SEBF1018 02 Engines

IMPROVING COMPONENT DURABILITY
Engines
Second EDITION
ICDENGN-SEBF1018-02_U3.indd 1 1/4/12 1:18 PM

Table of
Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 04
Engine Components & Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 05
Engine Costs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06
Powertrain Costs
Engine Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07
Intake
Compression
Power
Exhaust
Pistons, Rings & Liners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 09
Compression Rings
Oil Control Rings
Causes of Premature Pistons, Rings and Liner Wearout and Failure
Connecting Rods & Main Bearings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Causes of Premature Rod and Main Bearing Wearout and Failure
Crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Causes of Premature Crankshaft Wearout and Failure
Camshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Causes of Premature Camshaft Wearout and Failure
Cylinder Head & Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Cylinder Head
Intake and Exhaust Valves
Causes of Premature Cylinder Head and Valve Wearout and Failure
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Air Inlet & Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Air Inlet Piping
Exhaust System
Causes of Premature Wearout and Failure on Turbochargers
Causes of Premature Wearout and Failure on Aftercoolers
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Jacket Water Cooling Circuit
Aftercooler Cooling Circuit
Engine Lube System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Lube System Operation
Full Flow Oil Filters
Soot
Oil Renewal System
Engine Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4 Stages of Injection
Driving Down Costs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Common Causes of Short Engine Life
Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Improving Component durability

Table of Contents 3
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Introduction Engine Components
& systems
Diesel engines are the heart of the power train in mining machines. They The four basic engine operating systems include common to all diesel
produce the power required to operate the machine and to do the work the engines are:
machine is designed to perform.
• Air intake and exhaust systems
Diesel engines are used in mining machines because they are more durable, • Fuel systems
fuel efficient, and economical to operate than any other mobile power source. • Cooling systems
• Lube systems
There have been many design improvements to the basic engine components
and fuel systems over the years. Today’s engines are lighter weight, higher These systems are critical to the performance and life of the engine. Most
horsepower, more fuel efficient, and run cleaner than the engines even as engine problems causing premature engine wearout or failure are not due
recent as 10 years ago. to design or quality problems with core engine components. Problems most
often originate in one of the four basic engine systems, and can often be
The cost to repair and maintain the engine is a significant part of total prevented with proper operation and careful maintenance.
power train costs, accounting for approximately 34% of the total drive train
AIR INTAKE & EXHAUST SYSTEM COOLING SYSTEM
mechanical costs. Even more important today is that the cost of fuel has
become a top machine owning and operating costs. Good engine performance
has an impact on fuel efficiency.
Since engine cost is such a large part of overall power train cost, extending
engine life and maintaining top engine performance can provide a significant
savings in operating cost-per-hour.
LUBE SYSTEM FUEL SYSTEM
IMPROVING COMPONENT DURABILITY IMPROVING COMPONENT DURABILITY

4 Introduction Engine components & Systems 5

Engine costs Engine Operation
Powertrain Costs In order to understand which engine parts most commonly wear out and fail,
it is important to understand the operation of the basic engine and supporting
The cost to repair and maintain the engine is a significant
systems. Nearly all modern diesel engines are of four stroke design.
part of total powertrain costs. Chart below shows the typical
distribution of mechanical costs of an Off Highway Truck for The four steps in the combustion process are:
the drivetrain components. • Intake
• Compression
In addition, and engine in a large OHT such as the 793 will • Power
consume over 600,000 gallons of fuel in one life cycle. • Exhaust
Since engine cost is such a large part of overall powertrain
cost, extending engine life can provide a significant savings in
operating cost-per-hour.
OHT Component Rebuild Costs

Engine . . . . . . . . . . . . . . . 34%
4% Torque Converter . . . . 3%
5%
3% Transmission . . . . . . . . 6%
Differential . . . . . . . . . . 4%
34% Rear Wheel GPS . . . . . . 28%
13%
Front Wheel GPS . . . . 13%
Hoist . . . . . . . . . . . . . . . . . . 3%
Front Suspensions . . . 5% Intake Compression
Rear Suspensions . . . . 4%
As the piston moves downward from the top As the piston moves up, both the intake and
of its stroke, the intake valve is opened and air exhaust valves are closed. Air trapped in the
3%
28% is pumped into the combustion chamber by the combustion chamber is compressed by the upward
6%
turbocharger. travel of the piston to around 1/15th its original
4%
volume. Compressing the air to such a small
volume causes it to reach a temperature of about
1,000˚ F.

6 Engine Costs engine operation 7

PISTONS, RINGS
& LINERS
The piston, piston rings, and cylinder liner work together to seal expanding
combustion gas in the combustion chamber. Piston rings perform two critical
power Exhaust functions:
As the piston reaches the top of its stroke, atomized diesel By the time the piston reaches the bottom of its stroke, • Provide a positive seal between the moving piston and stationary cylinder liner to prevent high
fuel is injected into the combustion chamber. The 1,000° F the combustion process has ended and no more power is pressure combustion gas from leaking past the piston.
temperature of the compressed air causes the fuel to transferred to the piston. The rotating momentum of the • Wipe all but a very thin film of lube oil off of the cylinder wall during the downward
ignite immediately. The burning fuel raises the temperature crankshaft and flywheel force the piston upward as the movement of the piston to prevent the oil from burning as the cylinder wall is exposed to
in the combustion chamber to 3500˚ F, producing rapidly exhaust valve opens. Burned combustion gas is forced out hot combustion gas.
expanding combustion gases, which increase pressure in the of the combustion chamber and into the exhaust system.
combustion chamber to over 1,800 psi. This high pressure When the piston reaches the top of its stroke, the exhaust
combustion gas drives the piston downward. The downward valve closes, and the intake valve opens. The continuing
force of the expanding combustion gas is transferred momentum of the crankshaft and flywheel pulls the piston
through the piston and connecting rod to the crankshaft, and downward as pressurized air enters the combustion chamber
converted to rotating power at the flywheel. through the open intake valve. This starts the intake cycle
Compression Rings
and repeats the combustion process.
CRANKSHAFT
The basic wear parts in an engine Cylinder CYLINDER BLOCK

which require replacement at each head & valve
overhaul are:
• Piston rings Intake &
• Seals & gaskets exhaust
• Connecting rod bearings valves
PISTON
• Crankshaft main bearings
• Camshaft and gear train bearings Camshaft & PISTON RING
• Intake & exhaust valves valvetrain
• Injectors CONNECTING Oil Control
Other parts which usually require ROD BEARING Ring
CamSHAFT &
reconditioning at overhaul but have GEAR TRAIN Connecting
a wear life of two or more engine BEARING rod
overhaul cycles are:
• Cylinder block
CRANKSHAFT
Crankshaft MAIN BEARING
• Cylinder heads & valves
• Connecting rods
• Crankshaft
• Camshafts & valvetrain

8 engine operation PISTONS, RINGS & LINERS 9

There are two basic types of piston rings:
Compression Rings
Pistons usually contain three or four piston rings. All but the bottom ring are single
piece compression rings. Top and middle rings are specially designed for their Poor Oil Quality
respective position on the piston. Their primary function is to provide a positive seal to A variety of terms are commonly used to describe lube oils which do not meet the
prevent combustion gas from leaking past the piston. manufacturer’s minimum performance specifications:
Oil Control Rings • Poor quality • Low quality

