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Introduction
NOTE: For Specifications with illustrations, make reference to Engine Specifications For G379, G398 & G399
Engines, Form No. REG01306. If the Specifications in Form REG01306 are not the same as in the Systems Operation
and the Testing and Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in
the book with the latest date.
Troubleshooting
Troubleshooting can be difficult. On the following pages there is a list of possible problems. To make a repair to a
problem, make reference to the cause and correction.
This list of problems, causes, and corrections, will only give an indication of where a possible problem can be, and
what repairs are needed. Normally, more or other repair work is needed beyond the recommendations in the list.
Remember that a problem is not normally caused only by one part, but by the relation of one part with other parts. This
list cannot give all possible problems and corrections. The serviceman must find the problem and its source, then make
the necessary repairs.
Troubleshooting Index
1. Engine Will Not Turn When Start Switch Is On.
2. Engine Will Not Start.
3. Misfiring Or Running Rough.
4. Stall At Low rpm.
5. Sudden Changes In Engine Speed (rpm).
6. Not Enough Power.
7. Too Much Vibration.
8. Loud Combustion Noise.
9. Loud Noise (Clicking) From Valve Compartment.
10. Oil In Cooling System.
11. Mechanical Noise (Knock) In Engine.
12. Gas Consumption Too High.
13. Loud Noise From Valves Or Valve Drive Components.
14. Little Movement Of Rocker Arm And Too Much Valve Clearance.
15. Valve Rotocoil Or Spring Lock Is Free.
16. Oil At The Exhaust.
17. Little Or No Valve Clearance.
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18. Engine Has Early Wear.
19. Coolant In Lubrication Oil.
20. Exhaust Temperature Is Too High.
21. Engine Has Low Oil Pressure.
22. Engine Uses Too Much Lubrication Oil.
23. Engine Coolant Is Too Hot.
24. Starter Motor Does Not Turn.
25. Alternator Gives No Charge.
26. Alternator Charge Rate Is Low Or Not Regular.
27. Alternator Charge Too High.
28. Alternator Has Noise.
29. Short Spark Plug Life.
30. Pre-Ignition.
31. Detonation.
32. Gas Supply Line Shutoff Valve Failure.
33. Instrument Panel Gauge Switches Do Not Stop Engine.
34. Instrument Panel Gauge Switches Prevent Engine Start.
35. Failure Of Overspeed Contactor Switch To Shutoff Engine.
36. Overspeed Contactor Stops Engine At Low Speed.
37. Solid State Magneto (Altronic).
Probable Cause:
If the crankshaft cannot be turned after disconnecting the driven equipment, remove the spark plugs and check
for fluid in the cylinders while turning the crankshaft. If fluid in the cylinders is not the problem, the engine must
be disassembled to check for other inside problems. Some of these inside problems are bearing seizure, piston
seizure, wrong pistons installed in the engine, and valves making contact with pistons.
Probable Cause:
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1. No Gas To Engine:
Check gas supply and pressure regulator. Reset shutoff valve in the supply line. Check carburetor throttle, and
linkage between carburetor and governor.
3. Timing Failure:
Check the ignition transformers for loose connection, moisture, short or open circuits. Check the low and high
tension wiring. Check the spark plugs for correct type and spark plug adapters. Check the magneto. Repair or
replace any component that shows signs of failure.
Check all carburetor adjustments. Be sure that throttle plate is open and that governor permits it to open fully.
Check the BTU content of the fuel based on lower heat value (LHV). If it is too low, a higher fuel pressure
(correct spring in the regulator), or a special carburetor may be needed. Inspect the fuel-air diaphragm for leaks,
dirt or wet fuel. Check the governor high idle and carburetor stop screw for low idle adjustments.
Cranking speed must be at least 150 rpm. Check condition of starting system. See Problem 24.
Hold in reset button of the magnetic switch while cranking to cut out (override) gauge switches.
Probable Cause:
1. Ignition Failure:
Check for leaks in gas supply. Check the line pressure regulator, shutoff valve and solenoid. If two or more
engines are used, be sure the common supply line is large enough. Regulator pressure should not change over the
normal load range. Inspect the regulator diaphragm for leaks and valve for correct seat contact. Check gas
pressure before and after the line pressure regulator. Check for restriction in balance line from carburetor to
regulator. Set valve clearances.
Probable Cause:
Check for attachment excessive loading. Reduce load and/or adjust throttle stop. If necessary, disconnect
attachments and test engine.
Probable Cause:
1. Governor Failure:
Look for damaged or broken springs, linkage or other components. Check governor-to-carburetor linkage or
other components. Check for correct spring. Check governor oil pump and bypass valve.
Check to see if leakage between governor and carburetor operates smoothly and has no free play. Make
adjustment to the governor and linkage as necessary.
Probable Cause:
Check air cleaner for restriction. Check inlet manifold pressure on turbocharged engines.
Check for damage to wiring, arcing, or bare wire. Check rubber boot over spark plugs for cracks or moisture.
7. Transformer Failure:
Check type of plug used. Install correct type. Inspect for gas leaks and/or cracked porcelain. Clean and set gap of
the plugs. Install new plugs if badly worn.
9. Wrong Timing:
Check for water leakage into cylinder, or combustion gases in coolant. Install new adapters.
Make a compression test on all cylinders. Any cylinder which has great difference from the others should be
inspected and cleaned.
Probable Cause:
Probable Cause:
2. Detonation:
3. Pre-Ignition:
Probable Cause:
Install new parts where necessary. Broken locks can cause the valve to slide into the cylinder. This will cause
much damage.
Check lubrication in valve compartment. There must be a strong flow of oil at engine high rpm, but only a small
flow of oil at low rpm. Oil passages must be clean, especially those sending oil to the cylinder head.
Probable Cause:
Probable Cause:
3. Defect In Attachment:
4. Broken Crankshaft:
Probable Cause:
3. Wrong Timing:
Probable Cause:
2. Broken Camshaft:
Problem 14: Little Movement Of Rocker Arm And Too Much Valve Clearance
Probable Cause:
Check lubrication in valve compartment. There must be a strong flow of oil at engine high rpm, but only a small
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flow at low rpm. Oil passage must be clean, especially those sending oil to the cylinder head.
If there is too much wear, install new rocker arms. Make adjustment of valve clearance according to the subject,
Valve Clearance.
If there is too much wear, install new valves. Make adjustment of valve clearance according to the subject, Valve
Clearance.
If there is too much wear, install new push rods. Make adjustment of valve clearance according to the subject,
Valve Clearance.
If there is too much wear, install new valve lifters. Make adjustment of valve clearance according to the Subject,
Valve Clearance.
Install new valve lifters. Check camshaft for wear. Check for free movement of valves or bent valve stem. Clean
engine thoroughly. Make adjustment of valve clearance according to the subject, Valve Clearance.
Check valve clearance. Check for free movement of valves or bent valve stems. Install a new camshaft. Make
adjustment of valve clearance according to the subject, Valve Clearance.
Probable Cause:
1. Broken Locks:
Broken locks can cause the valve to slide into the cylinder. This will cause much damage.
Probable Cause:
Look at both ends of the rocker arm shaft. Be sure that there is a plug in each end.
4. Turbocharger Leak:
Probable Cause:
Reconditioning of cylinder head is needed. Make adjustment of valve clearance according to the subject, Valve
Clearance.
Probable Cause:
Remove dirty lubrication oil. Install a new oil filter element. Put clean oil in the engine.
Inspect all gaskets and connections. Make repairs if leaks are found.
Probable Cause:
Install a new cylinder head gasket. Tighten the bolts that hold the cylinder head, according to the Specifications.
Probable Cause:
Remove restriction.
Probable Cause:
Check the operation of bypass valve. Install new oil filter elements if needed. Clean or install new oil cooler core.
Remove dirty oil from engine. Put clean oil in engine.
2. Too Much Clearance Between Rocker Arm Shaft And Rocker Arms:
Probable Cause:
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1. Too Much Lubricating Oil In Engine:
Remove extra oil. Find where extra oil comes from. Put correct amount of oil in engine. Do not put too much oil
in engine.
2. Oil Leaks:
Check operation of oil cooler. Install new parts if necessary. Clean the core of the oil cooler.
Probable Cause:
1. Restriction To Air Flow Through Radiator Or Restriction To Flow Of Coolant Through The Heat Exchanger:
Find out where gases get into the cooling system. Make repairs as needed.
Check water temperature regulators for correct operation. Check temperature gauge operation. Install new parts
as necessary.
8. Wrong Timing:
Probable Cause:
Probable Cause:
Inspect all cables and connections. Clean and tighten all connections. Make replacement of defective parts.
