
governor control unit. The voltage must be 20 to 35 VDC (preferably 24 VDC). With the multimeter
still connected, put the multimeter in AC volts mode. If it reads more than approximately 1 VAC,
the voltage supply must be inspected to find the source of the excessive AC voltage. Do not
connect the power supply leads to the controller if any excessive AC voltage is present. The
governor system will not function properly and can be damaged.
After the power supply has been satisfactorily inspected, the electrical interconnections must be
reviewed. This will prevent damage to sensitive components when the control system is placed in
service. Locate the control components in a vibration free air conditioned space.
Operation and Maintenance Evaluation

Operating and maintenance training for the ship’s crew involved in the operationand/or
maintenance of 3600 engines and support equipment is an important factor in achieving
dependable engine operation. The Commissioning Engineer should be prepared to give this
training at the time of commissioning.
A. Engine Operation and Maintenance
Introduce each engineer to the engine maintenance guide and explain each topic. This may
require a presentation be given several times to match the rotation of the watchstanding
engineers. Coordinate the effort with the ship’s chief engineer.
Ensure instruction is given for starting and stopping the engine. Include a demonstration at the
engine and allow each operator to observe and follow the directions given. Follow the procedure
outlined in the Starting System Evaluation section.
B. Engine Support Equipment
Review the list of equipment suppliers that will be on-site during commissioning. If representatives
are on-site, ensure they are prepared to train the engineers.
C. Mechanical Training
Train shipboard engineers and shoreside maintenance personnel to make major repairs as well as
be familiar with routine maintenance.
Crankcase Ventilation System Evaluation

Crankcase fumes must be piped away from the engine to atmosphere.
A. Crankcase Breathers
Crankcase breathers can be arranged in several positions to match the best piping routing away
from the engine. Breather connections must be easily disconnected for scheduled maintenance.
Piping of the same size as the breather outlet is suitable unless the length and/or bends cause
excessive restriction. This can cause a false crankcase pressure measurement. See the Engine
systems section of this guide for additional information on pipe sizing requirements. Consideration
must be given to the blow-by requirements of a worn engine when initially sizing the pipe.
A separate ventilation piping system must be installed for each engine. Slope piping away from the
engine at a minimum of 13 mm per 300 mm, (.5 in. per ft). Configure the outlet to collect oil
droplets prior to fumes exiting the piping. If piping rises from the engine, a trap with an appropriate
drain valve must be installed to collect condensation or oil droplets before they reenter the
breathers. Crankcase fumes must never be discharged directly to the engine room.
After the installation audit and the installation audit forms are completed and corrective action
agreed to, it is recommended that all parties concerned sign the installation audit form at the
designated locations on the report.
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Dock Trials
A thorough Dock Trial of the main propulsion system has extreme value to both the builder and the
propulsion machinery commissioning engineers. It allows system design validation at the shipyard.
A typical dock trial consists of making a vessel fast to a suitable structure capable of withstanding
the vessel’s developed forward thrust (Bollard pull). The fundamental purpose of the dock trial is:
• To evaluate the main engine’s ancillary systems with the systems operating under
simulated at sea conditions.
• With vessels such as tug boats, trawlers or push boats, the propeller’s developed
thrust can be measured to validate the propeller design criteria. The ommissioning
engineer’s primary responsibility is to operate the propulsion machinery in a safe
manner. The following are key items crucial to a successful trial:
• Work closely with the owner and builder in the development of a thorough trial
agenda. The value of the dock trial is only as good as the data recorded and the
tests performed.
• Determine the points to be monitored. Usually these will be the same as those for
sea trials. This will allow sufficient time to install additional necessary
instrumentation. See Figure 3 and Figure 4 for guidance on engine monitoring point
locations. For guidance on sensor self sealing plug types available from Caterpillar,
see Figure 5.
• Assemble all available performance data (OT, sea trial data, and test cell report)
prior to the dock trial date.
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Sea Trials
Sea trials are the final test of the installed machinery. The duration and complexity of a sea trial is
related to the vessel type, the propulsion system configuration, and the class of service.
The commissioning engineer must play an active role in planning the Sea Trial Agenda relating to
the propulsion system. All points highlighted under the previous dock trialsection are applicable to
preparing for the sea trial. In addition to the standard gauge panel instrumentation, Figure 6 can
be used to customize sensor points needed to validate performance of unique marine installations.
Ensure test data and fuel rate are entered in the CAMPAR program for evaluation. Figure 7 can
be used to draw a performance curve based on actual fuel rate at operating conditions.
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Sea Trial Conditions

Perform sea trial running tests under the following conditions:
• Load the vessel the same as during normal service: 50% to 75% load of fuel, fresh
water, cargo, and ships’ stores. Properly located ballast may be substituted.
• All gauges, panels, and test instruments must be in good operating condition before
conducting tests.
• The engines and reduction gear must be operated under full throttle and load long
enough to allow temperatures and pressures to stabilize.
• If the ship operation includes towing or trawling, take sea trial measurements while
the vessel is towing its intended load. If testing under actual working conditions is
impossible, Bollard pull engine speed and free-running engine speed are required
to determine if the engine will attain rated rpm under full load conditions.
Experience has shown that conditions where Bollard pull tests are usually conducted are not ideal
for performance of the other engine system tests. Other sea trial measurements should be made
under free-running conditions after the Bollard pull engine speed has been measured.
Figure 8 is a sample of a main engine sea trial log sheet.
Record machinery and structure vibration levels at various engine speed and load conditions. The
data becomes part of the permanent engine commissioning record.
Take lube oil samples after the completion of the sea trial and the analysis results have been
made a permanent part of the engine commissioning record.
Check crankshaft deflections immediately after the engine has been secured following the sea
trial. This will help validate engine mounting and insure unrestricted thermal expansion of the
machinery.
The attached report reflects the analysis of authorized Caterpillar or Caterpillar dealer
representative(s). It is based on information provided by the customer and other manufacturers.
Caterpillar is not responsible for the accuracy of information provided by these third parties.
Caterpillar warrants this report to be free from errors in calculations. Failure to comply with the
recommendations in this report will have a direct effect on suggested engine operation. Caterpillar
will not be responsible for any auxiliary supporting system or operation associated with the 3600
engines when the specific recommendations within this report are not followed and completed.
Caterpillar will not be responsible for any changes in the engine, engine system, or system
malfunctions occurring after the time of the initial evaluation other than those specified in the
applicable Caterpillar warranty. This warranty is expressly in lieu of any other warranty, express or
implied, including any warranty of merchantability or fitness for a particular purpose. Caterpillar
disclaims and will not be responsible for any incidental or consequential damages.
Materials and specifications are subject to change without notice.
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Commissioning Guide
Index
Design Review............................................................................................................................24-3
Introduction ......................................................................................................................24-3
Explanation of Design Review Report ..............................................................................24-3
Design Review Report ..................................................................................................24-3
Design Review Results ..................................................................................................24-3
3600 Generator Set Design Review Report ....................................................................24-4
Explanation of Construction Review Report ....................................................................24-4
Design Review Results ..................................................................................................24-6
Construction Review ................................................................................................................24-10
Air Intake System Evaluation....................................................................................................24-17
Combustion Air................................................................................................................24-17
Remote Mounted Air Cleaners........................................................................................24-17
Air Inlet Ducting ..............................................................................................................24-18
Filtered Engine Room Air................................................................................................24-18
Air Cleaner Provided by Others ......................................................................................24-18
Cooling System Evaluation ......................................................................................................24-18
Engine Cooling Circuits ..................................................................................................24-18
System Coolers ..............................................................................................................24-19
Cooling System External Pressure Drop ........................................................................24-19
Expansion Tanks ............................................................................................................24-19
Cooling System Protection..............................................................................................24-20
Central Cooling Systems ................................................................................................24-20
External System Piping ..................................................................................................24-20
Corrosion Protection ......................................................................................................24-21
Heat Recovery ................................................................................................................24-21
Cooling System Performance ........................................................................................24-21
Starting System Evaluation ......................................................................................................24-21
Air Compressor ..............................................................................................................24-21
Air Receiver Tanks ..........................................................................................................24-21
Air Supply Piping ............................................................................................................24-22
Engine Starters and Accessories ....................................................................................24-22
Alternate Forms of Starting ............................................................................................24-22
Exhaust System Evaluation......................................................................................................24-22
Exhaust System Warnings ..............................................................................................24-22
Exhaust System Piping ..................................................................................................24-23
Distillate Fuel System Evaluation ............................................................................................24-23
Fuel Tanks ......................................................................................................................24-23
Fuel Lines ......................................................................................................................24-24
Fuel Filters ......................................................................................................................24-24
Fuel Coolers....................................................................................................................24-24
Governors and/or Actuators ............................................................................................24-24
Lubrication System Evaluation ................................................................................................24-24
Engine Oil ......................................................................................................................24-25
Engine Sump ..................................................................................................................24-25
Engine Prelube ..............................................................................................................24-25
Oil Pressure and Temperature ........................................................................................24-25
Mounting and Alignment Evaluation ........................................................................................24-25
Vibration Isolators ..........................................................................................................24-25
Engine Base....................................................................................................................24-26
Engine to Generator Alignment ......................................................................................24-26
Driven Equipment Evaluation ..................................................................................................24-26
Generator ........................................................................................................................24-26
Safety System Evaluation ..............................................................................................24-27
Engine Contactors ..........................................................................................................24-27
Generator Safety Relays ................................................................................................24-27
Emergency Stops............................................................................................................24-27
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Monitoring System ....................................................................................................................24-27