• Inferior quality • Low performance
Oil control rings are typically a three piece design, with two narrow scraper rings These terms are used interchangeably in this booklet to describe oils which do not
and a spring expander to separate the scraper rings and force them against the meet the minimum performance requirements for Caterpillar engines. The use of
cylinder wall. Oil control rings are always on the bottom of the piston so they can these oils almost always results in premature engine wearout or failure.
wipe excess oil off of the cylinder wall during the downward stroke of the piston.
In some cases customers elect to use a lower grade of oil than specified by the
manufacturer because of cost or convenience. In less developed parts of the
world, oil is sometimes identified as a higher grade than it actually is. Higher
quality lube oils are more expensive because they contain sophisticated additive
packages to extend both oil life and engine life. Ongoing improvements in lube oil
Causes of Premature Pistons, Rings and Liner Wearout and Failure
technology drive changes in requirements and recommendations. Users should
Abrasive damage from particles in the oil.
consult their Caterpillar dealer to stay current with the latest changes.
Most engine overhauls are due to normal long term wear of the of oil control. Symptoms of excess ring and liner wear are
The second most common cause of accelerated ring and liner wear is poor oil
piston rings. When the rings reach the end of their usable wear increased crankcase blow-by, increased oil consumption, and
quality. There are two basic types of oil quality problems.
life, they begin to lose the ability to effectively seal combustion reduced engine power. Essentially, the engine has reached the
gas and control oil on the cylinder. Symptoms which indicate end of its usable wear life, and displays the same symptoms Low quality new oil
ring wear are: as normal wear out. Dust ingestion is much more common Inexpensive engine oil is often of low quality because it has few additives which
after the first overhaul cycle of an engine. When an engine and are critical to long term oil performance. Conversely, high quality oils are more
• Low power
machine are new, the integrity of the air intake system is very expensive because they contain sophisticated additive packages to perform a
• Excessive blow-by
high. As the machine ages, flexible joints and seals in the intake number of critical functions. These additives:
• Excessive oil consumption
piping system are often not checked and replaced as they age. • Reduce oxidation • Keep soot in suspension
The following causes result in accelerated engine wear or This usually goes unnoticed until short engine life becomes a • Contain anti-wear agents • Minimize oil foaming
premature failure, and can be avoided with proper operation and frequent occurrence. • Prevent build-up of sludge and varnish
maintenance.
Preventative measures: It is estimated that low quality new oil represents about 25% of oil related engine
dirt Ingestion • Whenever an engine is removed and installed, replace all problems.
intake and exhaust system seals / gaskets and test system
By far, the most common and preventable type of accelerated Running Oil Too Long Corrosion damage from acidic oil.
for leaks with air pressure or ultrasound.
ring and liner wear is dust ingestion. Dust can enter the air The most common root cause of wear and damage caused by poor oil quality
• Inspect intake system during major PMs.
intake system through loose joints in the intake air piping, or is simply running oil too long. Even high quality oils with extensive additive
• Maintain air filters and test cleaned / reused air filters for
defects in the air cleaner. Dust is a highly abrasive contaminant, packages reach a point where the additives are depleted and the oil needs to be
leaks before reusing.
and the accelerated wear of the piston rings and liner, results replaced. When oils are run past this point, viscosity deteriorates, soot increases to
• Monitor engine oil for wear metals in a schedule oil sampling
in increased compression leakage past the piston and loss excessive levels, and the oil may start to become acidic. Running oil past its usable
program.
life represents about 75% of oil related engine problems.
Preventative measures:
• Use high quality oils meeting specification and good filters.
cylinder piston cylinder piston cylinder
wall wall wall • Change oils on time.
• Test used oil for soot and oxidation levels, and viscosity. (Infrared Analysis)
• Change filters immediately if there is a “filter plugged” warning.
ring ring ring
oil oil
New ring and liner. A worn ring and liner allows oil to pass through. Debris in oil wears away the ring and liner.
IMPROVING COMPONENT DURABILITY Improving Component durability

10 PISTONS, RINGS & LINERS PISTONS, RINGS & LINERS 11

CONNECTING RODS
Poor Fuel Quality
A less frequent cause of ring and liner damage can be poor fuel quality. Fuel
& MAIN BEARINGS
which has low cetane, or excess amounts of dirt and water, may cause rough
combustion or detonation. Diesel fuel should burn smoothly to provide a
consistent rise in cylinder pressure during combustion. Poor quality fuel tends
to explode rather than burn in a controlled manner. This explosion causes a very
rapid rise in cylinder pressure and exerts high forces on the compression rings and
piston ring lands. This can cause excessive wear to the piston ring lands or ring
breakage. Connecting rods are one of the most robust parts of the
More detailed information on fuel quality specifications can be found in the
engine. Rods rarely suffer a physical failure unless they are
“Caterpillar Specification for Distillate Diesel Fuel”. subjected to extreme forces, such as an engine hydraulic
lock or overspeed. Connecting rods may be reused for
multiple life cycles, as long as they are not distorted, or do
Overcooling not display fretting at the rod cap from extended use.
An important maintenance item that is often overlooked is the temperature
Both rod and main bearings are very reliable, and seldom
regulator. A regulator that is stuck open will cause overcooling. Low cylinder
temperatures can cause poor flow of lube oil and irregular combustion, which fail from defects in quality or assembly. Causes of most
contributes to excessive ring and liner wear. premature wear and failures are include:
• Temperature regulators (thermostats) should be replaced at regular intervals; • Contaminated oil
usually around every 6,000 hours and at engine overhaul.
• Poor oil quality / extended change intervals
Poor coolant condition is a common cause of temperature sticking, and also • Loss of lubrication
promotes pitting and corrosion of the cylinder liners. • Engine overspeed connecting ROD
ROD BEARING
BEARING Cap
Crankshaft
Crankshaft
MAIN
BEARING
CRANKSHAFT

12 PISTONS, RINGS & LINERS CONNECTING RODS & MAIN BEARINGS 13

Causes of Premature Rod and Main Bearing crankshaft journal Poor Oil Quality or Extended Maintenance Intervals
Wearout and Failure Using inferior quality new oil, or running high quality oil past its usable life are
common causes of bearing damage. Lack of additives in new oil, or additive
Oil Contaminated with Dirt or Debris bearing depletion in a high quality oil that is run too long can cause a number of bearing
problems. These include:
Dirt or abrasive debris in the oil usually leads to accelerated bearing wear and
failure. Poor maintenance practices or failure to properly clean the lube system bearing cap • Journal to bearing contact damage due to oil viscosity breakdown
after a component failure can allow large abrasive particles to circulate with the • Abrasive wear due to excessive soot levels in the oil
lube oil. Bearing materials are soft in order to conform to minor imperfections in New bearing. Start of adhesive wear. • Acid damage to the bearing due to additive depletion
crankshaft journal geometry. The oil film trapped between the smooth bearing Lack of Lube
crankshaft journal
surface and crankshaft journal separate the parts and prevent wear. When large
abrasive particles in the oil pass through the soft bearing material, gouging or A less frequent cause of major engine damage is lack of lube. This results from
smearing occurs. This destroys the smooth profile of the bearing surface and simply running the engine so low on oil that the lube pump ingests air and lube
prevents it from retaining a protective oil film. The weakened oil film is no longer pressure is lost. Lack of lube results in rapid failure of bearings and may cause
bearing severe crankshaft damage. Engine start-up is another instance where lack of lube
capable of preventing the crankshaft journal from contacting the bearing. Once
contact occurs, damage to the bearing surface accelerates rapidly and failure promotes accelerated wear, especially when the wrong viscosity oil is used for
bearing cap low temperature start-up. It is important to use the engine pre-lube system to
occurs in a short time.
pressurize the oil system before starting the engine on machines so equipped.
Oil Contaminated with Coolant Debris in oil separating the bearing from the journal. Advanced adhesive wear. These machines usually have large engines that can take 20 seconds or more
Coolant can enter the engine oil from several sources, including leaking oil coolers, to fully pressurize the system. Overriding the pre-lube while starting can starve
crankshaft journal lubrication to rear bearings, especially when the engine is cold.
aftercoolers, or gaskerts and seals. Leaks may result from vibration or poor coolant
conditions due to inadequate cooling system maintenance. Excessive coolant Engine Overspeed
in the oil significantly reduces oil lubricity and often results in major damage to
pistons, liners and crankshaft bearings. Overspeed of the engine places tremendous force on the bearings which they
bearing
cannot withstand. Bearing failure due to overspeed is easy to identify because it
Oil Contaminated with Fuel affects the rod and main bearings differently.
bearing cap
Fuel dilution usually occurs when one or more unit injector o-rings are nicked or Main Bearings
damaged as the injector is being installed. The injector o-rings seal fuel supply Worn bearing from debris in oil. Damage from large soot particles. The upper half bearing shell will show signs of smearing from contact with the
pressure in the cylinder head. Fuel supply pressure may range from 65 - 100 psi. crankshaft journal. This contact does not occur during normal operation.
Fuel leakage past a damaged o-ring migrates into the crankcase resulting in oil
Rod Bearings
dilution. Fuel causes significant loss of oil viscosity and lubricity. Excessive dilution
Rod bearings will fail due to lack of lube even when there is an adequate amount
can cause major engine damage. Most Scheduled Oil Sampling reports flag dilution
of oil and lube pressure in the lube system. Overspeed subjects the crankshaft
as a problem if it reaches 4% or higher.
rod journal to so much centrifugal force that it overcomes lube pressure to the rod
A much less frequent cause of fuel dilution is a leaking unit injector nozzle bearing. This causes the flow of lube oil to the rod bearing to stop, and the bearing
assembly. Leakage of the nozzle may be caused by a sticky nozzle check not quickly fails due to lack of lube.
seating due to severe engine overheating, debris trapped under the check,
or a broken nozzle spring. A small volume of leakage of excess fuel into the
combustion chamber can cause over-fueling and black smoke. Excessive leakage
can cause major damage to the piston and liner and result in engine failure.