Probable Cause:
Inspect all cables and connections. Clean and tighten all connections. Make replacement of defective parts.
Probable Cause:
Probable Cause:
Check key groove in pulley for wear. If groove is worn, install a new pulley. Tighten pulley nut according to
Specifications.
3. Drive Belt And Drive Pulley For Alternator Are Not In Alignment:
Make an adjustment to put drive belt and drive pulley in correct alignment.
Probable Cause:
Check wiring diagrams in Systems Operation. Make change to the connection of wires to the primary coil of
transformers.
Probable Cause:
Clean and make adjustment to the plug gap. If worn install new plugs.
Inspect spark plug adapter gasket. Check spotface for adapter in head for roughness. Install a new adapter to
correct torque with the engine COLD.
Probable Cause:
Check for high engine room temperature or high temperature of water to aftercooler.
4. Overload:
5. Obstructions In Aftercooler:
Probable Cause:
1. Defect In Solenoid:
Probable Cause:
Check the wiring and tighten the connections at overspeed shutoff, water temperature gauge, oil pressure gauge,
magnetic switch, stop switch, valve solenoid in gas supply line and magneto.
Probable Cause:
1. Defective Wiring:
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Check for wiring contact to ground.
Check wiring in panel for ground and gauge switches for failure.
3. High Water Temperature Or Oil Pressure Gauge Switches Not Reset Or Failure Of Switches:
Permit engine to cool. Engage switches. Make adjustment or install new switches.
Probable Cause:
2. Wrong Adjustment:
Probable Cause:
1. Wrong Adjustment:
NOTE: The brightness of the neon bulb used in this tool indicates the required voltage of the spark plug only. It does
not reflect the output of the magneto.
2. Find which wire, in the primary magneto harness, (wire from magneto to transformer), is connected to the problem
cylinder. See Wiring Diagrams in Systems Operation.
3. Stop the engine and disconnect the magneto harness connector from the magneto.
NOTE: All ohmmeters must be "zeroed" (adjusted to read zero when the leads are connected together) before using.
Follow instructions with your meter.
All meters have a percentage of error because of the type of meter movement used. This error can be from 3 to 5%. A
variation between meters is normal.
4. Using an ohmmeter having a scale of RX1, connect the probes between the pin of the problem cylinder, (pin in
wiring harness), and a good ground. Read the resistance. The resistance should be between .1 and .2 ohms. If reading is
within specification the primary circuit is not defective. Proceed to Step 7.
A reading of less than .1 ohm indicates grounded primary wire or shorted primary in the transformer. A reading of
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more than .2 ohms indicates poor connections, defective primary in transformer, or poor ground connection.
5. To locate the defect, disconnect the primary wire from the transformer, (wire from magneto). Connect the ohmmeter
to the primary stud of the transformer and ground. Check resistance again. Correct reading is .1 to .2 ohms.
6. Connect the ohmmeter across the primary terminals of the transformer. Read the resistance. Correct reading is .1
to .2 ohms.
7. With the magneto harness still disconnected, remove the spark plug high tension lead from the spark plug. Do not
remove the transformer.
8. Using a scale of RX100 or RX1000, connect the ohmmeter between the spark plug connector and ground. The
resistance should be 5,000 to 8,000 ohms.
Incorrect reading: defective spark plug high tension lead, transformer or ground.
9. Remove the spark plug high tension lead from the transformer. Read resistance between high tension outlet of the
transformer to ground. The resistance should be 5,000 to 8,000 ohms.
Correct reading: defective spark plug high tension lead and/or connections.
10. Connect ohmmeter between the high tension outlet of the transformer and ground terminal of the transformer. The
correct reading is 5,000 to 8,000 ohms.
1. Disconnect the M1 terminal of the magnetic switch on the engine instrument panel. Try to start the engine.
2. Connect an ohmmeter between the wire that was removed from the magnetic switch M1 terminal and ground.
3. Remove the wiring harness connector from the magneto. Connect an ohmmeter between the G pin in the wiring
harness connector and ground.
a. Any resistance indication means that the wire is grounded. Replace or repair as required.
b. A reading of infinite indicates that the wire is not grounded. Defective magneto. Repair or replace the
magneto.
NOTICE
Be sure to reconnect the wire to the magnetic switch and the connector
to the magneto after the repairs are made.
Ignition System
Magneto
Make a test of the magneto on the engine in the same way as any other magneto: Check the condition (intensity) of the
spark at the spark plug. When testing, remember that the condition of the instrument panel components; magnetic
switch, stop switch, oil pressure gauge and water temperature gauge have an effect on the magneto output. A defect in,
or an activated overspeed shutoff contactor, and/or gas line solenoid valve can cause an indication of a defect in the
magneto.
A test of the Fairbanks Morse magneto can be used to find a defect in electrical components. The 2P2340 Magneto Test
Bench must be used to make the tests.
The Special Instruction Form No. GEG02059 comes with the test bench, and gives the test procedure. A disassembly of
the magneto is needed to test the components. Make reference to SCSA Solid State Magneto, Form No. REG01103 for
component test and replacement procedure.
To test the Altronic magneto refer to the Troubleshooting section, Solid State Magneto, Altronic.
1. Remove the cover for timing pointer from the right side of the flywheel housing.
2. Turn crankshaft in direction of engine rotation until desired piston is coming up on compression stroke. See Top
Center Timing Chart to find the correct flywheel marking.
3. Stop turning when desired timing mark is directly under flywheel pointer. See chart of Timing Advance for various
conditions such as gas used and compression ratio.
NOTE: After-top-center (ATC) timing, with engine stopped, is needed under some conditions. When flywheels with
no ATC marks are found, put a mark on the outside diameter of the flywheel by using the same dimensions from the
existing marks on the flywheel.
4. With magneto off the engine, remove timing bolt (8) and turn magneto drive until yellow mark (drilled hole) on
pulser gear is in center of opening.
NOTE: Flywheel marks shown are only an illustration of the before-top-center side of TC (top center) on the flywheel.
For exact timing degrees, see chart of Advance Timing.
Drive Tang And Drive Slot Positions (Viewed from the rear of the engine)
(9) Drive tangs and drive slots. (A) G399 Engine magnetos. (B) G379 Engine magnetos. (C) G398 Engine magnetos.
5. Put the tangs and drive slots (9) of the magneto in correct position for timing. The drive coupling can be pulled out,
then turned and pushed in to engage the gear teeth to correct the position.
6. Install the magneto. The drive tang and slot will engage.
7. To make a last timing adjustment, turn the magneto at the drive housing. Use of a timing light when the engine is
running at rated speed. Fasten timing light to plug terminal for cylinder shown in Top Center Timing Chart.
Magnetos are available in either clockwise or counterclockwise rotation. These engines need a counterclockwise
rotation magneto (CCW) as seen from the drive end. "CCW" is on the magneto name plate for identification of its
correct rotation.
1. Remove the cover for timing pointer from the right side of the flywheel housing.
2. Turn crankshaft in direction of engine rotation until desired piston is coming up on compression stroke. See Top
Center Timing Chart to find the correct flywheel marking.
3. Stop turning when the desired timing mark is directly under flywheel pointer. See chart of Timing Advance for
various conditions such as gas used and compression ratio.
4. The magneto timing marks (1) must be in alignment when the No. 1 piston is at the correct BTC position.
7. Position the magneto drive slots in proper position for timing. The drive coupling can be pulled out, then positioned
and pushed in for engagement.
8. Install the magneto. The drive tang and slot will engage.
9. Make final timing adjustment by rotating the magneto at the drive housing mounting and with the use of a timing
light when the engine is running at rated speed.
If the spark plug adapter does not have a covered seat, water leakage or detonation and preignition can be the result.
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Adapters are installed and removed with an 8S7227 Wrench and 8H8538 Socket.
Voltage to cause the spark will change with the spark plug condition and engine load. A new spark plug in an engine at
low idle will take 3,000 to 6,000 volts. At full load, this voltage will be 8,000 to 10,000 volts. When the gap of the
spark plug needs adjustment the voltage needed will be over 10,000 volts. Voltage needed will go higher if plug gap
adjustment is not made. Spark plugs start to cause the engine to run rough (fire erratically) when the spark plug voltage
needs go higher than 10,000 volts.
Plug gap must be kept at 0.36 0.03 mm (.014 .001 in.). The use of 1P1790 Firing Indicator is an aid for finding
ignition problems. Follow the instructions that come with the tool.