Engine Operating Parameters ........................................................................................24-27
Generator Operating Parameter ....................................................................................24-28
Daily Log Sheet ..............................................................................................................24-28
Ventilation Evaluation ..............................................................................................................24-28
Engine Room Ventilation ................................................................................................24-28
Switchgear Room Ventilation ..........................................................................................24-29
Serviceability Evaluation ..........................................................................................................24-29
Engine Component Removal ..........................................................................................24-29
Engine Maintenance ......................................................................................................24-29
Reserved Work Area ......................................................................................................24-29
Spare Parts Storage........................................................................................................24-29
Equipment Safety Evaluation ..................................................................................................24-29
Engine Room ..................................................................................................................24-29
Control Room..................................................................................................................24-30
Generator Control Evaluation ..................................................................................................24-30
Generator Voltage Control ..............................................................................................24-30
Generator Monitoring ......................................................................................................24-30
Switchgear Evaluation ..............................................................................................................24-31
Switchgear Cabinets ......................................................................................................24-31
Current and Potential Transformers................................................................................24-31
Circuit Breakers ..............................................................................................................24-31
Electrical Cables ............................................................................................................24-31
Generator Protective Relays ..........................................................................................24-31
Control Voltage ..............................................................................................................24-31
Paralleling Operations ....................................................................................................24-31
Operation and Maintenance Evaluation ..................................................................................24-32
Engine Operation and Maintenance ..............................................................................24-32
Engine Support Equipment ............................................................................................24-32
Mechanical Training ........................................................................................................24-32
Maintenance Contracts ..................................................................................................24-32
Crankcase Ventilation System Evaluation ................................................................................24-32
Crankcase Breathers ......................................................................................................24-32
Crankcase Ventilation Piping ..........................................................................................24-32
Startup and Shutdown Procedure ............................................................................................24-33
Analysis of Test Data and Physical Systems ..........................................................................24-35
Engine Performance Data Form ..............................................................................................24-39
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Design Review
Introduction
A well-planned generator set installation will aid reliability, performance, and serviceability. To be
successful, the installation designer must be aware of the application and installation requirements
for Caterpillar 3600 Generator Set products. As a first step, the designer should be aware of all
pertinent Caterpillar reference publications, such as the “3600 EPG Application and Installation
Guide,” as well as other information available from Caterpillar for 3600 Generator Set Engines.
The engine and generator installation should be designed to give efficient and reliable operation. A
poorly designed installation can hinder serviceability, and make routine maintenance and repairs
difficult. The neglect of specific design requirements for mounting, alignment and support systems,
can lead to poor performance and increased cost of operation.
When the installation designer has completed a review of the Caterpillar application and
installation requirements, a discussion should take place with Caterpillar/Caterpillar dealer
personnel to cover concerns he may have about specific areas of the design. This will establish
ground rules for further working relationships in the design phase. After the initial installation
drawings have been completed, followup discussions should take place with the designer to make
sure the drawings meet application and installation guide requirements. As an aid in the review of
the design, use the 3600 Generator Set Design Review Report.
Explanation of Design
Review Report
The 3600 Generator Set Design Review Report provides a checklist for dealer or Caterpillar
Representative use only, and is available from Caterpillar.
It is a checklist to determine if sufficient information has been provided to the installation designer
for completion of initial layouts in compliance with requirements in the “3600 EPG Application and
Installation Guide”.
The form should be completed with general information about the owner, power station, and
builder/installer. Using design criteria of the power station, record specific data concerning physical
features of the site as well as the engine and generator support systems.
There is provision to record Caterpillar reference materials provided to the designer as well as a
checklist for results of the design and serviceability review. Compliance with Caterpillar
requirements is noted by placing an “X” in the box next to the system reviewed, indicating
satisfactory or unsatisfactory compliance. If the design of a system does not comply, space is
provided to record action required to follow-up and correct the problem areas.
After completion of the design review and design review form, and after reaching agreement on
required corrective action, it is recommended that all concerned parties sign the form at the
designated location.
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Caterpillar 3600 Generator Set Design Review Report
General:
Selling Dealer _______________________ District or Subsidiary ______________________
Servicing Dealer __________________________________
Equipment Suppliers and Contractors: ____________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
Customer ______________________________________________________________________
Address _______________________________________________________________________
Application: Prime Power ___________ Continuous ___________ @ ___________ % load
Peak Shaving ___________ Standby ___________
Expected Annual Operating Hours ___________
Consist:
Engine Model _____________________ Engine Arrangement No. _____________________
OT Specification No. _________________________ Serial No. _________________________
Rating _______________________ bhp _____________ bkW _____________ @ ___________
Engine Cooling System: Separate Circuit ____________ Combined Circuit ____________
Governor/Actuator: ___________ Forward Acting __________ Reverse Acting __________
Heinzmann _________ 3161 _________ Other _________ Describe____________________
_______________________________________________________________________________
High Idle: Specified _____________________ “OT” Specification ______________________
Low Idle: Specified _____________________ % Droop Specified ______________________
Fuel Used: Distillate __________ Blended __________ Residual __________
Fuel (API) __________ Corrected Density _________ (kg/L) _________ (lb/gal) _________
Fuel Treatment: Coalescing Filter ______ Centrifuge ______ Viscosity Control _______
Engine Coolant: Antifreeze ________ Corrosion Inhibitor ________
Oil to be used in engine__________________________________________________________
Engine site conditions: Elevation ________
Typical Ambient Temperature range for the year: ________________ to _______________
Types of Cooling: Radiator ____________________ Cooling Tower ____________________
Typical Powerhouse Temperature Range ___________________ to ____________________
Atmospheric conditions: Typical relative humidity level _________________________%
Air Quality — Salty _______ Dusty _______ Clean _______
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Application Summary
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
The following parties have discussed and agreed to the results and required action
during the design review process.
Field Engineer Signature ______________________________________ Date _____________
Builder/Installer Signature ____________________________________ Date _____________
Owner Signature _____________________________________________ Date _____________
24-5
12/2004
Design Review Results

System Design Compliance with 3600 Engine Requirements
Air
Intake
Satisfactory
Unsatisfactory
Not Complete
Cooling
Satisfactory
Unsatisfactory
Not Complete
Starting
Satisfactory
Unsatisfactory
Not Complete
Exhaust
Satisfactory
Unsatisfactory
Not Complete
Fuel
Satisfactory
Unsatisfactory
Not Complete
Lubrication
Satisfactory
Unsatisfactory
Not Complete
24-6
12/2004

Engine
Mounting
Satisfactory
Unsatisfactory
Not Complete
Driven
Equipment
Satisfactory
Unsatisfactory
Not Complete
Safety and
Alarms
Satisfactory
Unsatisfactory
Not Complete
Engine
Monitoring
Satisfactory
Unsatisfactory
Not Complete
Ventilation
Satisfactory
Unsatisfactory
Not Complete
24-7
12/2004

Serviceability
Satisfactory
Unsatisfactory
Not Complete
Equipment
Safety
Satisfactory
Unsatisfactory
Not Complete
Generator
Controls
Satisfactory
Unsatisfactory
Not Complete
Switchgear
Satisfactory
Unsatisfactory
Not Complete
Operation and
Maintenance
Satisfactory
Unsatisfactory
Not Complete
24-8
12/2004

Crankcase
Ventilation
Satisfactory
Unsatisfactory
Not Complete
Noise/Emissions
Satisfactory
Unsatisfactory
Not Complete
Aux. Cooling
Satisfactory
Unsatisfactory
Not Complete
Satisfactory
Unsatisfactory
Not Complete
Satisfactory
Unsatisfactory
Not Complete
24-9
12/2004
Construction Review
Introduction
After the Design Review is satisfactorily completed, the next step is the construction of the
generator set site. During this phase, visit the construction site at least twice to perform a review
of systems installation progress.
The first visit should follow installation of the Caterpillar 3600 generator set unit(s). Additional visits
may be necessary, depending on the difficulty of the installation, and the stage of completion.
Make the final visit before the commissioning process begins.
During these visits the objective should be to determine if the previously agreed upon design is
being followed. These visits not only continue to produce a better understanding of Caterpillar
requirements, but also provide a more reliable installation. Experienced construction builders will
make necessary changes as soon as possible, to avoid more costly delays and eventual customer
downtime.
Explanation of Construction
Review Report
The Caterpillar 3600 Generator Set Construction Review is intended to provide a checklist for
dealer use only, and is available from Caterpillar. The report is a simple checklist used to
determine if the previously agreed upon design is being successfully implemented during the
construction process.
Fill out the report with general information about the owner, installation site and builder/installer,
including the power station physical features. Provisions are made for recording the generator set
systems descriptions, including serial numbers, and manufacturer, where applicable.
When the construction and installation are in compliance with Caterpillar requirements, indicate
this by placing an “X” in the box next to the system reviewed for satisfactory or unsatisfactory
compliance to requirements. If a system does not comply, there is space to record the necessary
corrective action.
After the construction review and the construction review form are completed, and any corrective
action is agreed to, it is recommended that all parties concerned sign the construction review form
at the designated locations on the report.
24-10
12/2004
Caterpillar 3600 Generator Set Design Review Report
General:
Selling Dealer _______________________ District or Subsidiary ______________________
Servicing Dealer __________________________________
Equipment Suppliers and Contractors: ____________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
Customer ______________________________________________________________________
Address _______________________________________________________________________
Application: Prime Power ___________ Continuous ___________ @ ___________ % load
Peak Shaving ___________ Standby ___________
Expected Annual Operating Hours ___________
Consist:
Engine Model _____________________ Engine Arrangement No. _____________________
OT Specification No. _________________________ Serial No. _________________________
Rating _______________________ bhp _____________ bkW _____________ @ ____________
Engine Cooling System: Separate Circuit ____________ Combined Circuit ____________
Governor/Actuator: ___________ Forward Acting __________ Reverse Acting __________
Heinzmann _________ 3161 _________ Other _________ Describe____________________
_______________________________________________________________________________
High Idle: Specified _____________________ “OT” Specification ______________________
Low Idle: Specified _____________________ % Droop Specified ______________________
Fuel Used: Distillate __________ Blended __________ Residual __________
Fuel (API) __________ Corrected Density _________ (kg/L) _________ (lb/gal) _________
Fuel Treatment: Coalescing Filter ______ Centrifuge ______ Viscosity Control _______
Engine Coolant: Antifreeze ________ Corrosion Inhibitor ________
Oil to be used in engine __________________________________________________________
Engine site conditions: Elevation ________
Typical Ambient Temperature range for the year: ________________ to _______________
Types of Cooling: Radiator ____________________ Cooling Tower ____________________
Typical Powerhouse Temperature Range ___________________ to ____________________
Atmospheric conditions: Typical relative humidity level _________________________%
Air Quality — Salty _______ Dusty _______ Clean _______
24-11
12/2004
Application Summary
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
The following parties have discussed and agreed to the results and required action
during the design review process.
Field Engineer Signature ______________________________________ Date _____________
Builder/Installer Signature ____________________________________ Date _____________
Owner Signature _____________________________________________ Date _____________
24-12
12/2004
Construction Audit Results