14 CONNECTING RODS & MAIN BEARINGS CONNECTING RODS & MAIN BEARINGS 15

Crankshaft
Causes of Premature Crankshaft Wearout and Failure
Lack of Lube
A common cause of failure of the crankshaft journals and bearings is lack of lube
The crankshaft is a very durable, forged and hardened component which lasts from insufficient pre-lube on start-up after an engine rebuild, or from running an
engine low on oil. Failure debris can cause severe scoring damage to the ground
through multiple engine life cycles. The only wear parts on the crankshaft
journals before the failure is detected. If the scoring damage is severe and
are the precision ground rod and main bearing journals. If moderate wear penetrates the journal diameter below the hardened depth of the wear surface,
damage to the journals does occur, they can be re-ground within specified the crankshaft cannot be reconditioned by re-grinding and must be replaced.
limits of material removal. Care should be taken during handling and assembly
Adhesive wear to a crankshaft rod bearing. Poor Oil Quality
of the crankshaft to assure that no physical damage occurs to any part of the
crankshaft, especially the machined surfaces. Physical damage could create a Oils that use an inadequate additive package or oils that are run past their useful
life can cause crankshaft damage. The critical function of lube oil in a rotating
stress riser and increase the probability of a fracture and catastrophic failure. crankshaft journal
journal bearing is to maintain a protective oil film between the bearing and
crankshaft journal to keep them from touching each other. The viscosity of the
lube oil determines the thickness and strength of the protective oil film separating
bearing the bearing and journal. When oil viscosity breaks down due to the shear-down of
the viscosity improver additive, both film strength and film thickness are reduced.
bearing cap
Damage is initiated when the film is penetrated and contact occurs between the
bearing and journal.
New journal. Additional causes of inadequate oil film strength and film thickness include:
• Viscosity of new oil too low for a specific application
crankshaft journal
• Excessive fuel dilution (above 4 percent)
Hydraulic Lock
An infrequent cause of failure is physical damage to the crankshaft, rod and piston
bearing
main bearing when hydraulic lock occurs. This is nearly always caused by a coolant or fuel leak
CRANKSHAFT journal into the combustion chamber. When an engine is shut down, it is still at operating
bearing cap
temperature, and both coolant and fuel systems retain residual pressure. If a leak
path occurs between the coolant or fuel passages and the combustion chamber,
Debris in oil separating the journal from the bearing.
the residual system pressure will force fuel or coolant into the combustion
chamber. Diesel engines have a high compression ratio, which compresses
crankshaft journal
combustion air into a very small volume. When the engine is re-started, the
incompressible fluid in the cylinder will abruptly stop the upward travel of the
piston. The high torque being applied to the crankshaft by the starter, along with
bearing the inertia of the crankshaft and flywheel produces a tremendous compressive
load on the piston rod and crankshaft when piston travel abruptly stops. Forces
may be so great that the plastic limits of the piston, rod and crankshaft are
bearing cap
exceeded and permanent physical deformation occurs. If deformation does occur,
ROD bearing Worn journal from debris in oil. the damage is not repairable and the parts must be scrapped. Reuse of any of
journal the damaged components will initiate a catastrophic failure due to loss of fatigue
strength. If a crankshaft has been subjected to a hydraulic lock, it must be carefully
inspected to assure physical damage has not occurred.

16 Crankshaft CRANKSHAFT 17

Camshaft
Causes of Premature Camshaft Wearout and Failure
roller follower
Poor Oil Quality

OIL
The most frequent cause of accelerated camshaft wear is poor oil quality.
Camshafts typically last through two engine life cycles before cam lobe Extremely high contact loads occur between the injector camshaft lobe and roller
during normal operation. The force on the camshaft injector lobe and roller follower
they reach the end of their usable wear life. Camshaft failure
is adequate to produce up to 30,000 psi of injection pressure at rated engine
is rarely due to defects in the part itself. External causes Clean oil around the cam lobe and roller follower.
speed. This level of contact loading requires that both the cam lobe and roller are
nearly always initiate accelerated wear or premature failure. crowned so that they deflect to a flat surface under load. The hardness, geometry
roller follower and surface finish of these contact surfaces are precisely engineered and ground
to provide adequate wear life. The other critical factor is the film strength of the
oil separating the surfaces under load. Oil with too low viscosity does not provide
OIL adequate film strength, and allows metal-to-metal contact and rapid wear and
failure.
intake
cam lobe Soot is a natural byproduct of combustion. Most soot particles leave the
cam lobe
combustion chamber with the exhaust gases. However, a few cling to the cylinder
injector Clean oil allows for smooth contact between the cam wall during each combustion cycle and are scraped into the lube oil by the piston
cam lobe lobe and roller. rings. The level of soot in the oil builds up slowly with continued operation. If oil
is used too long, excessive soot levels in the oil result in accelerated abrasive
exhaust roller follower wear. Soot particles are only about 1/2 micron in diameter, but are highly abrasive.
cam lobe
Soot particles have a chemical attraction to each other and tend to bond and
form large abrasive particles. The formation of large soot particles was a problem
OIL with older oil formulations which did not have soot dispersant additives. Newer
CAMSHAFTS oils have additives that largely prevent soot from bonding into larger particles.
However, soot dispersants do not prevent abrasive wear if excessive amounts
cam lobe of soot particles are allowed to collect in the oil. Due to the high contact loads on
the injector lobe, excessive levels of soot in the oil initiates accelerated wear and
Excessive soot levels in the oil results in abrasive wear.
eventual lobe failure.
roller follower
OIL
cam lobe
Oil with low viscosity allows metal-to-metal contact

which results in rapid wear and failure.
bearing
journal

18 Camshaft camshaft 19

CYLINDER HEAD
AND VALVES
Excessive Valve Lash
roller follower
Excessive valve lash is the second most common cause of camshaft and follower
failure. During engine operation, the eccentric cam lobe forces the roller follower
up and opens the valve. Because valve opening occurs very rapidly, the follower
is accelerated upward at a very high velocity. If valve lash is properly adjusted, the
roller essentially stays in contact with the lobe as valve closing occurs. If valve
cam lobe
Cylinder Head
lash is excessive, the acceleration of the follower allows it to continue upward and
causes the roller to lose contact with the cam lobe. When valve closing occurs, The roller follower is accelerated upward at a high
the force of the valve spring accelerates the roller back toward the cam lobe. This velocity and loses contact with the cam lobe. The cylinder head is a structurally robust casting which has no inherent failure
results in high contact loads as the roller contacts the cam lobe. These high loads modes and typically lasts through multiple engine life cycles.
eventually generate subsurface fatigue in the hardened surface of the cam lobe.
roller
The fatigue progresses until a spalling failure occurs. follower
Intake & Exhaust Valves
Engine Overspeed
Overspeed causes the same basic mode of failure as excessive lash, only much Valves must withstand high heat and operating stresses of opening and
more severe. During overspeed, the increased upward acceleration of the cam cam closing. They are considered a normal wear item. Exhaust valves are typically
follower and pushrod overcomes valve spring force and allows the roller and lobe
replaced at each rebuild due to thermal cycles. Some intake valves can be
follower to be launched off of the cam lobe. When valve spring force finally
overcomes the upward momentum of the valve train, the roller and follower are The valve spring forces the follower back down cleaned, reconditioned, and reused.
toward the cam lobe.
accelerated back toward the cam lobe. The roller slams back into the cam lobe
with very high force, and generates a spalling failure very quickly.
roller
Hydraulic Lock follower
rocker arms
Hydraulic lock prevents valves from opening and exerts tremendous force on the
cam lobe, which can fracture the hardened surface of the cam lobe and initiate cylinder head
spalling and failure.
cam
lobe
pushrods
High contact between the follower and cam lobe
generates subsurface fatigue in the hardened
surface.
intake &
exhaust
valves
cam
followers
Cam lobe with fractures in the hardened surface.

20 camshaft CYLINDER HEAD AND VALVES 21

SUMMARY OF WEAR
AND FAILURE CAUSES
Core Engine Components
Actual defects in the quality of core engine parts and components are seldom the
root cause of accelerated wear or premature failure. The vast majority of problems
are caused by:
Catastrophic damage to the piston, cylinder and liner resulting from valve head failure. Poor Quality Oil
• Inexpensive new oil with inadequate oil additives