Put liquid soap on the seat groove of adapter (1) and seal. Install the adapter into cylinder head and tighten to a torque
of 205 14 Nm (150 10 lb ft). Spark plugs (3) must be installed to a torque of 35 5 Nm (26 4 lb ft) with 1P7424
Spark Plug Socket (4).
Adjustment of the gauges is made with a small hollow head screw wrench.
NOTE: Make sure the No. 1 piston is at top center on the compression stroke.
2. Mark the cluster gear C-mark and the crankshaft gear punch marked tooth with chalk. The back of the gears can be
marked for checking with a mirror after installation.
3. Install large cluster gear (1) so the C-mark on the cluster gear is in alignment with the punch marks on the tooth of
the crankshaft gear. Do this by looking through hole (7) in the crankshaft flange.
4. On 8 cylinder engines, tilt the large cluster gear and turn the balancer gear until the A-marks (4) are in alignment.
5. With the timing marks in alignment, slide the large cluster gear over the dowel (5) in the small cluster gear and
install the mounting bolts.
Install the idler gear with one of the "R" marks in alignment between two teeth on the crankshaft gear that have two
punch marks on each tooth.
The other "R" mark on the idler gear must be in alignment with "R" mark on the balancer gear.
Air flow through the air cleaner must not have a restriction of more than 381 mm (15 in.) of water difference in
pressure.
Back pressure from the exhaust (pressure difference measurement between exhaust outlet elbow and atmosphere) must
not be more than 864 mm (34 in.) for naturally aspirated and 686 mm (27 in.) for turbocharged engines measured
between the turbocharger outlet and atmosphere.
Use the 1U5470 Engine Pressure Group to check the pressure in the inlet manifold.
This tool group has a gauge to read pressure in the inlet manifold. Special Instruction Form No. SEHS8524 is with the
tool group and gives information on the use of the group.
Correct engine operating adjustments must be made to get correct results from the instruments and test.
By checking pressure of the inlet manifold and comparison of that pressure with the Fuel Setting Information, correct
analysis can be made of engine operating efficiency. This test can be used if engine horsepower is too low, but with no
other condition of engine problem.
Gas engines can burn a wide range of gaseous fuels. BTU content of fuel is a measure of the power content of the fuel.
The higher BTU content fuels need less gas pressure to get a specific horsepower. The fuel ignition is without the aid of
the spark if the compression is too high.
Low octane fuels burn so fast that the timing must be set back. With early timing and low octane fuel, the fast burning
fuel burns too much before the piston goes over top center. The result of this is "knocking".
The fuel-air ratio adjustment is made by changing the gas pressure. Too much gas makes a "rich mixture" and not
enough gas makes a "lean mixture." Either causes a loss of power. When Propane gas is used, the adjustment of the
fuel-air ratio is more difficult to make than when natural gas is used.
The BTU HHV (high heat value) of gaseous fuels is the unit of measurement of fuel heat content. The BTU LHV (low
heat value) content is more important. The combustion procedure forms carbon dioxide and water, but, the heat needed
for conversion of water into vapor is lost to the engine. The heat that can be used in the fuel is the LHV of the fuel. As
a rule, the LHV is 10% less than the HHV on natural gas. When BTU HHV is given, remember to change the
specification to BTU LHV so the result is correct.
Use the 8T470 Thermistor Thermometer Group to check the operation of the aftercooler.
Special Instruction Form No. SEHS8446 gives the procedures for using the 8T470 Thermistor Thermometer Group.
Turbocharger
Every 7200 hours or if any unusual sound or vibration in the turbocharger is noticed, a quick check of bearing
condition can be made without disassembling the turbocharger. This can be done by removing the piping from the
turbocharger and by removing the compressor impeller, turbine wheel and compressor cover. Rotate the compressor
and turbine wheel assembly by hand and observe by feeling excess end play and radial clearance. The rotating
assembly should rotate freely with no rubbing or binding. If there is any indication of the impeller rubbing the
compressor cover or the turbine wheel rubbing the turbine housing, recondition the turbocharger or replace with a new
or rebuild one.
End clearance is best checked with a dial indicator. Attach a dial indicator with the indicator point on the end of the
shaft. Move the shaft from end to end making note of the total indicator reading.
End play for 4MD Turbochargers should be 0.10 to 0.15 mm (.004 to .006 in.). If end play is more than the maximum
end play rebuild or replace the turbocharger. End play less than the minimum end play could indicate carbon build up
on the turbine wheel and should be disassembled for cleaning and inspection.
A more reliable check of bearing condition can be made only when the turbocharger is disassembled and the bearings,
shaft journal and housing bore diameters can actually be measured.
Radial clearance can also be checked with a dial indicator. Remove the oil return line from the turbocharger. Attach a
dial indicator with an extension indicator point long enough to contact the shaft through the oil return hole. Make sure
the contact point is centered on the shaft (highest indicator reading). Raise both ends of the shaft all the way then push
down in the opposite direction. Total movement of the indicator should be between 0.10 mm (.004 in.) and 0.23 mm
(.009 in.). If radial clearance exceeds 0.23 mm (.009 in.) or minimum clearance is under 0.10 mm (.004 in.), the
turbocharger should be disassembled and the bearing checked.
NOTE: Care must be taken not to cock the shaft or a false reading will be obtained.
Compression
An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Use the test that follows
for a fast and easy method to find a cylinder that has low compression, or does not have good fuel for combustion. Find
the speed that the engine runs the roughest, and keep it there until the test is finished. Remove the spark plug wires
from the spark plugs one at a time. This will stop the flow of current to that cylinder. Do this for each cylinder until a
removed wire is found that makes no difference in engine rough running. Be sure to install the wire for the spark plug
after each cylinder test before the next wire is removed. This test can also be an indication that the spark plug is bad, so
more checking of the cylinder will be needed.
Condition of the valves, valve seats, pistons, piston rings and cylinder liners can be tested by putting air pressure in the
cylinder. Special Instruction Form No. GMG00694 gives instructions for the test procedure. It also gives the list of
parts needed from Parts Department to make the test.
This test is a fast method of finding the cause of compression loss in a cylinder. Removal of the head and inspection of
the valves and valve seats is necessary to find those small defects that do not normally cause a problem. Repair of these
problems is normally done when reconditioning the engine.
Cylinder Head
Use a 8S7227 Wrench and 8H8538 Socket to remove and install the spark plug adapters. Put liquid soap on the bore in
head and seal. Put 5P3931 Anti-Seize Compound on the threads.
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Valves
The illustration shows the 5S1330 Valve Spring Compressor Assembly with the 5S1329 Jaw (1) to put the valve spring
under compression. When installing the valve keepers, use the 5S1322 Valve Keeper Installer (2) with the compressor
assembly.
Tools needed to remove and install seat inserts are in the 6V4805 Valve Insert Puller Group. Special Instruction Form
No. SMHS7935 gives an explanation for this procedure. For easier installation, lower the temperature of the insert
before it is installed in the head.
Valve Guides
The intake and exhaust valves operate in replacement type valve guides. After the valves have been removed, clean the
valve stems and valve guides. Use the 5P3536 Valve Guide Gauge Group to check the valve guides for wear.
Instructions are in Special Instruction Form No. GMG02562.
The 4H446 Driver and 5P1726 Bushing is used for installation of new valve guides.
A. Measure camshaft lobe height (B) of one exhaust and one intake lobe.
B. Measure base circle (C) of the same exhaust and intake lobes.
C. Subtract base circle (STEP B) from lobe height (STEP A). The difference is actual lobe lift (A).
Maximum permissible difference between actual lobe lift (STEP C) and specified lobe lift (STEP D) is 0.64 mm (.025
in.).
Camshaft Lobe
(A) Lobe lift. (B) Lobe height. (C) Base circle.
No. 1 piston at top center on the compression stroke is the starting point for all timing procedures.
NOTE: The engine is seen from the flywheel end when the direction of crankshaft rotation is given. Normal direction
of crankshaft rotation for standard engines is counterclockwise, and for opposite rotation engines is clockwise.
1. Remove the valve cover for No. 1 cylinder. The two valves at the front of the right bank are the intake and exhaust
valves for No. 1 cylinder.
2. Remove the timing mark cover from the right side of the flywheel housing.
3. Remove the starter from the right side of the engine. Install 5P7307 Engine Turning Tool.
NOTE: Put 5P960 Grease in bore of 5P7306 Housing before the pinion is installed.
4. Turn the crankshaft in a direction opposite of normal rotation approximately 30 degrees. The reason for making this
step is to be sure the play is removed from the timing gears when the engine is put on top center.
5. Turn the crankshaft in the direction of normal rotation until the timing marks on the flywheel are in alignment with
the pointer in the flywheel housing.