Air
Intake
Satisfactory
Unsatisfactory
Not Complete
Cooling
Satisfactory
Unsatisfactory
Not Complete
Starting
Satisfactory
Unsatisfactory
Not Complete
Exhaust
Satisfactory
Unsatisfactory
Not Complete
Fuel
Satisfactory
Unsatisfactory
Not Complete
Lubrication
Satisfactory
Unsatisfactory
Not Complete
24-13
12/2004

Engine
Mounting
Satisfactory
Unsatisfactory
Not Complete
Driven
Equipment
Satisfactory
Unsatisfactory
Not Complete
Safety and
Alarms
Satisfactory
Unsatisfactory
Not Complete
Engine
Monitoring
Satisfactory
Unsatisfactory
Not Complete
Ventilation
Satisfactory
Unsatisfactory
Not Complete
24-14
12/2004

Serviceability
Satisfactory
Unsatisfactory
Not Complete
Equipment
Safety
Satisfactory
Unsatisfactory
Not Complete
Generator
Controls
Satisfactory
Unsatisfactory
Not Complete
Switchgear
Satisfactory
Unsatisfactory
Not Complete
Operation and
Maintenance
Satisfactory
Unsatisfactory
Not Complete
24-15
12/2004

Crankcase
Ventilation
Satisfactory
Unsatisfactory
Not Complete
Noise/Emissions
Satisfactory
Unsatisfactory
Not Complete
Aux. Cooling
Satisfactory
Unsatisfactory
Not Complete
Satisfactory
Unsatisfactory
Not Complete
Satisfactory
Unsatisfactory
Not Complete
24-16
12/2004
Introduction
This document gives guidance to personnel commissioning 3600 Generator Sets. The included
information should be used to prepare the final commissioning report and documentation of
performance of each engine as it goes into full service. Any deletion of information can cause
confusion during future maintenance or warranty activity. Each of the items included in each
discussion should be documented in the final report that establishes the initial condition of engine
operation.
Commissioning has many activities associated with its definition. The Field Engineer responsible
for Commissioning must be prepared to give guidance to all areas of the project as well as being
the final evaluator of operating systems and engine performance. This guide is intended to assist
in this activity and to complement the existing 3600 EPG Application and Installation Guide.
It is important to understand the standards established for each system and the specifications
accompanying those standards to give the 3600 Generator Set the highest reliability and customer
satisfaction possible. Any deviation from the standards or specifications can be detrimental to the
life of the product. Normal operation of systems can cause deterioration in their performance over
their expected life. Starting with deviated standards and specifications will only shorten the
expected life.
The items included in the system guides are intended to assist in the documentation of facts to be
included in the final commissioning report. Pictures and other schematics or visual aids as
attachments to the commissioning report are valuable for others understanding the descriptions
given in the report.
It is to be understood that Caterpillar personnel are available to commission 3600 Generator Sets
for a nominal fee described in the “3600 Quoter”. If this is not done, the responsibility of system
evaluations and full commissioning is that of the described party designated by the Project
Manager for any project.
Air Intake System

Evaluation
To evaluate the air intake system for 3600 Engines, the total system must be evaluated from the
source of the air for the engine to the inlet to the turbocharger. This may include engine room air
or the air cleaner may be mounted outside the engine room. Whichever the case, consider the
following items when evaluating the air intake system.
Combustion Air
Air inlet temperature to engine should not exceed 49°C (120°F). Is the quantity of air available for
combustion sufficient? This requires approximately 0.1 m3/ min/bkW (2.5 ft3 of air/min/bhp) for
engines using distillate fuel. Heavy fuel engines may require 30%-40% more for proper
component temperatures. The engine room or enclosure should not experience negative pressure
if combustion air and ventilation air are from the same source. For extremely cold climates, an
alternate warm filtered air source should be available for starting the engine.
Remote Mounted Air

Cleaners
Air cleaner elements must be accessible for periodic maintenance. The air cleaner elements must
be mounted in the housing to assure the engine does not ingest foreign material due to incorrect
positioning. The air cleaner housing air outlet must have a flexible transition attaching the air inlet
ducting. Double band clamping at each end of the flex is required to assure non-filtered air does
not enter the ducting.
The air cleaner housing must have surface protection when subjected to a harsh environment
such as salty atmosphere.
Air inlet restriction is recommended not to exceed 15 in. of water. New, clean systems should be
near 5 in. of water restriction to allow appropriate service intervals for the filter elements.
The air cleaner housing must be mounted in a position that will not allow recirculating exhaust
gases, crankcase fumes, rain or sea spray to mix with the combustion air.
24-17
12/2004
The air cleaners should draw outside air through the elements and use air ducting to the turbo
inlet. In cold climates, the air cleaner can be subjected to filter icing when mounted outside of the
engine room. Consider the year-round conditions at the site, and insure provisions are available
for the engine to receive filtered inlet air during all periods of engine operation.
Air Inlet Ducting

No rivets or mechanical fasteners can be used in the construction of the ducts. The intake air
ducting must be clean and free of any weld slag, debris, rust or corrosion prior to operating the
engine. This must be inspected prior to initial start-up.
The interior surface of the intake ducting must be protected from future rust and corrosion due to
intake air quality.
The intake air piping must have long gentle radius bends (2 x Dia = Radius) and generous straight
lengths if a single straight length from the air cleaner housing is not possible. The diameter of the
intake ducting must be the same or larger than the air cleaner housing outlet and the air inlet
adapter for the turbocharger. Any abrupt changes must be avoided, see “Air Intake System” of
3600 EPG A&I Guide for more information on air inlet ducting.
The air inlet restriction created by the ducting must be minimal to allow normal service intervals for
the air cleaner elements.
Air inlet ducting must not be rigidly mounted to either the air cleaner housing or to the
turbocharger inlet. Flexible non-metallic connections must be used between the ducting of both the
air cleaner housing and the turbocharger. The turbocharger must not support the weight of the
ducting. Also, there must be double band clamping to insure non-filtered air does not enter the
engine.
Observe the proximity of the exhaust piping and the air intake ducting. Insure there is no heat
transfer between the two sets of piping. If evident, insist either or both are insulated to protect both
air inlet temperature and the nonmetallic connections.
Air inlet ducting must be inspected for leaks during engine operation.
Filtered Engine Room Air

An air intake silencer can be used at the turbocharger inlet if combustion air supplied to the engine
room is properly filtered.
If an intake silencer is remote mounted, the same requirements apply for ducting to the
turbocharger inlet as in the case of a remote mounted air cleaner housing.
Air Cleaner Provided by

Others
Air cleaners not provided by Caterpillar for the engine must meet air flow and contamination
containment requirements to protect the engine from shortened component life. This requires prior
factory approval.
Cooling System
Evaluation
A cooling system evaluation for 3600 Engines must include engine operating parameters, external
system piping, water quality and external cooling components. A properly controlled cooling
system is essential for satisfactory engine life and performance. Defective cooling systems and
careless maintenance are a direct cause of many engine failures. Consider the following when
evaluating the engine cooling system.
Engine Cooling Circuits

Water flow from the left side pump (viewed from the rear) is split between the aftercooler and oil
cooler. Flow balance orifices are used on the outlet of both components. Insure these orifices are
in place.
The right-hand pump (viewed from the rear) supplies water to the jacket water system. Insure the
orifice(s) are in place. The two pump design can be used as either a combined or separate circuit
24-18
12/2004
cooling system. The temperature of the water is always inlet controlled. During performance
testing of the engine, insure the appropriate inlet water temperature is being supplied to both
circuits and the temperature rise of the water is within specified limits.
System Coolers
3600 Generator Sets have the coolant water cooled by various means. The most common are
radiators. Others include heat exchangers and cooling towers.
It is the user/installer’s responsibility to provide proper venting and isolation of the cooler in case
of required maintenance or repair.
If an open cooling tower system is used, insure that the water from the cooling tower does not
enter the engine. Debris collected by the water from the atmosphere can be detrimental to water
pumps and be deposited in the engine. Consider the cooling tower water as raw water and make
the engine circuits closed-loop using a heat exchanger. It is the user/installer’s responsibility to
ensure sufficient make up water to the cooling tower. Note: Raw water should be good quality and
treated with chemicals to prevent heat exchanger fouling.
When not practical to route vent lines long distances to a common venting point, a APCO air
release valve, Model 200AB.3, or equivalent is recommended. It has a cast iron body and
stainless steel trim. The cover includes a 1/2 in. NPT plug that should be removed for installation
of a nipple and ball valve allowing rapid venting during initial fill of the system. The air release
valve’s internal diaphragm collects entrained air and automatically releases it to atmosphere
during operation.
Cooling System External