Causes of Premature Cylinder Head and Valve Wearout and Failure • New oil that does not meet the minimum required performance standards
• Using the wrong oil for the application
Cam lobe with fractures in the hardened surface.
Cylinder Head Cracking • Extended oil change intervals which exceed the usable life of the oil
• Oil contaminated with dirt or failure debris
Cracking of the cylinder head is a fairly rare occurrence, and is caused by severe • Poor quality oil filters
engine overheating. Depending on the size and location of the crack, modern
salvage methods often allow heads to be repaired. Other contributors to accelerated wear and failure include:
Excessive Valve Lash • Dirt ingestion
• Poor filter element maintenance
Intake and exhaust valves may fail due to excessive valve lash. When lash is
• Excessive valve lash
properly adjusted, the valve is decelerated by the profile of the cam lobe during valve
• Lack of engine tune-ups
closing, which minimizes impact forces between the valve head and valve seat. Valvetrain operation with valve lash properly adjusted.
• Lack of lube Abrasive damage from particles in the oil.
Excessive valve lash allows the valve spring to accelerate the valve back toward
• Engine overheat
the seat and significantly increases closing impact. This can initiate a fatigue failure
• Engine overspeed
of the valve stem and result in the valve head breaking off. The valve head then
• Poor quality fuel
causes catastrophic damage to the piston, liner, cylinder head and turbocharger.
• Poor quality fuel filter
Exhaust valves are more prone to impact failures from excessive lash because they
operate at much higher temperatures. Boost pressure leaks will also elevate exhaust All of these causes are directly related to operation and maintenance practices, and
temperatures and aggravate valve failure by making the fuel mixture too rich. This are avoidable. Proper machine operation and high quality maintenance can virtually
problem is more common on older, non-electronic MUI engines, which did not have eliminate most causes of accelerated wear and failure on engines.
electronic controls to detect low boost pressure and reduce fuel rate. On a new
engine and after any rebuild, valve lash should be checked and adjusted after a 250 Corrosion damage from acidic oil.
Excessive lash causes increased closing impact.
hour break-in period.
Poor Oil or Fuel Quality
Poor quality lube oil which does not contain the proper additives may form
carbon deposits on the radius below the valve seat. A similar condition can result
from using very poor quality fuel which causes improper combustion, as well
as extended idle times in sub-freezing conditions. Valve deposits build up over
time until pieces of the deposit break off. These pieces are usually expelled past
the exhaust valve, but may become wedged between the valve seat and head
on either the intake or exhaust valve. When this occurs, the valve does not seat Advanced adhesive wear.
properly and hot exhaust gases stream through the partially opened seat. This
stream of hot exhaust gases has very high velocity and causes extreme localized
overheating, similar to a blowtorch. This can literally cut a groove in the deposit,
valve head and valve seat. This groove then provides a consistent leak path for hot
combustion gases, and the failure rapidly progresses.

22 CYLINDER HEAD AND VALVES SUMMARY OF WEAR AND FAILURE CAUSES 23

ENGINE Air Inlet & Exhaust
SYSTEMS system
Proper engine operation and long life is also dependent on the proper Diesel engines require large amounts of air in order to completely burn the
operation of four key supporting systems: fuel and perform properly. The air intake and exhaust system performs three
functions which are critical to proper engine performance:
• Air intake & exhaust system
• Cooling system • Provides adequate quantities of clean filtered intake air
• Lube system • Compresses the intake air into the cylinders in order to produce more power
• Fuel system • Removes exhaust gases from the cylinders and reduce exhaust noise
Problems in these systems are also frequent contributors to premature

wearout and failure of core engine components.
BOOST AIR
AT 300˚-400˚
INLET AIR INLET AIR
FROM AIR FROM AIR
CLEANERS CLEANERS
AIR INTAKE & EXHAUST SYSTEM COOLING SYSTEM AIR MANIFOLD
EXHAUST OUT
FROM
EXHAUST
PORTS AT
CYLINDER
HEADS
LUBE SYSTEM FUEL SYSTEM
INTAKE & EXHAUST SYSTEM

AIR INLET SYSTEM
EXHAUST SYSTEM

24 engine systems engine Systems 25

AIR INLET PIPING
MULTI-STAGE AIR FILTRATION SYSTEM

FILTER HOUSING
PRIMARY SECONDARY
AIR FILTER AIR FILTER
PRE-CLEANER
FILTER
HOUSING FILTER HOUSING
DIRT EJECTOR PIPING TO

TURBOCHARGERS
Air Inlet System Air Inlet Piping
Inlet air is directed from the pre-cleaner to the turbocharger

All diesel engines require a free supply of clean air to perform The primary element can be typically be cleaned up to 6 times by an inlet air piping system. This system consists of
properly. The single largest contributor to premature engine for Standard Efficiency media and 10 times for Ultra High sections of rigid pipe connected with flexible molded rubber
wearout is dust ingestion through a poorly maintained air Efficiency media. Cleaning is typically done in a special filter joints that permit relative motion and vibration between
intake system. The amount of air filtration on an engine cleaning cabinet with controlled low pressure air and vibration the engine mounted turbocharger and frame mounted air
is determined by its intended application. As an example, and an inspection light system. Hand cleaning should only be cleaners. The air inlet piping system is the single greatest
engines in most mining applications require extensive filtration done with lower pressure compressed air used to clean the cause of premature engine wearout because it is often
due to continuous operation in dusty environments. filter. Care must be taken when cleaning filters so that the poorly maintained. The primary stage of the turbocharger
paper media is not damaged, which will cause a leak and plug creates a negative pressure, or suction, within the air inlet
In order to remove dust from the inlet air, machines which
the secondary element, or possibly result in severe engine system. Atmospheric pressure outside the system then The engine consumes huge volumes of inlet air. Since air
work in dusty environments are equipped with a multi-stage
damage. Check the filter element very carefully for holes using pushes inlet air through the air filters in order to equalize filters are not 100% efficient, a small amount of dust will
air filtration system. A typical system found on a mining
a bright light inside the filter. The secondary element should the pressure. If there is a leak in the inlet piping system enter the inlet piping. A very thin dust coating on the inside
machine would include:
never be cleaned, and should be replaced every 3 times you downstream of the air filters, dirty air will be drawn into the of the air lines is normal. If the dust is heavy or streaks in
• Pre-Cleaner system and cause accelerated engine wear. This problem is the dust are visible, then there is a leak in the inlet piping. If
clean the primary filter.
• Primary Air Filter often impossible to detect through visual inspection of the streaks are present, the leak can often be found at the origin
• Secondary Air Filter Life of the air filter greatly depends on the amount and type
outside of the system. Once the piping is disassembled, tell- of the streak.
of dust in the air. Each time the primary air filter is removed
Pre-Cleaner tale dirt tracks are usually visible at the origin of the leak.
for service, a small amount of dust gets into the air intake
system. The primary filter should only be replaced or cleaned The first evidence is often the symptoms of a worn engine.
The pre-cleaner is typically a centrifugal filter that causes
at planned maintenance intervals or when the air restriction Subsequent investigation of the short engine life then AIR INLET PIPING ON ENGINE
incoming air to spin within the filter housing. Centrifugal force
indicator trips. The efficiency of air filter elements actually reveals the evidence of accelerated abrasive wear due to
causes larger debris particles to move outside the spinning air
increases as more dust is trapped. Because of this efficiency dust ingestion. Sealing and pressurizing the system with air
stream and get trapped in the filter housing. The particles then
increase and the chance of introducing dust into the inlet and using soap on the joints to find leaks can then find the
collect in the bottom of the housing and are removed from the
piping during service, it is important to not open the air filter leak in the inlet system. More recently, there are ultrasound
housing by means of an automatic dirt ejector. The pre-cleaner
housing or clean the filters any more than necessary. When systems which pulse a signal into the intake system and
effectively removes most of the larger particles that would
the filter is replaced or cleaned, the inside of the filter housing the joints can then be checked with a listening device.
quickly plug a paper filter element.
should also be cleaned before the secondary filter is removed. Component life data clearly shows that the average first life
Air Filters of engines in new machines is almost always longer than
The secondary element is the last line of defense to prevent
replacement engines. It has been historically assumed this
Most machines use a two air filter system which contains a dirt from entering the air inlet system. In order to minimize the
was due primarily to the quality of factory assembly of the
primary and secondary filter element. The primary filter is used risk of damage from cleaning, the secondary element should
new engine. It is increasingly evident that leaks in the air
to trap most of the airborne particles not separated by the always be replaced. A defect in the secondary filter element
inlet system that occur due to age and lack of maintenance
pre-cleaner. Standard Efficiency primary filters generally trap or damage to the element will allow unfiltered air to enter the
are major contributors to premature engine wear out as the
99.9% of the dirt in the air. Ultra High Efficiency filters will trap engine and cause accelerated abrasive wear.
machine ages.
99.99%. The secondary filter acts as a backup to the primary
in case a leak develops in the primary or to keep dirt out of the
air inlet system during servicing of the primary.