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NOTE: If the crankshaft is turned beyond the timing mark, turn the crankshaft in the direction opposite of normal
rotation a minimum of 30 degrees before the crankshaft is turned to the timing mark again.
6. The intake and exhaust valves for No. 1 cylinder will be closed if No. 1 piston is on the compression stroke. You can
move the rocker arms up and down with your hand. If the No. 1 piston is not on the compression stroke, turn the
crankshaft in the direction of normal rotation 360 degrees and make alignment of the timing mark and the pointer.
Valve Clearance
Valve lash (clearance) is checked and adjusted with the engine stopped.
NOTE: When the valve lash (clearance) is checked, adjustment is NOT NECESSARY if the measurement is in the
range given in the chart for Valve Clearance Check: Engine Stopped. If the measurement is outside this range,
adjustment is necessary. See the chart for Valve Clearance Setting: Engine Stopped, and make the setting to the normal
(desired) specifications in this chart.
To make an adjustment to the valve clearance, loosen the locknut on the adjustment screw. Turn the adjustment screw
to get the correct clearance shown in the chart Valve Clearance Setting: Engine Stopped. Hold the adjustment screw
and tighten the locknut to 55 7 Nm (40 5 lb ft). Recheck the valve clearance. Valve clearance adjustment can be
made by using the procedure that follows:
1. Determine the normal direction of crankshaft rotation. See the decal on the flywheel housing.
2. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to Locating Top Center Compression
Position For No. 1 Piston.
3. With No. 1 piston at top center of the compression stroke, adjust the clearance for the valves shown in the chart No.
1 Piston On Compression Stroke.
4. Turn the crankshaft one revolution in the direction of normal rotation and align the pointer and the TC1 mark on the
flywheel. The engine now is at top center exhaust stroke No. 1 piston.
5. With No. 1 piston at top center on the exhaust stroke adjust the clearance for the valves shown in the chart No. 1
Piston On Exhaust Stroke.
Water Directors
There are eight water directors (1) pressed into each cylinder head to direct the flow of coolant. On the exhaust side,
coolant is directed toward the spark plug adapters and the exhaust valve ports and on the inlet side, toward the other
side of the valve ports, as indicated by the V-marks.
Water directors are pressed into place in the heads after aligning the notch on the director with the V-mark on the head.
Replacement type seals (3) and ferrule (2) go between the head and top of the block. Put soap on the inner surface of
the seal and place the groove in the seal over the ridge on the ferrule before installing. Use the FT117 Seal and Ferrule
Assembly Tool to install the seal on the ferrule.
The regulator has two 6.4 mm (.25 in.) spacers (3) for altitude adjustment. Both spacers must be used for operation up
to 457 m (1500 feet) altitude. Remove one for operating between 457 and 1219 m (1500 and 4000 feet). All shims can
be removed for operating between 1219 and 1981 m (4000 and 6500 feet). Make a small adjustment by adding or
removing shims (9). The bolts of the regulator assembly must be sealed.
To test the regulator with both spacers (3) in place, and atmospheric pressure in spring compartment, use a pressure of
47 to 51 kPa (6.65 to 7.20 psi) in the chamber, through connection (2). Measurement at (1) must be 73.5 mm (2.893
in.). Special Instruction Form No. FE034610 shows the equipment for testing and adjusting this regulator.
Use large enough lines to supply the volume of air needed. Use a Tee in the line to connect the gauge. The Tee must be
installed so the gauge is at the opposite end of the Tee from the connection to the regulator. The supply pressure will be
attached to side of the Tee.
1. Adjustment of the pressure regulator can be checked while the engine is running, with a water manometer.
2. Fasten one end of a water manometer (4) to the gas supply at carburetor (3). On engines with balance line, connect
the other end of the manometer to a tee (1) installed at balance line connection at pressure regulator, or to the air inlet to
the carburetor to measure the pressure differential (A). On engines with no balance line, connect the manometer only at
(3). Let the other end be open to the atmosphere.
NOTE: Valve (5) must be closed before the engine is stopped. This will prevent the manometer fluid from getting into
the inlet of the carburetor (3).
3. Remove the cap and turn screw (2) until the pressure differential (A) is in the permissible range.
NOTE: On turbocharged engines a special tool is needed to prevent leakage of boost pressure when the regulator cap is
removed.
Natural Gas at 1000 BTU (low heat value) measurement (A): Permissible range is 127 mm H2O (5 in. H2O). Vaporous
Propane gas at 2500 BTU (low heat value) measurement (A): Make an adjustment to the gas line pressure regulator
(12) to get a differential pressure of 254 mm H2O (10 in. H2O) of gas to the Thermac pressure reducing valve (7). The
Thermac valve will give a reduction to a negative differential pressure of -25.4 mm H2O (-1 in. H2O). The load
adjusting valve (10) in the gas line before the carburetor (9) must have an adjustment made so the negative differential
pressure is -50.8 mm H2O (-2 in. H2O).
Any other gas used with different specifications will need more or less differential pressure settings. This is because of
the BTU low heat value of gas. Special information must be ordered from the Service Department of Caterpillar Inc.
Carburetor
The carburetor and governor linkage adjustment is given in the subject Governor.
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Turn the power mixture adjustment to center between "R" (rich) and "L" (lean). Make fuel mixture adjustments by
changing the gas pressure from the line pressure regulator.
Turn idle adjustment screw (1) four full turns open (from the closed position).
Carburetor Adjustments
(1) Idle adjustment screw. (2) Throttle stop screw.
Turn throttle stop screw (2), to obtain desired idle speed. See Fuel Setting Information for low idle rpm.
If the throttle valves do not open at the same time or amount on both carburetors, the load will be out of balance
between the left and right cylinders. The result will be rough operation.
2. Turn the screw (1) out until each throttle will close before the screw makes contact with the stop. Slot (3) in the end
of the throttle shaft shows the position of the throttle plate.
3. Turn each stop screw (1) so it will just make contact with the stop while the throttle plate is closed. The lever (2)
must be installed on the throttle shaft, in the same angle relation to slot (3) for both carburetors.
4. Move the control lever for the governor to the OFF position.
5. Make adjustments to the length of the linkage between governor and carburetor until both connections can be made
while the throttle plates are completely closed, and the governor weights fully closed.
Check that each regulator is holding the correct pressure for the fuel being used. Also, check that there is the same
pressures to both carburetors.
Connect one differential pressure gauge in the 1U5470 Engine Pressure Group to the plug opening in the inlet
manifold. Connect the other gauge to the similar connection on the other side of the engine. Special Instruction Form
No. SEHS8524 is with the tool group and gives instructions for its use..
With the engine running and governor control lever in low idle position, make adjustment to the length of the rods.
Make the engine rpm come up to full load and check gauge indication. Change if necessary. The adjustment is correct
when the gauge indication on the two gauges are within 104.14 mm H2O (4.1 in. H2O) or 7.62 mm Hg (.3 in. Hg).
NOTE: Do not change the adjustment of the pressure regulator to balance (synchronize) the pressures in the inlet
manifolds. To get the balance (synchronization), make adjustments to the linkage only.
Governor Adjustments
The low and high idle rpm settings for this engine are shown in the Fuel Setting Information.
Make adjustment of the stop screw in the stop collar to make the collar travel 15.37 mm (.605 in.).
Remove the linkage from governor terminal shaft lever (3) and remove governor cover. Fasten 9S225 Bracket (1) with
2H191 Bolt as shown and install 8S2283 Dial Indicator. Measure the maximum movement of stop collar (2) between
the position fuel full on to fuel off. To do this, make dial indicator readings when both levers and collar are in the same
relation to each other, fuel full on (stop collar on stop) and full off (stop collar raised). Lift the stop collar by hand in
the fuel off direction, carefully against the resistance of the wave washer. Make an adjustment to the stop screw to
make the travel 15.37 mm (.605 in.) and tighten the locknut to a torque of 12 4 Nm (9 3 lb ft). Check the
adjustment.
1. On earlier engines assemble end levers (2) to cross shaft at angle of 135 from center lever (1) as shown.
NOTE: On later engines and on earlier engines that have interference at assembly, change the 90 angle to 80 from
horizontal for a combined angle of 125.
2. With throttle plates closed, assemble carburetor levers (5) and (7) on carburetor throttle shaft at 45 angles from
horizontal as shown.
3. Put center lever (1) in vertical position. Make adjustments to rods (6) and install them with both throttle plates in the
CLOSED position.
Carburetor Linkage
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(1) Center lever. (2) End levers. (3) Governor lever. (4) Rod. (5) Carburetor lever. (6) Rods. (7) Carburetor lever.