Pressure Drop
Regardless of the type of cooler used, the external system resistance in the piping and through
the cooler must be adjusted to a specification based on the rated speed of the engine and full flow
to the external system. Circuits with thermostats must be replaced with blocked open stats (for
adjustment only) to allow full flow.
The inlet and outlet pressure of the coolant must be measured as close to the engine as possible
to obtain a correct external system resistance. Customer piping must have monitoring ports added
for this measurement.
Insure the flow control orifice is positioned in the outlet line(s) from the engine to the cooler. A
lockable plug valve is preferred but a plate-type orifice or other adjustable valves are permitted.
The important thing is to maintain the external system resistance at the specified value. See pages
16 and 17 of the “Cooling System” Section of the 3600 A&I Guide.
Expansion Tanks
The water level in the expansion tank should be at the highest point in the cooling system to allow
proper venting during initial filling of the system. This will also provide a single fill point for the
cooling system.
If the expansion tank is not the highest point in the system, it is the user/installer’s responsibility to
provide an auxiliary expansion tank at the highest point in the system. The auxiliary tank must be
interconnected with the expansion tank to provide complete venting of the system.
Any other cooling system component should have vent lines run to the auxiliary tank or must be
vented independently. Initial filling of the system must be done at a rate so that complete venting
of the cooling system can occur. Always be ready to add supplemental volume of water to system
at initial start-up in case air has been trapped in the system. The Caterpillar expansion tank is
provided with a 7 psi pressure cap. During testing and adjusting the external system resistance,
the pressure cap must be removed. Re-install the pressure cap prior to the engine performance
testing under load.
When altitude becomes a consideration for the boiling point of water, insure that the standard
pressure cap is adequate to prevent coolant boiling below the alarm and/or shutdown protection
settings. For example; a jacket water temperature shutdown would require a 7.5 psi cap at sea
level to maintain 219°F setting. At 10,000 ft, the pressure cap would only provide the equivalent of
4 psi and the boiling point of water is reduced to approximately 200°F. The shutdown setting would
not protect the engine. A 14 psi cap would be required.
24-19
12/2004
If an expansion tank pressure cap is not used, adjust water temperature alarm and shutdown
contactors according to atmospheric conditions to insure adequate engine protection.
If a non-Caterpillar expansion tank or a shunt style cooling system is provided for the engine, a
complete test must be done complying with requirements listed in EDS 50.5, “Cooling System
Field Test”, Form No. LEKQ7235.
Cooling System Protection

Protecting the engine from cooling system problems is imperative. Insure the generator set is
equipped with the following, and the protection system functions according to specification. • High
jacket water temperature alarm and shutdown
• High oil temperature alarm and shutdown
• Jacket water pressure alarm and shutdown
• High air inlet manifold temperature alarm
• Low water level alarm
It is the user/installer’s responsibility to provide additional pressure and temperature gauges and
alarms in the external system for the operators to monitor daily. Detection of a developing cooling
system problem can prevent an unscheduled shutdown of the engine or an operation alarm
condition.
Central Cooling Systems

Cooling multiple engines from a common system is not recommended. A devoted cooler for each
engine is preferred. If a central cooling system is required for the installation, insure that the
system performance is evaluated with the maximum heat rejection possible from all engines being
cooled from the system. Since every system, application, and installation will be unique, they must
be approved by Caterpillar.
External System Piping

The external system piping must be clean and free of weld slag and other debris that can be
detrimental to engine components.
Inspect cooling system piping prior to the initial filling of the system. If debris is found, insure the
piping is cleaned before filling the system.
Install temporary strainers at the engine in the coolant inlet line(s) prior to initial engine operation.
Operate the engine at no-load and rated speed for at least 15 minutes. Remove the strainers and
check for debris. If debris is found, reinstall the strainers and repeat the operation. Continue this
procedure until no debris is found in the screen. Do not adjust external system resistance with the
strainer installed. The temporary strainers are available from Caterpillar for 4 in. (4C9045), 5 in.
(4C9046) and 6 in. (4P9047) pipe.
If a permanent strainer in the coolant inlet lines is provided by the user/installer, insure pressure
drop across the strainer can be monitored. Excessive pressure drop can cause improper coolant
flow to the engine. The same procedure should be followed for permanent strainers as described
for temporary strainers during initial engine operation. At maximum flow condition, any strainer
should have maximum capacity to create no more than 10-14 kPa (1.5-2.0 psi) pressure drop
when clean.
External piping must be isolated from the generator set. The recommended flexible couplings are;
4P5906 for 4 in. pipe, 4P5905 for 5 in. pipe and 4P5907 for 6 in. pipe. The couplings should be
installed between the point of piping support on the generator set and the closest external piping
support to the set.
24-20
12/2004
Corrosion Protection
Insure Caterpillar guidelines established for water quality are followed precisely. These guidelines
are published by Caterpillar and available in the standard publication system. “Engine Installation
and Service Handbook”, Form No. LEBV0915, and “Coolant and Your Engine”, Form No.
SEBD0970, are two forms for information.
Insure the proper quality of fresh water is installed in the system. Also insure that the water is
properly treated with corrosion inhibitor.
If ambient conditions require anti-freeze to be used, insure only low silicate antifreeze is installed.
Insure that the Cooling System Test Kit (8T5296) is used to evaluate the concentration of
corrosion inhibitor in the system. Excessive concentrations are as detrimental to the engine as
insufficient concentrations.
Heat Recovery
Recovering heat from the engine coolant can improve the efficiency of the operation but can also
be detrimental to the engine if not designed and installed properly.
Insure any external temperature regulators for the system do not in any way inhibit the operation
and temperature control of the engine temperature regulators.
Insure external heat recovery components do not contribute excessive resistance to coolant flow.
Inlet temperature control at the engine is many times misunderstood during the design of the
system. Insure that the water temperature returning to the engine has been cooled sufficiently to
achieve the required coolant mix temperature at the engine pump inlet(s). Very simply, for the
jacket water system, 1/3 of the flow at 95°C degrees cannot be mixed with 2/3 of the flow at 90°C
degrees and achieve 90°C degrees coolant temperature into the engine jacket water system.
Cooling System
Performance
The complexity of the external cooling system, which may include heat recovery and/or some
other cooler, is best understood by reviewing the installed system and producing a schematic of
that system. The schematic should indicate all the system flow paths, test and monitoring points,
and external system components.
The system schematic should be included as an attachment to the Commissioning Report.
Assign 900 series description numbers to each of the test and monitoring points and record on the
Commissioning Report test sheet.
Starting System
Evaluation
Air starting, either manual or automatic, is the typical starting system for 3600 Generator Sets, but
indeed not the only system. The components of this system or any other system can have a
significant affect on the life of the starters. Consider the following when evaluating a starting
system.
Air Compressor
The air compressor must be sized to match the air receiver tank(s) make-up rate due to starting.
Also consider generator set site for altitude and air density.
An air dryer on the compressor outlet is suggested to prevent water vapor in the air from freezing
if expanded below 0°C (32°F).
Air Receiver Tanks

Insure the air receiver tanks are sized to provide the required consecutive engine starts without
depletion of air pressure below the minimum starting pressure. Receiver tanks should have
manual or automatic drains to allow oil and water deposits to be drained daily to prevent damage
to the starters. Operators must be informed of this requirement.
24-21
12/2004
Receiver tanks must meet specific characteristics, such as the specifications of the American
Society of Mechanical Engineers (ASME). Insure each receiver tank has been tested at 1- 1/2
times the normal working pressure unless local codes require some greater value. Set the tank
relief valve pressure at a level below the test pressure.
Receiver tanks must be equipped with a maximum pressure relief valve and a pressure gauge.
These should be monitored periodically to assure proper operation.
Air Supply Piping

Piping should be sized to provide a minimal pressure drop of supply air from the receiver tank to
the engine starters. Piping should not be smaller than the connection at the engine.
Piping should be routed so that water vapor and oil deposits collect at a trap in the lowest point in
the piping. The trap should be drained daily. Operators must be informed of this requirement.
Prior to initial start-up of the engine, disconnect the air piping from the engine and allow controlled
air to blow out of the pipe any water vapor, oil deposits or debris to prevent ingestion into starters.
Engine Starters and

Accessories
The starter lubricator should be adjusted during the initial starting of the engine, to limit slobber of
starter lubricant at the starter air outlet.
Care should be taken when starting the engine that the starter silencer discharge does not
endanger personnel safety. If the discharge is directed toward any potential occupied area,
provide shielding between the starter and the area in question.
Alternate Forms of Starting

There may be situations when electric starting or turbine air starters are provided on the engine.
Each should be treated in a similar manner as the standard air starting system. Electric starters
must have enough battery potential to complete the consecutive starts required without
overheating the cables or starters.
Turbine air starters also require multiple start demonstration. Insure air capacity is available for this
activity.
Exhaust System
Evaluation
The exhaust system for 3600 Engines must be evaluated from the exit of exhaust gases from the
turbocharger to the atmospheric conditions existing at the muffler outlet. Fuel consumption and
component life of the engine are affected by an exhaust system not designed or installed correctly.
Consider the following items when evaluating the exhaust system.
Exhaust System Warnings

The engine installer must protect engine room equipment and personnel from the heat of exhaust
system piping.
The engine installer must provide appropriate drains and/or rain caps to protect the engine from
rainwater entering the engine through the exhaust piping. The last few feet of the exhaust outlet
should be installed to prohibit rainwater entry without inducing excessive exhaust backpressure.
Common exhaust systems between engines is to be strictly avoided.
The turbocharger must be protected from debris entering the exhaust outlet during construction of
the exhaust piping. A properly tagged blanking plate is recommended. The tagged plate must be
removed prior to initial engine operation. The debris collected on the plate must not go into the
turbocharger.
24-22
12/2004
Exhaust System Piping

The exhaust system piping must be made of a material to withstand the effects of exhaust gas
temperature, pressure, velocity, and thermal expansion. Insure that any insulation added to
exhaust piping does not deteriorate the piping since the pipe temperature will be higher than if not
insulated.
The backpressure of the total piping system must be minimal to allow for muffler restriction, outlet
piping from the muffler and piping degradation during the life of the engine. Fuel consumption and
component life will be affected if the backpressure is beyond the recommended value of 10 in. of
water.
The exhaust back pressure on each bank of the twin turbocharged 3612 and 3616 (vee) Engines
must be balanced; even when the dual pipes exiting the turbos are transitioned into one larger
pipe going to the muffler. Do not allow gas flow to turn at a right angle during a transition. Do not
allow the exhaust system piping for a vee engine to be routed vertically from each turbocharger
and then be blended horizontally. This will cause excessive backpressure on one bank. Blend the
exhaust gases into a common pipe before the direction change is made or during a long radius
bend in the directional change.
Exhaust piping should not be supported from the engine package. There must be expansion joints
and vertical supports in the appropriate positions to assure free movement of the exhaust piping
during thermal expansion.
The exhaust piping should be rigidly supported, (with off-engine supports) near the engine to
minimize compression and offset of the engine exhaust bellows. Exhaust pipe expansion must be
in the direction away from the engine. Rollers are strongly recommended when vertical supports
are required between expansion joints and rigid supports.
The exhaust piping routing must not interfere with the service of the engine. Particular attention
must be paid to the use of an overhead bridge crane. A point for measuring exhaust system
backpressure should be in a straight length of the exhaust pipe at least 3 to 5 pipe diameters
away from the last size transition change from the turbocharger outlet. System backpressure
measurement is part of the engine performance testing.
Distillate Fuel System