Exhaust System Causes of Premature Wearout and
Failure On Turbochargers
Turbocharger EXHAUST SYSTEM
Normal Wear
A key customer expectation is for
PRESSURE
increased power density: more MUFFLER The most common reason for turbocharger replacement is that it has reached
ON/OFF REDUCING PROPORTIONAL
horsepower from the smaller and SOLENOID VALVE SOLENOID VALVE EXHAUST the end of its expected wear life. If clean lube oil and inlet air is maintained,
FROM BYPASS
lighter engines. This requires smaller BRAKE VALVE turbochargers usually run to engine overhaul.
engines burning more fuel to produce AIR SYSTEM Failed due to normal wear.
Poor Oil Quality
more horsepower.
A common cause of premature failure of the turbocharger bearings is poor
In a diesel engine, air and fuel must be
quality oil. These bearings spin at speeds up to 100,000 rpm and must withstand
burned in the proper ratio to produce
temperatures as high as 450˚ F. Lube oil which is depleted or contaminated is not
power, maximize efficiency, and AFTERCOOLER
capable of providing adequate protection to the bearings. Sudden or hot engine
minimize exhaust emissions.
shutdowns from high speed and load will cause cooking of poor quality oil on the
The turbocharger is basically an air HIGH PRESSURE
turbocharger shafts and bearings resulting in eventual turbocharger failure.
TURBOCHARGER
pump that uses the energy of the
ENGINE
escaping exhaust gases to compress Dirt Ingestion
and pump inlet air into the cylinders. Failed due to poor oil quality.
Dirt ingestion through the inlet air system causes erosion of the vanes on the
Otherwise wasted exhaust energy compressor wheel. This erosion causes an out-of-balance condition which results
is recovered and used to compress in bearing failure.
the inlet air. Exhaust gases flow from
Dirt can also enter the turbocharger bearings and lube oil supply to the bearings
the cylinders, through the exhaust LOW PRESSURE
TURBOCHARGER causing very rapid wear any time that the turbocharger oil lines are removed. This
manifolds to the inlet, or turbine side
FROM could occur during any repair to the engine which requires turbocharger removal.
of the turbocharger. The exhaust gases AIR FILTER
Turbocharger oil passages and oil lines must be properly capped during repairs
then travel from the turbine to the
to avoid dirt ingestion. When dirt ingestion does occur, the type of dirt is often
mufflers and exit the exhaust system.
Air flow through the engine exhaust system. highly abrasive. Turbocharger bearing life can be very short following this type of
The energy from the moving exhaust contamination. Proper contamination control practices during any repair to the engine
Failed due to dirt ingestion.
gases passing through the turbine are essential to turbocharger bearing life. If the turbocharger has failed then it is also
section of the turbocharger causes TURBOCHARGER essential to properly clean the oil lines to remove debris from the failed unit.
the blades of the turbine wheel to
spin at very high speeds. The turbine Hot Engine Shut Down
wheel is mounted on a shaft that has Turbochargers carry a tremendous heat load during normal operation. The bearings
a compressor wheel on the other end. are protected by lube oil flowing through them, which provides lubrication and
The spinning turbine wheel drives the carries away heat. Shutting down a hot engine does not allow adequate time for
shaft, and causes the compressor the turbocharger to cool. When the engine is shut down, lube oil flow stops. The
wheel on the other end to turn at excessive heat in the turbocharger causes the oil in the bearings to cook into a hard,
high speeds. The rapidly spinning Failed due to hot engine shut down. carbon-like substance. This substance restricts oil flow through the bearings and
compressor wheel draws clean air results in bearing failure when the engine is re-started. Typical cool down period is
from the air filters and inlet piping, and Compressor one minute at idle before shutting off engine. Check the machine owner / operation
pressurizes from atmospheric pressure wheel
manual for specific machine model guidelines.
to as much as 42 psi. The pressure of
the compressed inlet air is known as
Journal & thrust turbine wheel
“boost pressure”. bearing


SUMMARY OF WEAR &
FAILURE CAUSES
Aftercooler aftercooler Inlet Air & Exhaust System
intake air in
Coolant at up to 335˚
The act of compressing the inlet air causes it to reach OUT
temperatures of up to 335˚ F. This high temperature air Defects or problems in the air inlet and exhaust systems can cause accelerated
is unsuitable for combustion. Peak combustion efficiency abrasive wear or catastrophic damage to the core engine components. The single
requires the cylinder be filled with the maximum amount most common problem is:
of cool dense inlet air. Excess heat is removed from the
DUST INGESTION
compressed inlet air by passing it through a heat exchanger.
The aftercooler is a heat exchanger that is simply comprised • Causes accelerated abrasive wear of piston rings and liners
of a series of metal tubes through which the hot inlet air • Most often caused by inlet leaks around flexible joints in air inlet piping
flows. Heat from the inlet air flowing inside the tubes is • May also be caused by defective or damaged air filters, or poor maintenance
absorbed through the tube walls and carried away. intake air practices
out at 180˚-200˚
There are two types of aftercoolers: Other contributors to accelerated wear and failure include:
Coolant
in at 180˚ • Plugged air filters
AIR-TO-AIR
In an air-to-air aftercooler, air is pumped through the • Turbo failures
aftercooler housing and absorbs heat dissipated through • Coolant to air leaks in the aftercooler
the tube walls. This action transfers heat from the boost air • Hydraulic lock
within the tube to the cooler air in the housing. With the exception of aftercooler leaks, these causes are directly related to
JACKET WATER maintenance practices, and are avoidable. Proper machine operation and high
Jacket water aftercooler systems or separate circuit quality maintenance can eliminate most causes of accelerated wear and failure
aftercooler systems use coolant pumped through the related to the air inlet and exhaust system.
aftercooler housing to absorb heat. The heat is carried by
the coolant to the radiator where it is dissipated through the
radiator.
The temperature of the compressed inlet air leaving the heat
exchanger is reduced to about 190˚ F. The cooled inlet air
then travels through the intake manifolds on the engine and
into the cylinders for combustion.
Causes of Premature Wearout and

Failure on Aftercoolers
One of the more common causes of damage to the

aftercooler is failure of the turbocharger compressor wheel.
Catastrophic failure of the compressor wheel can cause
physical damage to the aftercooler tubes resulting in coolant
leakage into the inlet air stream on jacket water systems.
Poor coolant maintenance may cause pitting and corrosion of
the aftercooler tubes resulting in water to air leakage. Water
leaking into the cylinders after the engine is shut down
usually causes hydraulic lock and major engine damage.


Cooling
system Jacket Water Cooling Circuit
The jacket water cooling circuit dissipates JACKET WATER COOLANT FLOW
excess heat from the engine and most machine SHUNT TANK
system coolers except the aftercooler and THERMOSTAT
HOUSING
front brakes. Cooled engine coolant flows from
the bottom of the radiator to the inlet of the
jacket water coolant pump. The water pump
Diesel engines operate by converting the creates coolant flow through the engine and
heat energy from diesel fuel into usable 30% various machine system coolers. Excess heat
mechanical energy. Ideally, 100% of the heat from the engine and coolers is transferred
produced could be converted into mechanical to the engine coolant which flows back to ENGINE OIL COOLER
the thermostat housing. If the temperature
energy. In reality, a four-stroke diesel engine
7% of the coolant is above the desired engine
is only about 33% efficient. Roughly 67% RADIATOR
operating temperature, the coolant is directed
of the heat produced is dissipated by the to the radiator. If the temperature of the REAR BRAKE
TORQUE CONVERTER/
JACKET
OIL COOLER WATER
following means: coolant is below the desired engine operating TRANSMISSION OIL COOLER
PUMP
33% 30% temperature, the thermostat directs the coolant Coolant flow through the jacket water circuit.
• 30% cooling system
through a bypass circuit back to the water pump
• 30% exhaust system inlet. Bypassing the radiator causes coolant
• 7% radiated by the engine temperature to rise and helps the engine warm
up quickly to normal operating temperature.
The cooling system performs several
The bypass circuit is connected to a shunt
functions which are critical to proper machine COOLING SYSTEM tank which contains additional coolant under
operation: pressure. The shunt tank provides a positive
pressure at the water pump inlet to prevent
a) Maintains proper engine temperature for optimum
cavitation during high coolant flow conditions.
performance
b) Cools compressed inlet air to optimize combustion
c) Dissipates excess heat from other machine systems
Aftercooler Cooling Circuit
and components, such as:
• Engine lube oil
The aftercooler circuit dissipates excess heat SHUNT TANK AFTERCOOLER COOLANT FLOW
• Brakes
from the aftercooler and front brakes. Cooled
• Powertrain engine coolant flows from the bottom of the
• Steering and fan radiator to the inlet of the aftercooler water FRONT BRAKE
AFTERCOOLER AFTERCOOLER OIL COOLER
• Turbochargers pump. The pump creates coolant flow through
the aftercooler and front brake coolers. Excess
Cooling systems on large mining trucks
heat is transferred to the coolant which flows
typically have two separate cooling circuits: DIVERTER
directly back to the radiator. No thermostat or
VALVE
• Jacket water bypass circuit is needed because maximum
cooling on both the aftercooler and front brakes
• Aftercooler
is desirable. A small amount of coolant also
These circuits are roughly equal in size, with flows to the air compressor for cooling.
each flowing through different halves of the
RADIATOR AIR
radiator. COMPRESSOR
AFTERCOOLER
WATER PUMP
Coolant flow through the aftercooler circuit.