5. With governor lever (3) at shutoff position, make adjustments to rod (4) and install it between center lever (1) and
governor lever (3). The center lever must be in the vertical position.
Three basic uses of the 1P2385 Protractor tools are shown here.
Make the adjustment to the linkage when the engine is running at low idle as in the steps that follow:
1. Make adjustment to rod (2) to get length (4). Length (4) is 266.7 mm (10.5 in.) for G379 and G398 Engines, and
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330.2 mm (13.31 in.) for G399 Engines.
2. Fasten the rod to both levers. The clamp bolt for lever (3) for the control shaft must be loose.
3. With the governor at the SHUT OFF position, put lever (1) on the governor shaft at the 33 angle as shown, and hold
it there.
The 6V3121 Multitach Group can measure engine speed from a tachometer drive on the engine. It also has the ability
to measure engine speed from visual engine parts in rotation.
Special Instruction From No. SEHS7807 is with the 6V3121 Multitach Group and gives instructions for the test
procedure.
Make high idle rpm adjustments by removing the cover (1) at the rear of the governor, and turning the adjustment
screw (3). Turning screw in a clockwise direction will give a decrease in the idle rpm. The shape of the retainer hole in
the cover (1) prevents the screw from turning, after the adjustment is made.
After setting the high idle rpm, move the governor control lever to change the engine rpm. Move it back to the idle
position and again check the idle rpm. Make this adjustment procedure until the rpm is correct.
Lubrication System
One of the problems in the list that follows will generally be an indication of a problem in the lubrication system for the
engine.
Check for leakage at the seals at each end of the crankshaft. Look for leakage at the oil pan gasket and all lubrication
system connections. Check to see if oil comes out of the crankcase breather. This can be caused by combustion gas
leakage around the pistons. A dirty crankcase breather will cause high pressure in the crankcase, and this will cause
gasket and seal leakage.
Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are four possible ways for
oil leakage into the combustion area of the cylinders:
4. Oil leakage past the seal rings in the impeller end of the turbocharger shaft.
Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thin viscosity can be
caused by fuel leakage into the crankcase, or by increased engine temperature.
The 1U5470 Engine Pressure Group can be used to check engine oil pressure.
This tool group has a gauge to read oil pressure in the engine. Special Instruction Form No. SEHS8524 is with the tool
group and gives instructions for the test procedure.
This procedure must be followed exactly for the pressure readings to have any value for comparison with Engine Oil
Pressure Chart.
1. Be sure that the engine is filled to the correct level with SAE 30 oil. If any other viscosity of oil is used, the
information in the Engine Oil Pressure Chart does not apply.
2. Connect the 1U5470 tool group to one of the ports in the back side of the governor or governor drive housing.
Remove the pipe plug on the oil outlet elbow on the oil cooler and install a probe from the 8T470 Thermistor
Thermometer Group.
3. Start the engine and run to get the oil temperature to 93 6C (200 10F).
4. Keep the oil temperature constant with the engine speed at 1200 rpm. Make a comparison of the gauge reading and
the chart.
If the results do not fall within the pressure range given in the chart, find the cause and correct it. Engine failure or a
reduction in engine life can be the result if engine operation is continued with oil manifold pressure outside this range.
Check the level of the oil in the crankcase. Add oil if needed. It is possible for the oil level to be too far below the oil
pump supply tube. This will cause the oil pump to not have the ability to supply enough lubrication to the engine
components.
The inlet screen of the supply tube for the oil pump can have a restriction. This will cause cavitation (low pressure
bubbles suddenly made in liquids by mechanical forces) and a loss of oil pressure. Air leakage in the supply side of the
oil pump will also cause cavitation and loss of oil pressure. If the bypass valve for the oil pump is held in the open
(unseated) position, the lubrication system cannot get to maximum pressure. Oil pump gears that have too much wear
will cause a reduction in oil pressure.
As the oil filters become filled with dirt, a reduction of engine oil pressure will be seen until oil filter bypass valve (1)
opens. When the bypass valve opens, unfiltered oil will go through the engine.
When the oil pressure on the clean side (inside) of the elements becomes 85 to 105 kPa (12 to 15 psi) less than the oil
pressure to the unfiltered side (outside) of the elements, filter condition indicator (2) will move up approximately half
way. This shows that the oil filter elements must be changed.
Too Much Clearance At Engine Bearings Or Open, Broken Or Disconnected Oil Line Or Passage
In Lubrication System
Components that are worn and have too much bearing clearance can cause oil pressure to be low. Low oil pressure can
also be caused by an oil line or oil passage that is open, broken or disconnected.
Oil Cooler
If the oil cooler has a restriction the oil temperature will be higher than normal when the engine is running. The oil
pressure of the engine may become low if the oil cooler has a restriction.
If the gauge for oil pressure shows the correct oil pressure, but a component is worn because it is not getting enough
lubrication, look at the passage for oil supply to that component. A restriction in a supply passage will not let enough
lubrication get to a component and this will cause early wear.
Prelube System
The components of this system that can be checked are lines, oil pump and check valve. There are two test plugs in the
pump housing. Test the pressure with the 1U5470 Engine Pressure Group. The correct pressure is 170 kPa (25 psi) at
plug (1) in outlet side of the pump.
If the pump is worn, the low oil pressure and flow may be increased by removing gaskets from between head (2) and
housing. End play of the rotor should be 0.08 to 0.13 mm (.003 to .005 in.).
A check of the function of the check valve (3) can be made at test plug (1). After the engine is running and oil pressure
is shown on the instrument panel, and the prelube pump motor has stopped, no pressure at the test plug (1) shows the
check valve is working correctly.
Cooling System
This engine has a pressure type cooling system. A pressure type cooling system gives two advantages. The first
advantage is that the cooling system can have safe operation at a temperature that is higher than the normal boiling
(steam) point of water. The second advantage is that this type system prevents cavitation (low pressure bubbles
suddenly made in liquids by mechanical forces) in the water pump. With this type system, it is more difficult for an air
or steam pocket to be made in the cooling system.
The cause for increased engine temperature is generally because regular inspections of the cooling system were not
made. Make visual inspection of the cooling system before a test is made with test equipment.
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Visual Inspection Of The Cooling System
DO NOT loosen the pressure cap on a hot engine. Steam or hot coolant
can cause severe burns.
1. After the engine is cool, loosen the filler cap (on radiators with a pressure cap turn it to the first stop) to let pressure
out of the cooling system. Then remove filler or pressure cap.
4. Look for bent radiator fins. Be sure that air flow through the radiator does not have a restriction.
8. Inspect the filler cap and the surface that seals the cap. This surface must be clean.
The 8T2700 Blowby/Air Flow Indicator Group is used to check the air flow through the radiator core. The operating
instructions are included in the group.
The 6V3121 Multitach Group is used to check the fan speed. The testing procedure is in Special Instruction Form No.
SEHS7807.
One cause for a pressure loss in the cooling system can be a bad seal on the pressure cap of the system. Inspect the
pressure cap carefully. Look for damage to the seal or to the surface that seals. Any foreign material or deposits on the
cap, valve, seal, or surface that seals must be removed.
DO NOT loosen the pressure cap on a hot engine. Steam or hot coolant
can cause severe burns.
1. After the engine is cool, loosen the pressure cap to the first stop and let the pressure out of the cooling system. Then
remove the pressure cap.
2. Put the pressure cap on the 9S8140 Cooling System Pressurizing Pump Group.
3. Look at the gauge for the exact pressure that makes the pressure cap open.
4. Make a comparison of the reading on the gauge with the correct pressure at which the pressure cap must open.
NOTE: The correct pressure that makes the pressure cap open is on the pressure cap and is also in the Specifications.
To test the radiator and cooling system for leaks, use the procedure that follows:
DO NOT loosen the pressure cap on a hot engine. Steam or hot coolant
can cause severe burns.
1. After the engine is cool, loosen the pressure cap to the first stop and let the pressure out of the cooling system. Then
remove the pressure cap.
2. Make sure the coolant is over the top of the radiator core.
3. Put the 9S8140 Cooling System Pressurizing Pump Group on the radiator.
9S8140 Pressurizing Pump Group Installed On Radiator That Uses Pressure Cap (Typical Example)
4. Get the pressure reading on the gauge to 20 kPa (3 psi) more than the pressure on the pressure cap.
6. Check all connections and hoses of the cooling system for outside leakage.
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7. If you do not see any outside leakage and the pressure reading on the gauge is still the same after 5 minutes, the
radiator and cooling system does not have leakage. If the reading on the gauge goes down and you do not see any
outside leakage, there is leakage on the inside of the cooling system. Make repairs as necessary.