Evaluation
Clean fuel meeting Caterpillar’s fuel recommendations provides outstanding engine service life
and performance; anything less is a compromise and the risk is the user’s responsibility. To assure
the engine is receiving good, clean fuel, the entire system must be evaluated from the fuel storage
tank to the engine. In addition to the fuel being consumed, the system is considered to include the
controls for fuel to the engine. The governor control system should be described along with
pertinent information concerning the governor interaction with the engine operation. Consider the
following when evaluating the fuel system.
Fuel Tanks
The fuel level in the tanks should be maintained as full as possible at all times. The rise and fall of
fuel level can pull moist air into the tank through the vent, leading to water condensation with
temperature changes.
Fuel tanks vented to atmosphere must have some form of flame arrester in the vent opening to
prevent possible flames from entering or exiting the tank. The outlet opening in the tank vents
should have a fine mesh screen to act as a flame arrester as a minimum precaution. There are
other forms of flame arresters that can be used; in any case, the vent opening should never be left
totally open to the atmosphere.
The fuel supply piping should draw fuel from at least 50 mm (2 in.) above the bottom of the tank.
The fuel return to the daytank should enter at the top and opposite the supply end of the tank.
The tank drain must be able to drain the complete contents of the tank as well as being used as a
sediment drain.
24-23
12/2004
Fuel Lines
Galvanized fittings or piping must not be used in any portion of the lines. Fuel line size and length
must conform to the fuel transfer pump inlet restriction limit and the maximum fuel return
restriction. The inlet restriction must not exceed 39 kPa (5.7 psi) and the fuel return line restriction
must not exceed 350 kPa (51 psi). These values should be measured and recorded. Note that
these requirements are independent of each other and should not be combined in any evaluation.
Fuel lines must be treated (pickled) and coated inside with lube oil prior to final assembly.
Fuel lines must never be smaller than the engine connections of 1-1/4 in. pipe or supply and 1 in.
pipe on return.
Fuel Filters
Initial fuel filter differential should be monitored to eliminate premature plugging of engine filters.
The user and/or installer is responsible for providing primary filtering of fuel supplied to the engine.
Water separation is of prime concern. Water separators or coalescing filters should be installed. If
fuel does not meet the required recommendations, a fuel centrifuge/purifier should be used.
An initial stock of engine fuel filters should be on-site prior to initial starting of the engine.
Fuel Coolers
A fuel cooler may be required when the return fuel is not returned to the main tank and the
daytank is not large enough to handle the heat transfer from the injection pumps. The fuel cooler
should be sized to cool fuel returning to the daytank below 40°C, (100°F), with distillate fuel. Note:
See the “Fuel System” section of the “3600 EPG A&I Guide” for additional information on fuel
temperature requirements. An air to fuel cooler is preferred. A water to fuel cooler is allowable but
there must be an awareness a cooler failure can result in water entering the fuel supply, leading to
subsequent, possible, fuel injector failures.
Governors and/or Actuators

The type of governor being used, and its operating characteristics, must be described on the
commissioning report.
If a hydra-mechanical governor is used, insure that compensation is adjusted to provide engine

stability for synchronizing and load changes.
If an electronic governor and hydramechanical ballhead backup actuator is being used, insure
proper engine operation with both governing systems.Refer to the “Starting System Evaluation” for
the appropriate starting and stopping procedure for the engine.
The high idle of the engine, (for each governor system used) must agree with the droop setting if
the engine is to operate in droop mode.
Caution: With an electronic governor and a backup ballhead actuator, the ballhead
governor speed must be set above the electronic governor speed by a minimum of 15 rpm,
(plus any droop). Excessive speed on the ballhead can cause engine overload if a
paralleled unit goes off-line during parallel and ballhead operation.
Insure stability for synchronizing and load changes when using total electric governor systems.
Lubrication System
Evaluation
The lubrication system supplies a constant flow of oil to the engine components. The oil is filtered,
cooled and pressure regulated throughout the engine operating range. Bearing failure, piston ring
sticking and excessive oil consumption are classic symptoms of oil related engine failures.
Maintaining the lubrication system, scheduled oil sampling and quality oil can mean the difference
between repeated oil related failures and satisfactory engine life. Consider the following when
evaluating the 3600 Engine lubrication system.
24-24
12/2004
Engine Oil
The oil to be used in the engine must be evaluated for 3600 oil requirements prior to filling the oil
sump. Record oil brand and type. Note: Refer to the “Lubrication” section of the 3600 EPG A&I
Guide for additional information.
A system must be in-place to properly handle waste oil from the engine oil changes.
Oil samples should be scheduled for every 250 engine hours with appropriate transportation to
provide adequate turnaround time for results. Submit a sample of new oil for testing prior to the
first interval sample. If transportation is a serious problem, insure that the minimum oil change
period is communicated. Only after several sampling periods during this mode of operation can
the engine be allowed to go beyond the minimum change period. Insure the appropriate oil
information is provided to the operating personnel and other appropriate personnel to enforce this.
Instruct the personnel on trending the results of the oil analysis. Refer to the appropriate Operation
and Maintenance Manual for 3606 and 3608, Form No. SEBU6121, or 3612 and 3616, Form No.
SEBU6122, for further description.
Engine Sump
The oil sump must be filled through the oil filler tube. Do not remove an engine crankcase cover to
fill the sump.
The user must connect oil sump drain valves to external piping for draining oil during an oil
change. Additionally, a flexible connector should be provided between the external piping and the
drain valve.
A dedicated pump should be used if oil is to be pumped into and out of the oil sump. This helps
eliminate the chance of foreign material or debris entering the oil sump.
Insure cold engine oil level is correct and check the oil level several times during initial engine
operation. Allow engine oil temperature to reach normal operating temperature 82°-85°C (180°-
185°F). The dipstick must be marked for proper operating level at rated speed and load.
Engine Prelube
If equipped, assure the air prelube motor is properly lubricated prior to operation.
Check the air receiver tanks sizing for the required starting requirements. Consider air prelubing
requirements if so equipped. Is the time for prelubing within the required time for starting the
engine?
Electric prelube systems must have motor starters sized for current draw to maintain pump
operation until prelubing is complete.
Continuous prelube systems must have the Caterpillar spill-tube system to prevent oil collecting in
cylinders resulting in hydraulic lock and damage to cylinder components upon start-up.
Oil Pressure and

Temperature
Safety shutdowns and alarms should be provided for these engine operating parameters.
Mounting and Alignment

Evaluation
The 3600 Generator Set Packages using the Caterpillar rigid base are self supporting structures.
The package will maintain alignment if the floor is true (flat). The Caterpillar spring vibration
isolators can be adjusted to minimize forces transmitted to the floor. Consider the following when
evaluating the proper mounting of the package and checking alignment of the engine and
generator on site.
Vibration Isolators
It is the user/installer’s responsibility to provide the adequate number of anchor bolts between the
floor and the bottom of the isolator if the generator set is to be paralleled with one or more other
generator sets.
24-25
12/2004
The snubber bolts on the isolators should be tightened hand-tight and locked in that position prior
to starting the engine, (see the “Vibration” section of the 3600 EPG A&I Guide for further
instruction of isolator adjustment).
The leveling nuts should be adjusted if the isolators are not level.
Assure the dampening blocks between the snubber push plate and the inner spring cage plate are
installed properly.
Adjust snubber bolt tightness during normal generator set operation to assure proper vibration
dampening to match the installation site requirements.
Note: Tightening snubber bolts greater than finger tight reduces isolator efficiency. It is normal for
engine motion to increase during startup and shutdown. Should this motion be intolerable, tighten
snubber bolts slightly remembering for maximum durability of the isolators some clearance is
required. Note: System piping or any support stands should not be located in front of base
mounted vibration isolators; this will prevent access to isolators for serviceability.
Engine Base
If generator and/or engine have been removed during shipment, assure engine, coupling and
generator mounting bolts are properly torqued prior to any alignment checks. Assure flexible
connectors are used between the generator set and external system components rigidly mounted
off the package.
Engine to Generator
Alignment
Assure that the engine and generator are properly aligned by taking bore and face dial indicator
readings. The engine must be prelubed before the appropriate alignment procedure can begin for
either single or two bearing generators.
Make necessary adjustments to the alignment prior to engine starting.
Record final alignment measurements and include as an attachment to the Commissioning Report.
Check crankshaft endplay and crankshaft deflection and record on Commissioning Report.
A vibration signature must be taken on each generator set. Record readings and include as
attachment to the Commissioning Report.
Driven Equipment
Evaluation
Driven equipment for the 3600 Engines have been selected based on the particular load profile of
the site necessary to be compatible with the total system. Driven equipment can be in many
configurations, but each must be evaluated according to the external distribution system
requirements. When more than one generator is involved in the driven equipment, each must be
described in the commissioning report. Consider the following items while evaluating the driven
equipment.
Generator
Record the serial number of the generator and other appropriate data relating to voltage and
generator capacity.
Insure generator space heaters have been operational several days prior to the anticipated start
up date. To be effective in many situations, covering the air inlet and outlet screens on the
generator may be necessary.
Insure generator space heaters are controlled to be off during gen set operation and on during
shutdown periods. There are contacts available in the engine electrical system to control this or an
alternate can be considered.
24-26
12/2004
Insure that the generator windings have been meggered prior to initial excitation. In addition, the
cables between the generator and first circuit breaker should be meggered.
Insure generator mounting, alignment and connections are correct per the contents of the “3600
EPG A&I Guide”.
Safety System Evaluation

The safety system on the engine gives early alert to operators of a pending problem or shutdowns
the engine to protect the engine and/or generator from imminent danger or limit contingent
damage due to failure. Proper maintenance of the system is imperative for constant protection.
Consider the following when evaluating the generator set safety system.
Engine Contactors
Insure minimum shutdown and alarms are supplied for the engine. For the requirements of
generator set engines see the “Equipment Selection” Section of the EPG A&I Guide.
The contactors at the engine must demonstrate trip settings according to specifications for alarm
and shutdown requirements.
The alarm or shutdown fault signal must be wired to remote annunciation points to alert operators.
Assure contactor capillary tubes have not been damaged. An emergency stop button must be
available at the engine.
Generator Safety Relays