32 EUI FUEL INJECTOR engine Systems 33

SUMMARY OF WEAR
AND FAILURE CAUSES
Engine lube
system
Cooling System
Problems in the cooling system can cause accelerated erosion or catastrophic

damage to the core engine components. The single most common problem is
poor coolant quality. Which causes accelerated cavitation erosion of cylinder liners,
corrosion, and failure of waste pump seals. The lube system is the simplest, but most critical LUBE SYSTEM
system of all to avoid damage to core engine
Low Quality Coolant or Low Coolant level
components. Providing adequate lube pressure and
• Not maintaining adequate levels of coolant additives keeping lube oil clean, cool and in good condition is
• Using coolant that does not meet Caterpillar’s minimum recommendations essential to prevent accelerated wear or failure of
• Not keeping the cooling system topped off piston rings and liners, main and rod bearings, and
• Using coolant past its useful life
valvetrain components.
Other cooling system problems which can damage core engine components
include:
Lube System Operation
Coolant To Air Leaks In The Aftercooler
• Causes hydraulic lock The engine oil pump provides the flow of oil to the engine lube system. Oil is
drawn from the main oil sump through a screen into the inlet of the oil pump. A
Radiator Or Hose Failures scavenge pump also draws oil from the smaller sump at the rear of the engine and
• From reusing old radiators and hosing when a new engine is installed transfers that oil to the main sump.
• Failure to service the coolant relief valve Oil flows from the outlet of the oil pump to the cooler bypass valve. Under normal
Hose failures can result in a sudden coolant loss causing a very rapid increase in operating conditions, oil flows from the bypass valve, through the oil cooler, back
temperature and cracked cylinder heads. to the bypass valve, and then to the engine oil filters. If the oil is cold and thick,
or if the cooler is plugged, the bypass valve will shut off flow to the cooler and
With the exception of aftercooler leaks caused by excessive vibration, most
bypass the flow of oil directly to the engine oil filters.
cooling system problems can be avoided with proper maintenance practices.
The filter base for each engine oil filter contains a bypass valve. Under normal
operating conditions, the bypass valve is closed and oil flows through the oil filters
and then to the engine lube circuit. However, if the oil is cold and thick, or if a
filter is plugged, the bypass valve will open and allow unfiltered oil to flow to the
lube circuit. It is essential
to maintain an adequate ENGINE LUBE SYSTEM
amount of lube flow and
lube pressure. Supplying
ENGINE OIL RENEWAL
dirty oil due to plugged SYSTEM SOLENOID
filters causes accelerated
TO FUEL TANK
abrasive wear of internal
engine components. ENGINE
OIL COOLER BYPASS VALVE SCAVENGE
Inadequate lube flow and PUMP
supply pressure can cause
catastrophic failure due to ENGINE OIL PUMP
FULL-FLOW ENGINE
lack of lubrication. OIL FILTERS
Oil flow through the engine lube system.


very small soot particles in the combustion gases. Some of Removing Soot With Barrier Filtration
Full Flow Oil Filters
the combustion gases leak past the piston rings and into the
engine crankcase. These soot particles and other combustion A barrier filter is an additional filter added to the engine of some of these systems may vary widely from what is
Full flow filters are installed in the engines‘ lubrication products are mixed with the oil in the sump and build up in lube system that is much more efficient at removing small advertised by the vendor. For example, a bypass filter may
system to remove harmful contaminants that can cause the oil over time. particles than the full flow engine oil filter and therefore be very effective at removing the large, agglomerated soot
abrasive wear. In order to accommodate all of the oil pump able to remove some of the soot carried in the oil. Because particles that exist with older engine oil formulations but
Individual soot particles are smaller than a micron in
flow and last the full service interval, full flow oil filters of this efficiency, however, this device would have to be the same bypass filter may be unable to remove any soot
diameter. Although many soot particles may only be about
cannot remove the smallest contaminants with perfect extremely large in order to handle the full output of oil flow particles when soot is finely dispersed by modern engine
1/2 micron in diameter, they are highly abrasive, and have
efficiency. In the past a balance was struck between the from the engine oil pump and therefore are impractical to oils. The confusion over bypass filter performance has been
a natural chemical attraction to bond together into larger
particle size that the engine could tolerate without rapid wear be used in this manner. A solution, however, is to only filter compounded by the fact that until recently no industry
abrasive particles. These large soot particles can cause
and the particle size that could be removed by a filter without a small percentage of the oil pump output flow. With this standard existed for the method to test bypass filtration
accelerated wear and failure of core engine components.
restricting oil flow to the engine. A large part of this balance method all the oil is not passing through the filter at once devices. Bypass filtration devices supplied by Caterpillar have
Modern oils have very effective soot dispersant additives
was determined by the size of the soot that contaminated and so the system can be reduced to an appropriate size. been tested and approved by Caterpillar and are backed by
that overcome the chemical attraction and keep soot
diesel engine oil. Over the engine oil’s life the entire sump volume will still Caterpillar warranty. Devices supplied by other vendors have
particles in suspension in the oil. This presents a different
pass through the bypass filter several times. This system is not been tested by Caterpillar and the use of these devices
Older engine oils did not have effective soot dispersant problem. Even though small soot particles are less abrasive
usually not fit to the engine from the factory but is added is at the discretion of the machine/engine owner.
additives. Soot particles have a chemical attraction which than bigger particles, large numbers of small soot particles
later as a retrofit.
causes them to agglomerate together in larger, highly can still cause accelerated wear. The concentration of small There are two basic types of bypass filtration:
abrasive masses. With enough soot in the oil these soot particles in the oil increases over time because the While many different types of bypass filtration systems are
• Centrifugal filters
agglomerations could plug the full flow oil filter. Older full flow particles are far too small to be removed by the oil filters. available as aftermarket retrofits the actual performance
• Barrier filters
oil filters used more coarse filter media to allow some of the The production of soot and rate of soot build-up in the oil
smaller particles to pass through the media to avoid plugging gets rapidly worse with increases in operating altitude. There
the filter before the end of the service interval. Modern high are several methods to control soot levels in the oil.
quality engine oils contain effective soot dispersant additives
which reduce the chemical attraction that causes soot Increase Oil Change Frequency
particles to bond together. The soot dispersants keep the This is an effective method but far too expensive to be
very small soot particles dispersed in the oil which allows the economically viable. Depending on fuel sulfur levels, load
efficiency of the filter media in newer full flow filters to be factor, idle time and altitude, oil change intervals may be BYPASS FILTRATION SYSTEM
increased without the risk of plugging. reduced to 50 – 150 hours.
In many cases the performance of the oil filters did not keep
Remove Soot With Oil Filters
up with the ability of the oils to keep soot in suspension.
Cellulose (paper) based oil filters are now available that A few filter marketers have claimed their filters could control
increase filtration efficiency to better protect engine soot levels. Although most oil filters will trap some soot, the BYPASS
FILTER
components from wear while still maintaining change amount is very small compared to the large volume of soot
intervals and without increasing system restriction. Synthetic in the oil. Lab tests have shown that oil filters are ineffective
media (100% fiberglass) oil filters are also available and can at controlling soot levels in the oil.
significantly reduce the level of very small particles in lube oil
while still maintaining proper flow to the engine. Due to their
higher cost, synthetic filters are offered as a premium, high
performance filter for customers who want to maintain the
cleanest engine oil possible.
Soot ENGINE OIL PUMP

FULL-FLOW ENGINE
OIL FILTERS
Modern engines with electronic fuel systems and controls
burn fuel more completely and produce far less visible
smoke from the exhaust stack. However, a byproduct of the
improved combustion is a large increase in the number of
Soot particles agglomerating together.


REMOVE SOOT WITH CENTRIFUGAL FILTERS Oil Renewal System
One type of bypass filter is a centrifuge, which works by spinning oil at a very
high velocity. The centrifugal force acting on the soot particles forces them to the Most large Caterpillar mining machines FUEL SYSTEM
outside of the centrifuge where they are trapped. While centrifuges may work offer an optional system to meter oil
better than full flow engine oil filters, they may also require the use of oil without into the fuel tank and control soot
ENGINE FUEL
soot dispersant additives in order to promote the agglomeration of soot into levels by consuming contaminated PRESSURE
BLOCK
larger particles with more mass. While centrifuges may remove a small amount crankcase oil at a controlled rate. An ENGINE OIL REGULATOR
of soot from the oil, the volume of soot removed is insignificant compared to the electronically controlled metering valve FUEL RENEWAL
TANK SOLENOID
amount of soot held in suspension by modern, highly dispersant oils. Centrifuges controls a very small flow of filtered
PRIMARY
require oils with little or no dispersants to be even partially effective. Even then, lube oil from the engine block into the FUEL FILTER CYLINDER
HEAD
the amount of soot trapped by a centrifuge is insignificant when compared to the fuel return to the tank line. The normal
FUEL
amount held in suspension in the oil. ratio of oil consumed to fuel consumed FUEL TRANSFER
HEATER PUMP FUEL
Most soot particles are so small that they have inadequate mass to be propelled is about .5%. This can be adjusted
PRIMING
by centrifugal force through the viscous oil to the outside of the centrifuge. from .25% to .75% to match operating PUMP
Centrifuges also tend to be expensive, and labor intensive to clean for reuse at Centrifugal filter used to remove a small amount of soot conditions.
from oil. CYLINDER
service intervals. Oil filters, which claim to remove soot by spinning oil inside the ENGINE HEAD
ECM
filter, are far less effective than an actual centrifuge.
Barrier Type Bypass Filters SECONDARY