NOTE: Make a quick check of water temperature circuit continuity (no opens in the circuit) as follows:
b. Disconnect the wire from the terminal of the water temperature sender.
c. Put the wire in contact with a good ground on the engine for a moment. The pointer of the water temperature gauge
must move clockwise.
NOTICE
Do not ground the water temperature gauge for more than 10 seconds
at a time, to prevent damage to the gauge.
The completely open temperature for the 6L5851 and 9N2894 Regulators is 92C (197F). The completely open
temperature for the 9S9160 Regulator is 86C (187F).
2. Heat water in a pan to a temperature equal to the completely open temperature of the regulator being tested. Move
the water around in the pan to make it all the same temperature.
3. Hang the regulator in the pan of water. The regulator must be below the surface of the water and it must be away
from the sides and bottom of the pan.
5. After ten minutes, remove the regulator and immediately measure the distance the regulator has opened. The distance
must be a minimum of 9.53 mm (.375 in.).
6. If the distance is less than 9.53 mm (.375 in.), make a replacement of the regulator.
Testing
Lower the coolant level in the system to cause the float (1) to lower and cause the switch points to make contact. This
can be done by removing some of the coolant or with application of 70 to 140 kPa (10 to 20 psi) of air pressure to the
vent line connection (2) on top of the switch. Look at the float and switch as the coolant level lowers. The float position
on the later type switch is shown by the switch operating arm (4). The switch (5) can carry a load of 110V at 3 amperes.
The device connected will be activated as the points make contact.
Adjustment
The terminal screw (3) on the bottom of the earlier switch can be turned in to raise and out to lower the level at which
the points will make contact.
Use the 5P3528 Piston Ring Compressor to install pistons into cylinder block.
Tighten the connecting rod bolts in the step sequence that follows:
The connecting rod bearings should fit tightly in the bore in the rod. If bearing joints or backs are worn (fretted), check
for bore size as this is an indication of wear because of looseness.
Connecting rod bearings are available with 0.64 mm (.025 in.) and 1.27 mm (.050 in.) smaller inside diameter than
original size bearings. These bearings are also available with 0.25 mm (.010 in.) larger outside diameter than original
size bearings. These bearings are for connecting rods that have been "bored" (made larger than original size).
Cylinder Block
Bore in block for main bearings can be checked with main bearing caps installed without bearings. Tighten the stud
nuts to torque shown in the Specifications. Alignment error in the bores must not be more than 0.08 mm (.003 in.).
Special Instruction Form No. SMHS7606 gives the use of 1P4000 Line Boring Tool Group to machine main bearing
bores. 1P3537 Dial Bore Gauge Group can be used to check bores. Special Instruction Form No. GMG00981 is with
the group.
The correct cylinder liner projection is important to prevent a leak between the liner, cylinder head and block. Use the
procedure that follows to check cylinder liner projection.
1. Make sure that the bore and counterbore in the block and the liner flange are clean. Install the cylinder liner without
seals in the cylinder block.
2. Put puller plate (5) on the cylinder liner and put plate (1) in the center of the adapter plate as shown. Install crossbar
(4) with nuts, washers, and 3H465 Plates as shown. Tighten the nuts evenly in four steps: 7 Nm (5 lb ft), 20 Nm (15 lb
ft), 35 Nm (25 lb ft), and 70 Nm (50 lb ft). The measurement from the bottom of crossbar (4) to the top of cylinder
block, must be the same on both sides of the cylinder liners.
3. Install the 1P5512 Contact Point on dial indicator (2). Put the dial indicator in the 1P2402 Gauge Body. To adjust the
dial indicator to zero, put dial indicator and gauge body on the back of the 1P5507 Gauge. Move the dial indicator until
the hand moves 1/4 turn.
4. Measure the cylinder liner projection as close as possible to the four corners of the adapter plate on the liner. The
liner projection must be 0.10 to 0.20 mm (.004 to .008 in.). The difference between the four measurements must not be
more than 0.05 mm (.002 in.). The maximum difference in height of liners next to each other under the same cylinder
head is 0.05 mm (.002 in.).
NOTE: If the liner projection changes from point to point around the liner, turn the liner to a new position in the bore.
If the liner projection is still not to specifications, move the liner to a different bore.
5. When the cylinder liner projection is correct, put a temporary mark on the liner and the cylinder block so at final
installation the liner can be installed in the correct position.
Cylinder liner projection can be adjusted by the removal of material from (machining) the contact face of the cylinder
block with the use of 8S3140 Cylinder Block Counterboring Tool Arrangement. The instructions for the use of the tool
group are in Special Instruction Form No. FM055228.
Heat the ring gear to a maximum of 316C (600F) to install. Install the ring gear so the chamfer on the gear teeth is
next to the starter pinion when the flywheel is installed.
If any method other than given here is used, always remember bearing clearances must be removed to get correct
measurements.
Make tool setup from parts of the 8T5096 Dial Indicator Test Group.
1. Fasten a dial indicator to the crankshaft flange so the indicator anvil will touch the flywheel housing face.
2. Push the crankshaft to the rear to remove all end play before reading the indicator at each point.
3. With dial indicator set at 0.0 mm (.000 in.) at point (A), rotate crankshaft and take readings at point (B), (C) and (D).
4. The difference between the lowest and highest readings taken at all four points should not exceed 0.30 mm (.012 in.),
which is the maximum permissible flywheel housing face runout.
1. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft up against the top
bearing. Write the measurement for bearing clearance on line 1 in column (C).
2. Divide the measurement from Step 1 by 2. Write this number on line 1 in columns (B) & (D).
NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation (signs). This notation is
necessary for making the calculations in the chart correctly.
3. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).
4. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write the measurement in the chart.
5. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in the chart.
6. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write the measurement in the chart.
8. Subtract the small number from the larger number in line III in columns (B) & (D). The result is the horizontal
"eccentricity" (out of round). Line III, column (C) is the vertical eccentricity.
10. If the point of intersection is in the range marked "Acceptable" the bore is in alignment. If the point of intersection
is in the range marked "Not Acceptable," the flywheel housing must be changed.
1. Install the dial indicator as shown. Move the flywheel to the front or rear to remove all end play.
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Checking Face Runout Of The Flywheel
3. Turn the flywheel and read the indicator every 90. Be sure to remove end play the same way each time.
4. The difference between the lower and higher measurements taken at all four points must not be more than 0.15 mm
(.006 in.), which is the maximum permissible face runout (axial eccentricity) of the flywheel.
1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makes contact as shown.
4. The difference between the lower and higher measurements taken at all four points must not be more than 0.15 mm
(.006 in.), which is the maximum permissible bore runout (radial eccentricity) of the flywheel.
5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not exceed 0.13 mm (.005 in.).
The crankshaft deflection must be checked after the final installation of the engine. The check must be made with the
engine cold and also with the engine at the temperature of normal operation. The procedure that follows can be used to
check crankshaft deflection with the engine either cold or warm.
1. Remove an inspection cover from the cylinder block that will give access to the connecting rod journal of the
crankshaft nearest to the center of the engine.
NOTICE
Read the notice on the cylinder block covers before removal of the
covers on a warm engine.
2. Turn the crankshaft in the direction of normal rotation until the center of the counterweights just go beyond the
connecting rod.
3. Install a Starrett Crankshaft Distortion Dial-Gauge No. 696 with Starrett No. 696B Balancer Attachment between the
counterweights as shown. Put Dial Gauge (1) within 6.4 mm (.25 in.) of counterweight mounting surface (2). Turn the
dial of the indicator to get alignment of the zero and the pointer. Turn the indicator on its end points until the pointer of
the indicator will not move from zero.
4. Turn the crankshaft in the direction of normal rotation until the indicator almost makes contact with the connecting
rod on the other side of the crankshaft.
NOTE: Do not let the indicator make contact with the connecting rod.
5. The dial indicator reading must not be greater than -0.013 mm (-.0005 in.) close in or +0.025 mm (+.0010 in.) spread
for the approximately 300 degrees of crankshaft rotation. Now turn the crankshaft in the opposite direction to the
starting position. The dial indicator must now read zero. If the dial indicator does not read zero, do the procedure again.
If the dial indicator reads more than 0.03 mm (.001 in.), the cylinder block is bent. Loosen the bolts that hold the engine
mounting rails to the foundation mounting rails and adjust the shims to make the engine straight again. Also check to
see if the engine mounting bolts have enough clearance to let the engine have expansion as it gets hot. The only bolts
that can have a tight fit are bolts at the right hand rear of the engine and the right hand rear bolt that holds the engine to
the oil pan base.