Assure RTDs for generator winding and bearing(s) temperatures are connected to instrumentation
to monitor and alarm temperature faults found in the bearings(s) or the windings of the generator.
Confirm a relay coordination study has been completed for proper setting of protective relays in
the switchgear.
External Engine
Support Systems
The user must provide alarms and/or shutdowns on external system components that can
adversely affect engine operation in a fault condition. These components may include fuel
daytanks, primary fuel filters and/or centrifuges, radiator fans, etc. \The user must provide both
audible and visual annunciation of faults in both the engine room and the control room. This
should include horns, rotating beacons or any other form of audible or visual alert.
Emergency Stops
The user must provide remote, emergency stop buttons allowing an operator to safely shutdown
the system without endangering personnel. The stop buttons must be guarded from accidental
personnel contact but still be operational by trained personnel in case of an emergency in the
engine room and the control room.
Monitoring System
Monitoring the generator set requires periodic readings of gauges and readouts during a 24 hour
period to assure all systems are not changing more than normal. Consider the following when
evaluating a system for monitoring generator set operation.
Engine Operating
Parameters
Gauges and instrumentation, whether on the engine gauge panel or mounted by user/installer on
the external systems, should give accurate readings of operational parameters for the oil, water,
fuel, air and exhaust systems for the engine.
24-27
12/2004
Periodic maintenance of oil, fuel and air filters is based on differential pressure as well as hours.
Assure gauges are provided to monitor filter condition. An hour meter is required to properly
monitor operating time.
Generator Operating
Parameter
The user is responsible to assure that generator output can be properly monitored to allow
correlation with other data and to monitor electrical production. The user is responsible for
monitoring generator winding and bearing conditions.
External Engine Support

Systems
The user is responsible for providing gauges and/or instrumentation to monitor operation of the
external engine support systems. These should include but are not exclusive to the following:
• Fuel daytank site glass
• Oil storage tank site glass
• Water temperature to and from external cooler. This may include radiators, heat
exchangers, or cooling towers
• When strainers are permanently installed before the pump inlets, monitor pump inlet
pressure for condition of strainers.
Daily Log Sheet

The user is responsible to provide a log sheet to record all gauge and instrumentation readings
periodically by operators and/or automatic monitoring system.
The user is responsible for maintaining trained personnel capable of recognizing operational
changes in a monitored parameter and be aware of the affect the change may have on engine
operation.
Ventilation Evaluation
The radiated heat from generator sets and switchgear can cause site temperature rise to
adversely affect operating and maintenance personnel as well as generator set and switchgear
performance. Ideally, clean, cool air should be supplied to switchgear rooms and engine rooms
and flow across and around the equipment to carry the radiated heat to the outside. Consider the
following when evaluating the ventilation system.
Engine Room Ventilation

Ventilating air should flow near the floor of the engine room and then upward around the engine
before exiting above the engine.
Building ventilation should be designed to bring the coolest air to the generators.
If the building has a pitched roof, ventilating air should flow out at the peak or near the top of the
gable ends. The source of the air must be low in the room and rise across the gen set and other
equipment.
For personnel comfort, maintain air velocity at 1.5 m/sec (5 ft/sec) in areas of heat sources or
areas exceeding 38°C (100°F).
Potential dead air spaces should be checked for temperature rise during engine operation. Check
all electrical and mechanical equipment in the dead air space for any detrimental affect from the
temperature rise. Require corrections if necessary.
Engine room pressure should not become negative, this would indicate a shortage of ventilating
air or excessive ventilating fans if equipped.
24-28
12/2004
Switchgear Room
Ventilation
Cool, dry ventilating air should flow across the switchgear cabinets to remove the radiated heat
created during generator set operation.
Switchgear room pressure should not be negative. This would indicate a shortage of ventilating air.
Serviceability Evaluation
Well designed engine rooms include features contributing to the serviceability of the engine(s) and
support equipment. These features can include overhead lifting, push carts, component storage
and cleaning, building equipment arrangement along with the required tools. Consider the
following for the evaluation of serviceability.
Engine Component
Removal
Overhead and side clearance must be provided around the engine for major component removal
and use of necessary tools. Unfortunately, at the time the commissioning, it may be too late to
change the configuration in some cases.
Overhead lifting equipment must be provided. Most all engine components are heavier than one
man can safely lift. Review the overhead features for multidirection motion. Most engine
component removal involves at least two direction motion for removal.
Multiple engine installations should be arranged to use the same overhead lifting equipment
without major disassembly of piping or ducting.
Equipment should be available for engine component movement to and from the engine room.
Engine Maintenance
The generator set installer is responsible for providing an engine service platform to perform all
periodic maintenance functions. This should consider all daily inspections and activities including
an engine overhaul.
Overhead and/or side clearance and a platform must be provided for servicing all periodic
maintenance components. For example, changing air, fuel or oil filters, setting valve lash, etc.
Reserved Work Area

A work area should be provided in the engine room for disassembly and cleaning of engine
components and other engine support equipment. The area must have overhead lifting capacity
sized for the largest component expected to be placed in this area.
Spare Parts Storage

An area should be reserved for storage of spare parts and tools for all equipment in the engine
room. The parts and tools should be inventoried to insure ready access during a repair. Insure the
area can be locked to prevent any missing parts or tools that would impair scheduled maintenance
or repair.
Equipment Safety
Evaluation
The Commissioning Engineer must be able to recognize a safe operating environment. The entire
system operation must be reviewed to provide operator safety during any normal or abnormal
situation. Consider the following when evaluating the safety of the operating systems.
Engine Room
Hot engine water pipes should be shielded or guarded to prevent operator contact.
All generator drive components and damper guards must be in place prior to operating the engine.
24-29
12/2004
All floor openings in the engine room must be covered with plating or grating.
Chains and hooks on overhead lifting equipment must not endanger operating personnel.
Floors must be cleaned of any debris or liquid spills.
Heat shields on the engine must be in place prior to operating the engine.
Remote emergency system stops must be guarded but must operate during a safety simulation.
Test fire suppression systems prior to allowing normal operation. If this has already been
completed, verify a certificate of system operation exists.
Independently test all emergency stops for the engine while operating at no load.
Check engine room noise levels in normal operating areas and compare to general rules or local
specifications. Include this data in the commissioning report.
Control Room
Insure that the control system meets local fire protection codes. Insure that the control room
emergency stops are guarded to prevent accidental contact.
Insure that all high voltage equipment and cabinets are inaccessible via locks and/or cages with
locks. Insure Kirk-Key interlocks are available for the appropriate switchgear cabinets. Check
control room noise levels and compare to general rules or local specifications. Include this data in
the commissioning report.
Generator Control
Evaluation
Control of generator output is imperative to maintain the residential and/or commercial customers
during prime power operations. The generator sets in severe climates are extremely important to
provide life support power. Standby generator sets can also be applied in both of the above
situations. It is not typically the responsibility of the Commissioning Engineer to make these
systems operate according to required specifications but to insure the systems are compatible with
the design requirements. Consider each of the following items during the evaluation and consider
the specific application requirements during the evaluation.
Generator Voltage Control

The voltage regulator must have the voltage droop adjusted to be compatible with the system
and/or with other generator sets being paralleled to provide electrical power onto a distribution
buss.
For paralleled generator sets, crosscurrent compensation is necessary. Insure automatic voltage
control systems have manual control that can be operated if problems develop with the automatic
control.
Even though not required, monitoring exciter DC voltage is a common gauge to detect any diode
or surge suppressor problem in the exciter. Insure gauge is operating properly if provided.
Several different voltage regulators are supplied for specific applications. Voltsper- Hertz, constant
voltage, and the combination of both functions are available. Insure that the regulator output to the
generator provides the correct system voltage and voltage response to load changes.
If a constant voltage regulator is used, insure that the excitation circuit can be turned off before the
engine is started and ramped up to speed or is stopped and ramped down in speed. Operating at
other than synchronous speed can be very detrimental to the voltage regulator.
Generator Monitoring
Generators are supplied with either 10 Ohm or 100 Ohm RTDs mounted in the windings and the
bearing housing(s). Insure the temperatures can be monitored daily. Several types of alarms
and/or shutdowns are optional. If included, insure they function properly. Insure generator voltage,
amperage, power factor and kW load are gauges in the control panel and are monitored on a daily
basis. Initial readings should be compared to engine operating parameters to insure proper wiring.
24-30
12/2004
Switchgear Evaluation
Switchgear is a necessary part of distributing electrical power produced as well as providing input
to monitoring and control systems. This equipment’s interaction and possible detrimental effect on
engine and generator operation makes it necessary to insure that the system functions according
to specifications. Consider the following when evaluating switchgear systems.
Switchgear Cabinets
Insure that switchgear cabinets are properly vented and ventilation air is available. Switches and
controls not involved in daily operations should be mounted inside the cabinets. Insure that any
High Voltage cabinet has Kirk-Key interlocks, (or equivalent) to lock the cabinet and prevent
accidental personnel contact.
Current and Potential

Transformers
Inspect the mounting and wiring of all current and potential transformers to insure they are
installed properly before energizing the voltage control circuit. This is imperative for proper
monitoring of engine operation.
Circuit Breakers
Insure the circuit breaker has been manually tested before installing in the test position. Insure the
circuit breaker is in the test position during any testing of the generator controls and/or engine
safety system.
Initial energizing of the electrical system with the circuit breaker should be coordinated with all on-
site personnel. Note: Important appropriate arrangements must not be overlooked by all site
disciplines.
Electrical Cables
Electrical cables between the generator and the switchgear cabinets must be high-pot tested prior
to terminating. Review data from tests and include in the commissioning report. Insure
terminations have shielding removed from ends prior to connecting.
Generator Protective Relays