FUEL FILTERS
Engine oil can also be bypassed through a filter element to remove soot. The Oil flow from the Oil Renewal System through the fuel system.
element may be made of a cellulose based material or it may be made from a fully
synthetic material. In either case this is a much more efficient filter than the full
flow engine oil filter and is able to trap a part of the soot carried in the oil. A barrier Replacement oil is added to the crankcase during refueling. Reduced Disposal Cost For Used Oil
type bypass filter is preferred over a centrifuge because the barrier type is able This Oil Renewal System has several significant advantages:
to function better under different engine RPM cycles and on slopes and grades. In many parts of the world, used engine oil is considered
A centrifuge must maintain peak speeds to remove soot. These speeds become Effectively Controls Soot Levels hazardous waste resulting in disposal costs that equal
difficult to maintain as an engine speedcycles and machines operate on grades. Maximum soot levels can be controlled by electronically or exceed the cost of new oil. The cost of adding and
adjusting the oil consumption rate to match operating consuming new oil is offset by reduced disposal costs.
Burn Soot With The Fuel
conditions. Improved Fuel System Life
In large diesel engines, the most effective method of controlling soot levels in
the crankcase is to consume it by mixing a controlled amount of oil with fuel and Extended Oil Change Intervals Most modern diesel fuels are treated to remove sulfur.
burning it. The consumed oil is then replaced with new oil. The controlled mixing Engine oil change intervals can usually be increased from This process also reduces fuel lubricity, and increases the
and combustion of engine oil with the fuel is common in the mining industry in 500 hours to 4,000 hours. However, oil filter change intervals probability of unit injector failure due to water in the fuel.
most parts of the world. However, it is not generally used in smaller engines or in remain at 500 hours. Small amounts of lube oil in the fuel significantly improve
A barrier filter is a more efficient method of removing soot
on-highway engines where widely varied federal, state, and local environmental from oil. fuel lubricity, and make the unit injectors more resistant
laws and regulations make it impractical. Filter Change Intervals to scuffing and seizure failures from water. However, the
It is important to note that while the oil life may be addition of engine wear debris and soot from the engine
extended by using ORS, the oil filter and fuel filter change oil may shorten fuel filter life in some cases. When using
intervals remain the same. Filter change intervals must still ORS, it is essential to use the highest quality fuel filters
be followed as indicated in the Caterpillar Operation and available to prevent engine wear debris from damaging the
Maintenance Manual. fuel injection system.


SUMMARY OF WEAR
AND FAILURE CAUSES
Engine Lube System
The installation of aftermarket devices on Caterpillar engines and machines often
raises questions regarding whether the warranty will be affected in the event of
Problems in the lube system can cause accelerated abrasive wear or catastrophic
a failure. The following is Caterpillar’s warranty statement regarding the use of
failure of core engine components. By far, the single largest problem is:
aftermarket devices.
Short Engine Life Due To Excessive Soot In The Oil
AFTERMARKET PRODUCTS AND WARRANTY • Microscopic soot particles accumulate in the oil very quickly due to more complete
NOTICE combustion on many newer emission controlled engines.

• Soot particles are highly abrasive and cause accelerated wear of piston rings,
cylinder liners, and valvetrain components.
When auxiliary devices, accessories or consumables (filters, oil, additives,
• At high altitudes soot levels may increase too fast to control by changing oil.
catalysts, fuel, etc.) made by other manufacturers are used on Caterpillar
• Soot particles are too small to be effectively trapped with oil filters or centrifuges.
products, the Caterpillar warranty is not affected simply because of such
use. Failures that result from the installation or usage of other manufacturers’
auxiliary devices, accessories or consumables, however, are not Caterpillar Other lube system problems which can damage core engine components include:
factory defects and therefore are NOT covered by Caterpillar’s warranty. Poor Quality/low performance Engine Oil Poor Maintenance Practices
Caterpillar is not in a position to evaluate the many auxiliary devices, accessories
or consumables promoted by other manufacturers and their effect on Caterpillar Inexpensive oils often have poor quality/low performance • Contamination of new oil due to poor handling or lack of
products. Installation or use of such items is at the discretion of the customer additive packages that cannot provide adequate performance filtration.
who assumes ALL risks for the effects that result from this usage. Furthermore, or protection. • Adding contamination to the lube system by pre-filling oil
Caterpillar does not authorize the use of its trade name, trademark, or logo in a filters.
Extended Oil Change Intervals
manner which implies our endorsement of these aftermarket products. • Extending oil change intervals past the oils useful life.
• Extending oil change intervals past the usable life of the
Fuel Dilution
oil results in increased soot levels, additive depletion and
degraded lubricity and oil performance. Contamination of oil due to fuel dilution reduces oil viscosity
and promotes premature wear. The maximum amount of
fuel dilution allowed is 4 percent.


Engine Fuel
System PRE-INJECTION INJECTION END INJECTION FILL A detailed explanation of how injectors
work, the effects of dirt and water
in the fuel, bulk fuel filtration and
recommended cleanliness can be
found in the following booklet:
The fuel system is the most sophisticated, expensive and critical of all engine
systems. Engine performance, economy and durability depend on proper
performance of the fuel system. Keeping fuel very clean and using high
quality, high efficiency fuel filters will allow the fuel system components to
perform properly until the engine reaches overhaul life.
Fuel System Operation 4 STAGES OF INJECTION
Supply fuel is drawn from the fuel tank, through the primary fuel filter and into Unit injectors pressurize fuel for injection up to 30,000 psi at rated engine speed.
the inlet port of the gear-type fuel transfer pump. Pressurized fuel flows from However, only a portion of the pressurized fuel drawn into the injector is actually
the outlet port of the fuel transfer pump through the engine Electronic Control injected into the cylinder to produce power. The remainder of the pressurized fuel
Module (ECM). The fuel provides cooling to the ECM to remove excess along with the excess supply fuel flows into a common return line back to the fuel
tank. A fuel pressure regulator in the return line restricts return flow to maintain Improving Component Durability –
heat produced by the electronic components inside. Pressurized supply fuel
the desired fuel supply pressure. Crankcase oil from the Oil Renewal System is Fuel Systems
flows from the ECM through the High Efficiency secondary fuel filters to also metered into the return side of the fuel pressure regulator.
Form number: SENR9620-01
the fuel supply passages in each cylinder head, and to each unit injector.
The fuel returned to the tank is hot from being pressurized for injection or from
The volume of supply fuel removing heat from the cylinder head.
flowing through the cylinder More recent engine fuel system
The hot return fuel mixes with cooler fuel in the fuel tank, which dissipates
head is about 3 - 4 times the FUEL SYSTEM
designs used a highly pressurized fuel
excess heat through the tank walls into the surrounding air. This cycle of drawing
amount being injected into rail connected to all the cylinders. The
cool supply fuel from the tank and returning hot fuel occurs continuously. It is
“injector” does not pressurize the fuel,
the cylinder. The unneeded important to maintain an adequate level of fuel in the tank to prevent the fuel from
it meters the fuel flow to the cylinders.
supply fuel flows past the cycling through the engine too rapidly. It is a good practice to keep the fuel tank at
A main fuel pump generates the
injectors and removes least 1/4 full to prevent fuel heating in high ambient temperatures.
25,000 psi fuel pressure in the fuel rail.
some of the excess heat of Unit injectors produce injection pressures up to 30,000 psi and inject the precise
Fuel system tolerances, whether in
combustion. Keeping the quantities of fuel into the cylinder in about 5/1,000th of a second. This injection
the injector fuel system or the rail
injectors cool is necessary cycle is repeated literally millions of times during the life of the engine. Unit
fuel system, are at in the range of
injectors will perform properly until engine overhaul if the supply fuel is kept free
to prevent fuel inside only a few microns. Systems are very
of dirt and water. The use of High Efficiency fuel filters is essential to remove
the injector nozzle from abrasive particulate debris from the fuel. Even microscopic abrasive particles can
sensitive to contamination. Use of high
becoming so hot that it turns efficiency filters is required for system
cause accelerated injector wear.
performance and life. Fuels also need
to asphaltines and causes the
If latent water in the fuel is a problem, the water can be removed by installing to be very clean in bulk storage and
injector to fail. a water separator on the machine or using bulk filtration on the fuel supply fuel delivery trucks so the fuel goes
tank. Excess water in the fuel can cause injector seizure and contingent engine into the machine clean. This help
damage. prevent low hour fuel filter plugging.


