Serv

ice

Man

ual

Service Manual

THIS IS A MANUAL PRODUCED BY JENSALES INC. WITHOUT THE AUTHORIZATION OF CATERPILLAR OR IT’S SUCCESSORS. CATERPILLAR AND IT’S SUCCESSORS ARE NOT RESPONSIBLE FOR THE QUALITY OR ACCURACY OF THIS MANUAL.

TRADE MARKS AND TRADE NAMES CONTAINED AND USED HEREIN ARE THOSE OF OTHERS, AND ARE USED HERE IN A DESCRIPTIVE SENSE TO REFER TO THE PRODUCTS OF OTHERS.

641B, 650B, 651B, 660B Tractor Scraper

S/n 42M1, 43M1, 65K1, 45M1, 67K1, 22G293, 58K1, 18G98 & Up

Volume 1 of 2

CT-S-641BTS42M

SYSTEMS OPERATION TESTING AND ADJUSTING

5.4" BORE, 60° VB VEHICULAR ENGINE MODEL AND SERIAL NUMBERS 641 TRACTOR, 65K1-UP 650 & 660 TRACTOR, 58K1-UP 651 TRACTOR, 67K1-UP 657 TRACTOR, 68K1-UP 666 TRACTOR, 66K1-UP 772 TRACTOR, 80S1-UP, 11S1-UP 773 TRUCK, 63G1-UP 0346 VEHICULAR ENGINE, 98N1-UP

FORM NO. SENR7204

FOR USE IN SERVICE MANUALS : D346 VEHICULAR ENGINE,

REG00697 641-650-651-660 TRACTOR

SCRAPERS, REG00629 657-666 TRACTOR SCRAPERS,

REG00626 772 TRACTOR & 773 TRUCK,

REG00690 772 TRACTOR & COAL HAULER ,

SENR7070

5.4" BORE, 60° VB VEHICULAR ENGINE INDEX

SYSTEMS OPERATION

Air Induction and Exhaust System . . . . . . . . . . . . . . . . . . . . . .. 9 Camshafts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10 Cylinder Head .................................... 10 Rocker Arms ..................................... 10 Turbocharger ..................................... 9 Valves ........................................... 10

Air Starting System and Controls .. . . . . . . . . . . . . . . . . . . . . . . 21

Basic Engine Components .............................. 18 Connecting Rods .................................. 18 Crankshaft ............ . . . . . . . . . . . . . . . . . . . . . . . . . .. 18 Cylinder Block .................................... 18 Cylinder Liners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 18 Piston ........................................... 18 Rings ........................................... 18

Cooling System ...................................... 14 Earlier Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14

Cooling System ...................................... 16 Later Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 16

Electrical System .................................... 19 Alternator ....................................... 19 Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 19 Starting Motor ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 19

Fuel System ........................................ 4 Fuel Injection Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4 Fuel Injection Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5 Fuel Priming Pump ............................... " 8 Fuel Ratio Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7 Governor... . . . . . . . . . . . . . ... . . . . .. . . . . . . . . ... . . .. 6 Variable Timing Unit, Speed Sensing " . . . . . . . . . . . . . . . .. 5

Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12

TESTING AND ADJUSTING

Air Induction and Exhaust System ...................... , 43 Battery .......................................... 59

Crankcase Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 44 Charging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 59

Cylinder Compression Leakage, Checking for ............. 43 Starting System ................................... 60

Inlet Manifold Pressure, Measuring ..................... 43 Pressure Ratio Regulators. . . . . . . . . . . . . . . . . . . . . . . .. 45, 46 Fuel System ........................................ 32

Replacement of Valve Guides ......................... 47 Checking Fuel Injection Pump Timing On Engine ...... .... 34

Restriction of Air Inlet and Exhaust System ............. 43 Fuel Injection Pump Camshaft Timing. . . . . . . . . . . . . . . . .. 36

Timing the Camshafts to the Crankshaft ................ 44 Fuel Pump Timing Dimension Setting (Off Engine) ........ 37

Turbocharger to Aftercooler Piping Installation ........... 45 Fuel Ratio Control Setting ........................ 40, 42

Valve Clearance Setting ............................. 47 Governor Adjustment ............................... 38 Locating Top Center Compression Position for

Basic Block ......................................... 54 No.1 Piston .................................... 33

Connecting Rods .................................. 55 Override Control Lever Adjustment .................. " 41

Crankshaft Seals ................................... 58 Rack Adjustment .................................. 39

Cylinder Liner Projection ............................ 54 Removing and Installing Fuel Injection Pump Assemblies ... 33

Flywheel and Flywheel Housing ....................... 55 Testing Fuel Injection Equipment ..................... 32 Pistons .......................................... 55 Troubleshooting the Fuel Supply System. . . . . . . . . . . . . . .. 32 Main Bearings ..................................... 55 5P3519 Piston Ring Groove Gauge ..................... 55 Lubrication System ................................... 49

Excessive Oil Consumption .......................... 49 Cooling System ..................................... , 51 High Oil Pressure .................................. 50

Testing .......................................... 51 Low Oil Pressure .................................. 49 Unusual Bearing Wear ............................... 50

Electrical System .................................... 59 Alternator .................................... 59, 61 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 23·31

SPECIFICATIONS

NOTE: For Specifications with illustrations, make reference to SPECIFICA­

TIONS FOR 5.4" BORE 600 V8 VEHICULAR ENGINE, Form No.