Vibration Damper
Damage to or failure of the damper will increase vibrations and result in damage to the crankshaft. It will cause more
gear train noise at variable points in the speed range.
The damper needs replacement when there is a bent, expanded damper case or loose fitting bolt holes. Replacement of
the damper is also needed: 1. At major overhaul, 2. At time of crankshaft failure (if a torsional type), 3. When a damper
is in defect.
Crankshaft Seals
The gear train of the accessory drive are the same on the 8, 12 and 16 cylinder engines, except for balancer gear (9)
used on the 8 cylinder engine. On SAE Standard Rotation (counterclockwise) engines, the balancer gear timing mark
"B" must be in alignment with the center punch mark tooth (four, five or six punch marks) on crankshaft gear (3). On
SAE Opposite Rotation (clockwise) engines, the balancer gear timing mark "R" must be in alignment with the "R" on
the small idler gear. The other "R" on the small idler gear must be in alignment between the two marked teeth (with
two punch marks) on the crankshaft gear. On 12 and 16 cylinder engines, no timing of the accessory drive gears is
necessary.
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SAE Standard Rotation 8 Cylinder Engine
Electrical System
Test Tools For Electrical System
Most of the testing of the electrical system can be done on the engine. The wiring insulation must be in good condition,
the wire and cable connections must be clean and tight and the battery must be fully charged. If on the engine test
shows a defect in a component, remove the component for more testing. The wire size, color and recommendations of
length are given in the Wiring Diagrams in Systems Operation.
The service manual Testing And Adjusting Electrical Components, Form No. REG00636 has complete specifications
and procedures for the components of the starting circuit and the charging circuit.
The 6V4930 Battery Load Tester is a portable unit in a metal case for use under field conditions and high temperatures.
It can be used to load test all 6, 8 and 12V batteries. This tester has two heavy-duty load cables that can easily be
fastened to the battery terminals, and a load adjustment knob on the front panel permits a current range up to a
maximum of 700 amperes. The tester also has a thermometer to show when the safe operating temperature limit of the
unit has been reached.
NOTE: Make reference to Special Instruction Form No. SEHS8268 for more complete information for use of the
6V4930 Battery Loader Test.
The 8T900 AC/DC Clamp-On Ammeter is a completely portable, self-contained instrument that allows electrical
current measurements to be made without breaking the circuit or disturbing the insulation on conductors. A digital
display is located on the ammeter for reading current directly in a range from 1 to 1200 amperes. If an optional 6V6014
Cable is connected between this ammeter and one of the digital multimeters, current readings of less than 1 ampere can
then be read directly from the display of the multimeter.
A lever is used to open the jaws over the conductor [up to a diameter of 19 mm (.75 in.)], and the spring loaded jaws
are then closed around the conductor for current measurement. A trigger switch that can be locked in the ON or OFF
position is used to turn on the ammeter. When the turn-on trigger is released, the last current reading is held on the
display for 5 seconds. This allows accurate measurements to be taken in limited access areas where the digital display
is not visible to the operator. A zero control is provided for DC operation, and power for the ammeter is supplied by
batteries located inside the handle.
NOTE: Make reference to Special Instruction Form No. SEHS8420 for more information for use of the 8T900 Clamp-
on Ammeter.
The 6V7070 Heavy-Duty Digital Multimeter is a completely portable, hand held instrument with a digital display. This
multimeter is built with extra protection against damage in field applications, and is equipped with seven functions and
29 ranges. The 6V7070 Multimeter has an instant ohms indicator that permits continuity checking for fast circuit
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inspection. It also can be used for troubleshooting small value capacitors.
The 6V7800 Regular-duty Digital Multimeter (a low cost option to the Heavy-Duty Multimeter) is also available;
however, the 6V7800 Multimeter does not have the 10A range or the instant ohms feature of the 6V7070 Multimeter.
NOTE: Make reference to Special Instruction Form No. SEHS7734 for more complete information for use of the
6V7070 and 6V7800 Multimeters.
Battery
Never disconnect any charging unit circuit or battery circuit cable from
battery when the charging unit is operated. A spark can cause an
explosion from the flammable vapor mixture of hydrogen and oxygen
that is released from the electrolyte through the battery outlets. Injury
to personnel can be the result.
The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of the charge
in the battery. Damage to the charging unit will result if the connections (either positive or negative) between the
battery and charging unit are broken while the charging unit is in operation. This is because the battery load is lost and
there is an increase in charging voltage. High voltage will damage, not only the charging unit, but also the regulator and
other electrical components.
Use the 6V4930 Battery Load Tester, the 8T900 Clamp-On Ammeter and the 6V7070 Multimeter to load test a battery
that does not hold a charge when in use. See Special Instruction Form No. SEHS8268 for the correct procedure and
specifications to use.
Charging System
The condition of charge in the battery at each regular inspection will show if the charging system operates correctly. An
adjustment is necessary when the battery is constantly in a low condition of charge or a large amount of water is needed
(more than one ounce of water per cell per week or per every 100 service hours).
When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiring and
components that are a permanent part of the system. Off-engine (bench) testing will give a test of the charging unit and
voltage regulator operation. This testing will give an indication of needed repair. After repairs are made, again make a
test to give proof that the units are repaired to their original condition of operation.
Before the start of on-engine testing, the charging system and battery must be checked as shown in the Steps that
follow:
1. Battery must be at least 75% (1.225 Sp. Gr.) fully charged and held tightly in place. The battery holder must not put
too much stress on the battery.
2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables must be free of
corrosion and have cable support clamps to prevent stress on battery connections (terminals).
3. Leads, junctions, switches and panel instruments that have direct relation to the charging circuit must give correct
circuit control.
4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and have the ability to
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operate the charging unit.
When an alternator is charging the battery too much or not enough, an adjustment can be made to the charging rate of
the alternator.
2. Turn cap (1) 90 and install it again into the alternator. The voltage cap has four positions: HI, LO and two positions
between the high and low settings.
- or -
3. Remove the covers from the end of the alternator to get access to the voltage regulator.
4. Remove the rubber from the potentiometer so that the small screw can be seen.
5. Connect a voltmeter across the batteries to measure the regulation of the voltage.
NOTE: The batteries must have a good charge for this measurement.
6. Operate the alternator at medium speed for 30 seconds and take a measurement of the voltage.
The voltage must be 27.4 volts. Turn the small screw counterclockwise to get less voltage output and clockwise to get
more voltage output.
7. After the adjustment has been made, put a thin layer of silicone rubber sealant (3S6252) on the adjustment screw and
install the covers.
NOTE: Make sure the location of the wires to the voltage regulator is not over the transistor pins. The transistor pins
can make holes in the insulation for the wires and cause a short circuit.
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Delco-Remy Regulator Adjustment
(1) Potentiometer adjustment screw. (2) Transistor pins.
Starting System
When the engine has a prelube system, check it first to be sure all components function correctly. See Prelube System.
After checking the prelube system, put a wire temporarily between the connections of the oil pressure switch. This will
let the following checks be made which is the same as checking engines that do not have a prelube system.
Move the starting control switch to activate the starter solenoid. Starter solenoid operation can be heard as the pinion of
the starter motor is engaged with the ring gear on the engine flywheel. The solenoid operation also closes the electric
circuit to the motor. Connect one lead of the voltmeter to the solenoid connection (terminal) that is fastened to the
motor. Ground the other lead. Activate the starter solenoid and look at the voltmeter. A reading of battery voltage
shows the problem is in the motor. The motor must be removed for further testing. No reading on the voltmeter shows
that the solenoid contacts do not close. This is an indication of the need for repair to the solenoid or an adjustment to be
made to starter pinion clearance. Pinion clearance is 9.1 mm (.36 in.).
If the solenoid for the starter motor will not operate, current from the battery may not be getting to the solenoid. Fasten
one lead of the voltmeter to the connection (terminal) for the battery cable on the solenoid. Ground the other lead. No
voltmeter reading shows there is a broken circuit from the battery. Further testing is necessary when there is a reading
on the voltmeter.
Further test by fastening one voltmeter lead to the connector (terminal) for the small wire at the solenoid and the other
lead to the ground. Look at the voltmeter and activate the starter solenoid. A voltmeter reading shows that the problem
is in the solenoid. No voltmeter reading shows that the problem is in the starter switch or wiring. Fasten one lead of the
voltmeter to the battery wire connection of the starter switch and ground the other lead. A voltmeter reading indicates a
failure in the switch.
A starter motor that operates too slow can have an overload because of too much friction in the engine being started.