SUMMARY OF WEAR &
FAILURE CAUSES
DRIVING
DOWN COSTS
Engine Fuel System
Fuel system problems are largely confined to accelerated Injector Sticking Or Seizure Due To Fuel
abrasive wear or seizure of unit injectors. Injector seizure Overheating
may also result in contingent damage to valvetrain
• Fuel inside the injector nozzle becomes so hot that it
components. The single largest problem is: The key to reducing engine life cycle costs is to utilize all of the wear life built
“cooks” and produces varnish and carbon deposits, which
Short Unit Injector Life Due To Excessive Abrasive causes components to stick or seize. into the engine and eliminate unplanned failures. This often requires some
Particles In The Fuel • Fuel inside the nozzle also becomes so hot that viscosity changes in the way in which a machine is used in production and how it is
is inadequate and the fuel film thickness will not provide maintained. Understanding how components operate and what causes them
• Microscopic abrasive particles damage the precision
adequate protection against scuffing or seizure of the
sealing surfaces in the injector, causing internal leakage of to fail is essential to eliminating practices which cause accelerated wear or
plunger and barrel.
high pressure fuel and low engine power.
• Fuel overheating can be caused by operating in extreme
premature failure.
• Abrasive particles are inherent in most fuels. Some fuels
ambient temperatures. An auxiliary fuel cooler installed in
have very large amounts of abrasives.
the fuel supply line to the cylinder heads may be required
• Most abrasive contaminants can be removed by using
to limit fuel temperatures.
High Efficiency secondary fuel filters and installing new A quick summary of the most common causes of short engine life are:
• Running the fuel tank too low, or running out of fuel
filters before plugging occurs.
causes the fuel to cycle through the engine too frequently Common causes of short engine life
and become very hot. This can be avoided by keeping fuel
Other problems which can damage unit injectors tank levels at 1/4 full or above.
include:
Poor Quality Fuel
Injector Seizure Due To Excess Water In The Fuel
• Fuel may be too low in viscosity or lubricity. Fuel which is
• There is always a very small amount of dissolved water in
old or oxidized often contains excessive gums or resins
the fuel, which is harmless.
which promotes injector sticking or seizure.
• Excess latent water in fuel reduces the lubricating film
strength of the fuel and causes seizure of the injector Unit injectors are designed and manufactured to last the life
plunger and barrel. of the engine to overhaul. Premature wear out and failure
• The maximum amount of allowable water in fuel is 0.1% caused by dirty fuel can be avoided by using very clean fuel.
(100 parts per million).
High Pressure Rail -Bank 1
POOR QUALITY/LOW PERFORMANCE OIL Dust Ingestion Excessive Soot In The Oil
• Inexpensive new oil with inadequate • Causes accelerated abrasive wear of • Microscopic soot particles
oil additives piston rings and liners accumulate in the oil very quickly
• Oil not meeting minimum • Most often caused by inlet leaks due to more complete combustion
performance requirements around flexible joints in air inlet on many newer emission controlled
High Pressure Rail -Bank 2
• Extended oil change intervals which piping engines
Drain
exceed usable oil life • May also be caused by defective • Soot particles are highly abrasive
Injector • Oil contaminated with dirt or failure or damaged air filters, or poor and cause acceleration of piston
Seat Leak debris maintenance practices rings, cylinder liners, and valvetrain
Pressure
Control components
Advanced Efficiency Fuel Valve
Secondary Transfer Advanced Efficiency • At high altitudes soot levels may
Fuel Filters Pump Breather Filters increase too fast to control by
High Pressure
Injection Pump Fuel changing oil
Tank
• Soot particles are too small and too
Injector Pressure Optional Primary Fuel
Drain Pressure Electric Filter / Water numerous to be effectively trapped
Injector Seat Leak Pressure Priming Pump SeParator with standard oil filters or centrifuges
Fuel flow through the fuel system.

44 engine systems DRIVING DOWN COSTS 45

SUMMARY Improving component
Durability Series
Engines represent approximately 35% of the maintenance and repair costs of

the machine drivetrain major components. In addition, engines, as example,
in a mining 793 mining truck can average 40 gallons of fuel per hour, or over
600,000 gallons in one engine life cycle. The value of the fuel is one of the
top machine owning and operating costs worth 10 times the cost of engine
maintenance and rebuild.
Achieving optimum engine life and engine performance efficiency has a

significant impact on machine cost per hour.
FUEL SYSTEMS Final Drives and POWERSHIFT COMPONENT REMOVAL
Proven ways to achieve optimum life SENR9620 English
SRNR9620 Russian
Differentials
SEBF1015 English
TRANSMISSIONS
SEBF1016 English
and INSTALLATION
SEBF1017 English
S8NR9620 Bahasa SRBF1015 Russian SRBF1016 Russian SRBF1017 Russian
• Use top quality oils • Maintain fuel tank at least 25% full in high 40 PAGES S8BF1015 Bahasa S8BF1016 Bahasa S8BF1017 Bahasa
SSBF1015 Spanish 40 PAGES 24 PAGES
ambient temperature application 44 PAGES
• Change oils on schedule
• Use machine pre-lube before starting
• Inspect machine and systems
engine
- Daily check – leaks
- PM inspection checklist – condition • When an engine is rebuilt and installed
• Monitor VIMS information - Recondition radiator – replace belts, hoses, and
thermostats
• Use oil analysis to measure wear - Recondition or replace oil coolers
- Recondition or replace aftercooler
• Use IR oil analysis to monitor oil condition
- Recondition or replace fan drive
- Soot level
- Recondition air intake and exhaust system –
- Oxidation test for leaks
- Viscosity - Recondition or replace wiring harness and sensors
• Use high quality engine, air, and fuel filters - Adjust engine valves at 250 hours ENGINES HYDRAULICS Managing Fluid Improving Component
SEBF1018 English SEBF1019 English Cleanliness Durability Series
- Immediately correct any plugged filter warnings • Operational SRBF1018 Russian SRBF1019 Russian SEBF1020 English SEBF1021 English
S8BF1018 Bahasa S8BF1019 Bahasa SRBF1020 Russian SRBF1021 Russian
• Use clean fuels - Avoid overspeed situations 48 PAGES SCBF1019 Chinese S8BF1020 Bahasa S8BF1021 Bahasa
- Avoid long periods at idle 44 PAGES 44 PAGES
• Allow a cool down at idle before turning off

the engine Improving Component Durability Series: This series of high quality booklets
contains full-color graphics and easy-to-understand explanations of the main causes
of wear and failure in major system components. Special attention is given to
practices that cause accelerated wear, and how to dramatically improve component
life in many applications.

46 engine systems Improving Component Durability Series 47

© 2012 Caterpillar Inc. All rights reserved
Printed in U.S.A.
SEBF1018-02 01/12
CAT, CATERPILLAR, their respective logos, and “Caterpillar Yellow,” as well as corporate and product
identity used herein, are trademarks of Caterpillar and may not be used without permission.
ICDENGN-SEBF1018-02_U3.indd 48 1/4/12 1:20 PM

SEBF1018 02 Engines

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IMPROVING COMPONENT DURABILITY

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Improving Component durability

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LUBE SYSTEM FUEL SYSTEM

IMPROVING COMPONENT DURABILITY IMPROVING COMPONENT DURABILITY

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OHT Component Rebuild Costs

IMPROVING COMPONENT DURABILITY IMPROVING COMPONENT DURABILITY

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The basic wear parts in an engine Cylinder CYLINDER BLOCK

IMPROVING COMPONENT DURABILITY IMPROVING COMPONENT DURABILITY

ICDENGN-SEBF1018-02_U3.indd 8-9 1/4/12 1:19 PM

Oil Control Rings • Poor quality • Low quality

IMPROVING COMPONENT DURABILITY Improving Component durability

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IMPROVING COMPONENT DURABILITY IMPROVING COMPONENT DURABILITY

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IMPROVING COMPONENT DURABILITY Improving Component durability

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IMPROVING COMPONENT DURABILITY Improving Component durability

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Poor Oil Quality

Oil with low viscosity allows metal-to-metal contact

IMPROVING COMPONENT DURABILITY Improving Component durability

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Cam lobe with fractures in the hardened surface.

IMPROVING COMPONENT DURABILITY IMPROVING COMPONENT DURABILITY

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• Inexpensive new oil with inadequate oil additives

Poor Oil or Fuel Quality

IMPROVING COMPONENT DURABILITY IMPROVING COMPONENT DURABILITY

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Problems in these systems are also frequent contributors to premature

AIR INTAKE & EXHAUST SYSTEM COOLING SYSTEM AIR MANIFOLD

LUBE SYSTEM FUEL SYSTEM

INTAKE & EXHAUST SYSTEM

IMPROVING COMPONENT DURABILITY Improving Component durability

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MULTI-STAGE AIR FILTRATION SYSTEM

DIRT EJECTOR PIPING TO

Air Inlet System Air Inlet Piping

Inlet air is directed from the pre-cleaner to the turbocharger

IMPROVING COMPONENT DURABILITY Improving Component durability

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IMPROVING COMPONENT DURABILITY Improving Component durability

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Causes of Premature Wearout and

One of the more common causes of damage to the

IMPROVING COMPONENT DURABILITY Improving Component durability

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Coolant flow through the aftercooler circuit.

IMPROVING COMPONENT DURABILITY Improving Component durability

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Problems in the cooling system can cause accelerated erosion or catastrophic

IMPROVING COMPONENT DURABILITY Improving Component durability

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Soot ENGINE OIL PUMP

Soot particles agglomerating together.

IMPROVING COMPONENT DURABILITY Improving Component durability

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Barrier Type Bypass Filters SECONDARY

IMPROVING COMPONENT DURABILITY Improving Component durability

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