Insure the generator protective relay setting for both the instantaneous and time delay agree with
the results of the Relay Coordination Study of the system.
Control Voltage
A mixture of control voltages may require multiple banks of batteries. Insure the appropriate
charging method for the batteries is maintained. Insure the batteries are placed between the
charger and the controls to prevent the controls from receiving voltage spikes or stray currents
from the battery charger.
Paralleling Operations
Manual paralleling operation should be protected against out-of-phase engagement of the circuit
breaker. A synch check relay or SPM Synchronizer are typical components to provide this
protection.
Auto paralleling is typically controlled by an SPM Synchronizer; both engine speed and generator
voltage, or just engine speed, can be controlled. If voltage control is not included, the system
voltage must not vary more than the voltage regulator compensation capability with a closed circuit
breaker.
Parallel generators must have the same pitch to prevent harmonics creating current flow on the
neutral side of system. A neutral ground resistor should be used if neutral currents exist.
24-31
12/2004
Operation and Maintenance Evaluation

Operation and maintenance training for operators designated to be involved in the operation
and/or maintenance of 3600 Generator Sets, and the associated support equipment, is an
important factor in achieving dependable generator set operation. The commissioning engineer
should be prepared to give this training on the generator set. Consider the following when
evaluating how well operation and maintenance will be completed.
Engine Operation and Maintenance

Insure each operator is introduced to the maintenance guide for the engine and each of the topics
explained. This may require the presentation to be given several times to match the shift work of
the operators. Coordinate the effort with the appropriate operating supervisor. Insure instruction is
given for starting and stopping the engine. Include a demonstration at the engine and allow each
operator to observe and follow the directions given. Follow the procedure outlined in the “Starting
System Evaluation” section.
The servicing dealer is responsible for providing appropriate forms and record keeping
information.
Engine Support Equipment

Review the list of equipment suppliers that will be on-site during commissioning. If the
representative is going to be on-site, insure they are prepared to train operators.
Mechanical Training
Operators, and maintenance personnel, should be trained to make minor repairs if needed; or
provide assistance to the dealer mechanic while making a repair.
Maintenance Contracts
Review any maintenance contract to insure all maintenance and repair responsibilities are defined
for each activity. Also, understand and record the duration of the contract. Insure responsible
personnel are properly trained to perform their respective functions. If a training deficiency is
found, take corrective action.
Crankcase Ventilation - System Evaluation

Normal combustion pressures of an internal combustion engine cause a certain amount of blowby
past the piston rings into the crankcase. These crankcase fumes must be piped away from the
engine to atmosphere. Consider the following when evaluating crankcase ventilation systems.
Crankcase Breathers
Crankcase breathers can be arranged in several positions to match the best piping routing away
from the engine. Assure that breather connections can be easily disconnected for scheduled
maintenance.
Crankcase Ventilation -Piping

Generally, piping of the same size as the breather outlet is suitable unless the length and/or bends
cause excessive restriction and a false crankcase pressure measurement.
Note: See the “Ventilation” section of the 3600 EPG A&I Guide for additional
information on pipe sizing requirements. Consideration must be given to the
blow by requirements of a worn engine when initially sizing the pipe.
A separate ventilation piping system must be installed for each engine.
Piping should slope away from the engine at a minimum of 13 mm per 300 mm, (1/2 in. per ft).
The outlet should be configured to collect oil droplets prior to fumes exiting the piping. If piping
rises from the engine, a trap must be installed to collect any condensation or oil droplets before
they re-enter the breathers.
Crankcase fumes should never be discharged in the engine room.
24-32
12/2004
Startup and Shutdown

Procedure
The following procedure is intended to serve as a guide for:
1. 3600 Engine startup procedures
2. Design consideration of the engine control systems.
Before Starting the Engine

1. Check coolant level in expansion tank site glass.
2. Check crankcase oil level using the engine dipstick. Be sure to use the side
marked Engine Stopped Cold Oil.
Assure all protective guards are in place and barring device disengaged.
4. Open and close drain valve on the bottom of the starting air tank and fuel daytank
to drain condensation and sediment from bottom of tanks.
5. Open starting air shutoff valve at side of engine.
6. Check starting air pressure. Assure maximum 225 psi or minimum 125 psi air
pressure for starting.
7. Check air starter lubricator oil level. Check prelube motor lubricator oil level (if air
prelube equipped).
8. Assure that the engine control system allows engine starting from the engine
starting panel (local/remote, etc) and the engine starting speed is at idle.
9. Other engine support system or control system must be prepared for the start of
the engine. This includes items such as reduction gear prelube, injector tip cooling,
cooling systems, voltage regulator on/off switch, idle/rated switch and external
piping system valve position check.
Starting the Engine
1. Put the engine fuel on/off switch to the on position.
2. Put the engine start/prelube switch in the prelube position. The green indicator will
be observed when prelube oil pressure reaches one psi. The engine can now be
started. It is a good idea to verify oil pressure on the gauge if time is not a critical
factor.
3. Move engine start/prelube switch to the “start” position while viewing the engine
tachometer. When 130 to 150 rpm is achieved, the start/ prelube switch can be
released from the start position. If not, the starters will automatically disengage
when the engine reaches 170 rpm.
4. The engine should stabilize speed at low idle (typically 350 rpm). Assure gauge
panel oil and fuel pressure reach normal levels.
5. Inspect engine for any leaks and/or abnormal noises.
6. After assured of proper engine operation, adjust engine and other control systems
to increase engine speed/load to achieve normal operation.
After Starting the Engine

1. Close the starting air shutoff valve.
2. Monitor engine operating parameters every hour and record on an appropriate log
sheet.
3. Compare operating parameters recorded to specifications for normal engine
operation on a daily basis. Monitor operating parameter trends and take action
when discrepancies are found.
Stopping the Engine

1. Reduce load on engine to zero.
2. Allow engine to operate for the period of time necessary to reduce jacket water
temperature to 85°C (185°F) and the average cylinder exhaust temperature, (of all
cylinders; when exhaust pyrometer equipped), is reduced to below 150°C, (300°F).
Fifteen minutes will normally achieve the cooler temperatures. Cool down is best
performed at or near rated speed whenever possible.
24-33
12/2004
3. Adjust other control systems prior to engine shutoff; (voltage regulator, idle/rated
switch, raise/lower switch).
4. Turn the engine fuel on/off switch to the “off” position. The engine will coast to a
stop by energizing the fuel shutoff solenoid.
5. Check, (and put into shutdown mode), all other non-engine system components
that have been operating to support engine operation.
24-34
12/2004
Analysis of Test Data and Physical Systems
System Summary of Results

Air Intake
Satisfactory
Unsatisfactory
Not Complete
Cooling
Satisfactory
Unsatisfactory
Not Complete
Exhaust
Satisfactory
Unsatisfactory
Not Complete
Fuel
Satisfactory
Unsatisfactory
Not Complete
Lubrication
Satisfactory
Unsatisfactory
Not Complete
24-35
12/2004

Monitoring System
Satisfactory
Unsatisfactory
Not Complete
Driven Equipment
Satisfactory
Unsatisfactory
Not Complete
Safety and Alarms
Satisfactory
Unsatisfactory
Not Complete
Engine Monitoring
Satisfactory
Unsatisfactory
Not Complete
Satisfactory
Unsatisfactory
Not Complete
24-36
12/2004

Starting
Satisfactory
Unsatisfactory
Not Complete
Ventilation
Satisfactory
Unsatisfactory
Not Complete
Equipment Safety
Satisfactory
Unsatisfactory
Not Complete
Serviceability
Satisfactory
Unsatisfactory
Not Complete
Operation and
Maintenance
Satisfactory
Unsatisfactory
Not Complete
24-37
12/2004

General Controls
Satisfactory
Unsatisfactory
Not Complete
Switchgear
Satisfactory
Unsatisfactory
Not Complete
Noise/Emissions
Satisfactory
Unsatisfactory
Not Complete
Aux. Cooling
Satisfactory
Unsatisfactory
Not Complete
Satisfactory
Unsatisfactory
Not Complete
24-38
12/2004
Engine Performance Data

Record the following data using field test equipment while the engine is being load tested
under site conditions.
___________% Load
900
Series Description Actual
Points Measured
Comments:________________________________________________________________
__________________________________________________________________________
__________________________________________________________________________
_______________
24-39
12/2004
Engine S/N__________ Generator Set

Engine Instrument Panel and Generator Control Panel Instrument
Readings. Temperatures and pressures are degrees F and psi unless
specified.
Comments:
_____________________________________________________________
_____________________________________________________________
_____________________________________________________________
24-40
12/2004
The attached report reflects the analysis of authorized Caterpillar or Caterpillar dealer
representative(s). Further, it is based upon information provided by the customer and other
manufacturers. Caterpillar is not responsible for the accuracy of information provided by these
third parties. Caterpillar warrants this report to be free from errors in calculations. Failure to
comply with the recommendations in this report will have a direct effect on suggested engine
operation. Caterpillar will not be responsible for any auxiliary supporting system or operation
associated with the 3600 Engine when the specific recommendations within this report are not
followed and completed. Caterpillar will not be responsible for any changes in the engine or
engine system nor for system malfunctions occurring after the time of the initial evaluation other
than those specified in the applicable Caterpillar warranty. This warranty is expressly in lieu of any
other warranty, express or implied, including any warranty of merchantability or fitness for a
particular purpose. Caterpillar disclaims and will not be responsible for any incidental or
consequential damages.
24-41
12/2004
24-42
12/2004
C280
ADEM III ADEM III
Injectors Customer Interface Panel
Primary Speed/Timing Sensor
Secondary Speed/Timing Sensor Data Link Connector
Air Inlet Manifold Pressure Sensor Backup Ready
Backup Active
Diagnostic Lamp
Throttle Selection
Load Feedback 4-20 mA Output
Customer Shutdown
Shutdown Notify
Local Throttle Speed Back
Remote Throttle PWM/4-20
Air Shutoff Driver
Derate Input #1
MMS II
Derate Input #2
Message Display
25-1
10/2005
Customer Interface Connector
1 + Batt
2 - Batt
3 - Batt
4 Unused
5 + Batt
6 CAT Data Link -
7 CAT Data link +
8 + Batt
9 - Batt
10 Remote Throttle Position (PWM)
11 Air Shutoff Signal
12 Air Shutoff Driver Return
13 Unused
14 Keyswitch (Output)
15 Unused
16 J1939 Shield
17 J1939 Data +
18 J1939 Data -
19 Shutdown Notify Relay C
20 Shutdown Notify Relay NO
21 Shutdown Notify Relay NC
22 Unused
23 Backup Diagnostic Lamp
24 Primary Diagnostic Lamp
25 Load Feedback Signal (-)
26 Load Feedback Signal (+)
27 Backup ECM Active
28 Backup ECM Ready
29 Unused
30 Keyswitch (input)
31 Local/Remote Throttle Select
32 Unused
33 Local Speed Pot (1)
36 Remote Shutdown
37 Derate Input # 1
38 Derate Input # 2
39 Remote Throttle Position (4-20)
40 Remote Throttle Position (4-20)
25-2
10/2005
CID-FMI Description Trip Conditions