Slow operation of the starter motor can also be caused by shorts, loose connections and/or dirt in the motor.
When the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be made with the
starter motor removed.
1. Install the solenoid without connector (1) from the MOTOR connection (terminal) on solenoid to the motor.
2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), marked SW.
4. Connect for a moment, a wire from the solenoid connection (terminal) marked MOTOR to the ground connection
(terminal). The pinion will shift to crank position and will stay there until the battery is disconnected.
7. Pinion clearance adjustment is made by removing plug and turning nut (4).
Prelube System
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The electrical components in this circuit are the pump motor, relay, oil pressure switch and starter switch. Install a wire
around the oil pressure switch to test the components. This must be done with CAUTION.
Relay
Find the damaged component by first checking to see if there is AC current to the pump motor. Fasten a wire from the
positive (+) side of the battery to the relay terminal (1) to complete the circuit through the relay coil. The relay must
activate and complete the AC circuit and cause the pump motor to run. When this is done, run the pump long enough to
make pressure show on the pressure gauge. During checks that will follow, engine parts will receive lubrication.
With a wire installed between both terminals (1) of the oil pressure switch, engage the starter switch a moment. If the
starter and solenoids engage, then the oil pressure switch has failed and must be replaced with a new switch. Leave the
wire in place if the switch has not failed and check the starter switch.
Starter Switch
Use a wire installed between the starter battery terminal (2) and starter relay terminal (1). If the starter and solenoids
engage, the failure is in the starter switch. If the starter switch has not failed, remove all wires that were installed for
testing. See Starting System for further checks of the circuit components of the starting system.
To meet requirements the G398 and G399 engines were designed run on a very lean air-fuel ratio. This lean air-fuel
ratio combined with a high energy spark creates more complete combustion reducing the amount of pollutants emitted
from the exhaust. In order to meet the low emission standards and maintain engine horsepower certain changes were
made to the existing gas engines. The fuel system, ignition system and air induction and exhaust system are the major
areas of change.
Description
The low emission engines are similar to the standard gas engines in appearance and in operation. The differences will
be discussed in detail in the topics that follow.
Configuration
Both the G398 and G399 engines are high compression engines (10 to 1 ratio) turbocharged and aftercooled, and are
equipped with watercooled exhaust manifolds. They are designed to run on dry natural gas. Refer to the chart Low
Emission Timing Advance Information. Depending on the application a separate water circuit supplies either 32C (90
F) or 54C (130F) water to the aftercoolers.
Fuel System
A different gas pressure regulator is needed to maintain a negative differential pressure between the gas pressure and
the inlet air pressure to control the lean air-fuel ratio. Inlet gas pressure must be maintained from 145 to 220 kPa (21 to
32 psi) to the pressure regulator.
Ignition System
A different ignition system is used to deliver the high energy spark required to ignite the lean air-fuel ratio. Refer to
Specifications for the static timing required for the low emission engines.
Application
The low emission G398 and G399 engines can be utilized to add power to an existing site or to provide power for a
new site and comply with local exhaust emission regulations.
Installation
There are many factors to be considered before the installation of an engine. Ambient air temperature and altitude will
affect operation. There should be an adequate supply of natural gas and a source for water that will supply adequate
cooling capacity for the engine and aftercooler. The information that follows will outline the steps necessary to ensure
proper installation.
When operating at lean air-fuel ratios more air flow is required to produce the rated horsepower; therefore, there will be
an increase in exhaust flow. The following charts show the inlet air flow in pounds per hour (lb/hr) and the exhaust
flow in cubic feet per minute (cfm). These values are necessary to size the ventilation systems, mufflers and exhaust
piping.
The affects of ambient air temperature changes must be held to a minimum. The separate circuit aftercooler water must
be held to 32 4 (90 7) or 54 4 (130 7) to ensure that the air fuel ratio does not change. A temperature control
valve must be installed in the aftercooler water circuit to regulate water flow. The schematic that follows illustrates
how the thermostatically controlled valve should be installed.
The altitude at which an engine is installed will affect performance. When the installation of the engine is over 152 m
(500 ft.) above sea level one spacer should be removed from the pressure differential valve (wastegate) to maintain the
correct horsepower rating. Refer to the instructions that follow before removing a spacer from the pressure differential
valve.
2. Modify three 1B2716 (1/4-20 NC x 5 in.) bolts, by running a 1/4-20 NC die nut the full length of the bolts.
3. Remove three retaining bolts, one at a time, and replace each with a modified bolt to keep the cover contact surface
parallel with the regulator body surface. Tighten the modified bolts enough to relieve pressure on the other two
retaining bolts. Remove the two retaining bolts. Loosen the modified bolts alternately to relieve the spring tension.
4. Remove one spacer from between the valve body and cover.
5. Assemble the cover to the regulator body by using the modified bolts until the retaining bolts can be installed.
Tighten the bolts to a torque of 6.3 1.7 Nm (55 15 lb ft).
Refer to the charts that follows to determine the altitude capabilities of the engines with one spacer removed. One
spacer was removed for operation at 152 m (500 ft.) or more above sea level.
The values listed are for standard conditions. As the ambient temperature and altitude increase, the heat rejection also
increases. Use the appropriate multiplier from the graphs that follow to obtain the design heat rejection value. For
example, a G398 low emission engine applied at the 32C (90F) aftercooler water rating has an aftercooler heat
rejection of 5,000 Btu/min. If the job site is at 1219 m (4000 ft.) and the maximum ambient temperature expected is 38
C (100F), the multiplier is approximately 1.34. The actual heat rejection at this altitude and ambient temperature
would be 5000 x 1.34 = 6700 Btu/min. This value does not allow for any deterioration in cooling capacity of the heat
exchanger used to cool the aftercooler water. Good design practice would add 10% to the actual heat rejection when
sizing a heat exchanger.
The correct air-fuel ratio adjusted on site will be based on the temperature of the fuel at the time of adjustment. If the
Btu content of the fuel remains constant, a variation in fuel temperature of 14C (25F) can be tolerated. If the Btu
content varies, closer tolerance will be necessary. If the fuel temperature cannot be held within these limits, a heat
exchanger for the fuel gas must be designed into the aftercooler water circuit such that the temperature control valve
controlling water temperature to the aftercooler will also control water to the fuel gas heat exchanger. The illustration
that follows shows where the fuel heat exchanger can be installed.
The adjustments made on the site to obtain the correct air-fuel ratio will be correct only for the composition of fuel at
the time. A maximum of 5% Btu variation of the fuel at constant temperature can be tolerated before encountering
combustion problems. If the LHV of the fuel varies more than 5%, manual adjustments must be made to return to the
correct air-fuel ratio. The fuel gas source must be evaluated to ensure the LHV of the fuel will not vary more than 5%
to avoid unstable or damaging operating conditions.
Operation
After the engine has been properly installed on the site and the fuel content and temperature have been checked as
explained in the topic Installation, the engine should start with adjustments from the last engine test. See the topic,
Start-up Procedure.
Start-up Procedure
2. After the engine is started allow the engine to warm up to normal operating temperatures and set the engine at its
rated rpm. With the engine under full load the pressure differential in the pressure regulator should read approximately
-.6 in. H2O.
a. Refer to the appropriate chart (Figures 1 through 4) for this engine configuration to determine the proper O2 level.
b. Adjust power adjustment knob on each carburetor until the O2 level matches the number found on the O2 emission
graph.
c. The difference of O2 levels between the two banks must not exceed .1%.
NOTE: It is important that the O2 levels read as outlined in steps b. and c. above. If the mixture is too rich (O2 levels
below the % level determined in step b.) there could be possibly engine detonation or overload. If the mixture is too
lean (O2 levels above the % determined in step b.) power loss, poor response, part throttle instability, misfire, or a
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combination of these problems could result.
4. Measure the boost in the intake manifolds to determine the power level. Refer to the charts (Figures 1 through 4) for
horsepower at specific boost levels.
5. If the O2 levels are correct and the engine is operating at rated horsepower, the engine is adjusted properly.
6. After 150 hours of operation the adjustments should be checked and readjusted, if necessary, due to the break-in
period of the engine.
Troubleshooting
The troubleshooting information for the standard gas engines applies to these engines, but because the air-fuel ratio is
more critical on these engines certain areas require closer attention.
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Problem 1: High Boost, Misfires, Hard Starting
Probable Cause:
Fuel pressure to the regulator should be 145 to 220 kPa (21 to 32 psi).
Probable Cause:
22 Problem 3: O Level Varies More Than .1% From Specified O Level On Emission Graph
Probable Cause:
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