01-05 Cylinder 1 Open Injector solenoid open circuit
02-05 Cylinder 2 Open Battery voltage > 9V for last 2 seconds
03-05 Cylinder 3 Open Default: continue to fire
04-05 Cylinder 4 Open
01-06 Cylinder 1 Short Injector solenoid short circuit
02-06 Cylinder 2 Short Battery voltage > 9V for last 2 seconds
03-06 Cylinder 3 Short Default: wait 10 firings, then retry
04-06 Cylinder 4 Short
41-03 8V Supply Above Normal
41-04 8V Supply Below Normal
91-08 Throttle Signal Abnormal ECM has been powered for 3 seconds
Active Personality Module Mismatch
Either of the following:
The sensor frequency is > 1000 Hz or
<150 Hz for 2 seconds
OR
The sensor duty cycle is > 95 % or < 5% for 1 second
91-13 Throttle Position Calibration
Required
168-00 Battery Voltage Above Battery voltage > 31.7V for 2 seconds
Normal ECM powered for 3 seconds
Engine not cranking
168-01 Battery Voltage Below For 24 NSV: Battery voltage < 9V for 2 seconds
Normal For 12 NSV: Battery voltage < 6V for 2 seconds
ECM powered for 3 seconds
Engine not cranking
25-3
10/2005
CID-FMI Description Trip Conditions

168-02 Battery Voltage Intermittent Either one of the following:
1. Engine running and battery drops below 9V for at
least 0.06 seconds and then returns.
2. Three readings in the last 7 seconds were below 9V.
Only logged if engine is running
Note: This diagnostic is held active for 7 seconds
once it is tripped.

190-02 Loss of Primary Logged fault if:
Speed/Timing Signal Engine running for 3 seconds, but not cranking.
Timing ring pattern lost w/o rpm ramp down
Timing ring pattern returns within 1 second
Battery voltage > 9V for last 2 seconds
OR
Active and logged fault if:
Bad timing ring pattern for 1 second
Backup sensor has good timing ring pattern
Backup sensor engine speed > 100 rpm
Battery voltage > 9V for last 2 seconds
190-11 Speed Sensor Mechanical
Failure
253-02 Personality Module Either one of the following:
Mismatch PM is for a different engine family, engine or
application than the one it replaced. This is done
with the ECM and PM interlocks.
Default: Fuel injection is disabled. The service tool
can reset the ECM interlock with factory passwords
OR
HEUI software with ECM serial #CD (last 2 bytes),
or MEUI software with ECM serial #CF (last 2 bytes)
Default: Fuel injection disabled and the service tool
cant reset
262-03 Analog Sensor Supply Short Supply Voltage > 102% of reference for 2 seconds
to (+) Battery ECM powered for 3 seconds
Default: All analog sensors set to their respective
defaults.
262-04 Analog Sensor Supply Short Supply Voltage < 98% of reference for 2 seconds
to (-) Battery ECM powered for 3 seconds
Default: All analog sensors set to their respective
defaults.
268-02 System Parameters Either one of the following:
Customer parameter (s) isnt programmed or has
a bad checksum
Basic engine: engine isnt power set (FLS or FTS
not programmed)
Basic engine: engine serial number isnt
programmed)
Default: Non-programmed parameter (s) set
to default
25-4
10/2005
273-03 Turbo Outlet Pressure

Open Circuit
273-04 Turbo Outlet Pressure
Short Circuit
274-03 Atmospheric Pressure Sensor output > 4.8V for 1 second
Signal Open/Short to 5V supply diagnostic not active
(+) Battery ECM powered for 3 seconds
Default: 110 kPa during debounce, then 45 kPa
274-04 Atmospheric Pressure Sensor output < 0.2V for 1 second
Signal Short to 5V supply diagnostic not active
(-) Battery ECM powered for 3 seconds
Default: 110 kPa during debounce, then 45 kPa
342-02 Loss Of Secondary Logged fault if:

Speed/Timing Signal Engine running for 3 seconds, but not cranking
Timing ring pattern lost w/o rpm ramp down
Timing ring pattern returns within 1 second
Battery voltage > 9V for last 2 second
Default: 0 rpm while timing ring patter is lost
OR
Active and Logged if:
Bad timing ring pattern for 1 second
Primary Sensor has good timing ring pattern
Primary Sensor engine speed > 100 rpm
Battery voltage > 9V for last 2 second
342-11 Secondary Speed Sensor

Mechanical Failure
1249-08 Secondary Throttle Posi-
tion Signal Abnormal
tion Calibration Required

tion Signal Abnormal
25-5
10/2005
Flash Code List
Flash Flash
Name PRIMARY ECM Name BACKUP ECM
Code Code
$17 Battery Voltage Below Normal $17 Battery Voltage Below Normal
$21 Sensor Supply Voltage Fault $21 Sensor Supply Voltage Fault
$25 Turbo Outlet Pressure Fault $25 Turbo Outlet Pressure Fault
Atmospheric Pressure Atmospheric Pressure
$26 Sensor Fault $26
Sensor Fault
$32 Throttle Position Sensor Fault $32 Throttle Position Sensor Fault
$33 $33
$34 Engine Speed Sensor Fault $34 Engine Speed Sensor Fault
$35 Engine Overspeed Warning $35 Engine Overspeed Warning
$42 Boost Pressure Sensor Boost Pressure Sensor
$42
Calibration Calibration
$45 Shut Off Solenoid $45 Shut Off Solenoid
$51 Intermittent Battery $51 Intermittent Battery
$52 Programmed Parameter Fault $52 Programmed Parameter Fault
$53 ECM Fault $53 ECM Fault
Check Customer/System Check Customer/System
$56 $56
Parameters Parameters
$59 Incorrect Engine Software $59 Incorrect Engine Software
$71 Injector Cylinder #1 $71 Injector Cylinder #1
25-6
10/2005
25-7
10/2005
Materials and specifications are

subject to change without notice.
(Media Number LEBV0546-02)
© 2004 Caterpillar Inc.

Printed in U.S.A.
25-8
10/2005

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00Maint-Serv_Intron.

qxd 2/24/2006 10:35 AM Page i

October 2005 - 4th Edition

- Standard Bolt Torque

3600 Engine Family

Service Support Center ................................................................................................................1-2

Centrifugal Oil Filter - Inspect ....................................................................................................2-13

Every Service Hour

Trend Data - Record ..................................................................................................................2-75

Air Starting Motor Lubricator Oil Level - Check ..........................................................................2-10

Fuel System Primary Filter/Water Separator - Drain..................................................................2-52

Every 50 Service Hours or Weekly

Zinc Rods - Inspect/Replace ......................................................................................................2-85

Every 250 Service Hours or 6 Weeks

Air Shutoff - Test ..........................................................................................................................2-7

Every 250 Service Hours or Monthly

Cooling System Coolant Sample (Level 1) - Obtain ..................................................................2-20

Every 500 Service Hours or 3 Months

Engine Mounts - Inspect ............................................................................................................2-33

Initial 1000 Service Hours or 6 Months

Engine Timing, Synchronization, and Valve Lash - Inspect/Adjust ............................................2-43

Every 1000 Service Hours or 6 Months

Barring Device - Lubricate ..........................................................................................................2-12

Every 2000 Service Hours or 1 Year

Aftercooler Condensation - Drain ................................................................................................2-5

Every 4000 Service Hours or 1 Year

Aftercooler Core - Clean/Test ......................................................................................................2-6

Every 8000 Service Hours or 1 Year

Engine Protection Devices - Calibrate........................................................................................2-45

Every 8000 Service Hours or 3 Years

Camshaft Roller Followers - Inspect ..........................................................................................2-13

Between 16 000 and 24 000 Service Hours

Overhaul (Top End) ..................................................................................................................2-61

Every 16 000 Service Hours or 6 Years

Cooling System Coolant (ELC) - Change ..................................................................................2-17

Between 36 000 and 44 000 Service Hours

Overhaul (Major) ........................................................................................................................2-64

Maintenance Interval Schedule for the 3618 Engine

Centrifugal Oil Filter - Clean .................................................................................................... 2-94

Air Starting Motor Lubricator Oil Level - Check........................................................................ 2-89

Every 250 Service Hours or Monthly

Air Starting Motor Lines Screen - Clean .................................................................................. 2-87

Every 500 Service Hours or 3 Months

Barring Device - Lubricate ..........................................................................................................2-93

Initial 1000 Service Hours or 6 Months

Engine Timing, Synchronization, and Valve Lash - Inspect/Adjust ..........................................2-118

Every 1000 Service Hours or 6 Months

Cooling System Coolant Sample (Level 2) - Obtain ................................................................2-102

Every 2000 Service Hours or 1 Year

Centrifugal Oil Filter - Inspect ....................................................................................................2-94

Every 4000 Service Hours or 1 Year

Aftercooler Core - Clean/Test ....................................................................................................2-86

Every 8000 Service Hours or 2 Years

Cooling System Coolant - Change ............................................................................................2-95

Camshaft Roller Followers - Inspect ..........................................................................................2-94

Overhaul (Major) ......................................................................................................................2-129

Cylinder Overhaul Procedure

Single Cylinder Overhaul

Common Seals, Gaskets & O-Rings ............................................................................................4-2

Torques and Specs

Torques for Standard Fasteners ..................................................................................................5-2

Valve Lash Check ........................................................................................................................6-2

Performance & 900 Numbers

Performance Log Sheets..............................................................................................................7-2