SENR7205. If the Specifications in Form SENR7205 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 in the book with

the latest date.

3

FUEL SYSTEM

2

4

---!,--!p+--5

6

8

o

FUEL INJECTION PUMP

1. Check valve. 2. I nlet port. 3. Spring. 4. Lubrication passage (fuell. 5. Pump plunger. 6. Fuel passage. 7. Bleed passage. 8. Fuel rack. 9. Lubrication passage (oil). 10. Gear segment. 11. Pump Lifter. 12. Camshaft lobe.

FUEL INJECTION VALVE

FUEL INJECTION VALVE CROSS SECTION

1. Fuel line assembly. 2. Seal. 3. Body. 4. Nut. 5. Seal. 6. Nozzle assembly. 7. Glow plug. 8. Precombustion chamber.

SYSTEMS OPERATION

Fuel, under high pressure from the injection pumps, is transferred through the injection lines to the injection valves. As high pressure fuel enters the nozzle assembly, the check valve within the nozzle opens and permits the fuel to enter the precombustion chamber. The injection valve pro­vides the proper spray pattern.

SPEED SENSING, VARIABLE TIMING UNIT

The variable timing unit, couples the fuel injec­tion pump camshaft to the engine rear timing gears. The variable timing unit advances the timing as engine rpm increases.

On earlier engines the timing advances from 11 ° BTC at low idle to 19° BTC at high idle. On later engines the timing advances from 8° BTC at low idle to 19° BTC at high idle.

LOW RPM POSITION

1. Power piston. 2. Power piston cavity. 3. Control valve spring. 4. Power piston return spring. 5. Oil inlet passage. 6. Drain port. 7. Control valve. 8. Flyweights . . 9. Shaft assembly.

During engine low rpm operation, the flyweight force is not sufficient to overcome the force of control valve spring (3) and move control valve (7) to the closed position. Oil merely flows through the power piston cavity (2).

HIGH RPM POSITION

1. Power piston. 2. Power piston cavity. 3. Control valve spring. 4. Power piston return spring. 5. Oil inlet passage. 6. Drain port. 7. Control valve. 8. Flyweights. 9. Shaft assembly.

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FUEL SYSTEM

As the engine rpm increases, flyweights (8) overcome the force of control valve spring (3) and move control valve (7) to the closed position, blocking the oil drain port (6). Pressurized oil, trapped in power piston cavity (2), overcomes the force of spring (4) and moves power piston (1) outward. This causes the fuel injection pump camshaft to index slightly ahead of the shaft portion (9) of the variable timing unit. Any outward movement of the power piston increases the force on the control valve spring. This tends to reopen the control valve, letting oil escape from the power piston cavity. As oil begins flowing from the cavity again, return spring (4) moves the power piston inward.

At any given rpm, a balance is reached between the flyweight force and the control valve spring force. The resultant position of control valve (7) will tend to maintain proper pressure behind the power piston. The greater the rpm, the smaller the drain port opening, and the further outward the power piston is forced.

As the power piston is moved outward, the angular relationship of the ends of the drive unit change. As the power piston moves forward in the internal helical spline, the fuel injection pump timing advances.

The gear teeth on shaft assembly (9) drive the governor drive pinion.

GOVERNOR

Oil pump gear (14), part of shaft (19), provides immediate pressure oil for the governor. A sump in body assembly (15) provides immediate supply for the pump. A bypass valve, in the body assembly, maintains correct oil pressure.

When the engine is operating, pressure oil from the pump is directed through passage (11) in cylinder (10), to a space around sleeve (13) and through an oil passage in piston (12) to a groove around valve (9). When revolving weights (7) slow down (occurring when engine load increases), the weights move in, allowing governor spring (6) to move valve (9) down. When the valve moves down, the oil passage in piston (12) opens to pressure oil in the groove around valve (9). Pressure oil is now at the large area end of piston (12) and pushes the piston, valve (9) and shaft (16) down. Shaft (16) pushes lever (18), moving fuel rack (21) forward thus increasing the amount of fuel to the engine.

With more fuel, engine rpm increases until the revolving weights again rotate fast enough to balance the force of the governor spring. The passage in piston (12) will be between the oil pressure groove and the oil drain groove in valve

6

SYSTEMS OPERATION

(9). The movement of piston (12), valve (9), shaft (16), lever (18) and fuel rack (21) stops and engine rpm is the same as before. When engine load decreases, revolving weights (7) speed up and toes on the weights move valve (9) upward opening oil passage in piston (12) to the drain groove around valve (9). Oil pressure between sleeve (13) and piston (12) pushes the piston, valve (9) an.d shaft (16) upward which moves fuel rack (21) to decrease the amount of fuel to the engine and the rpm of the engine (and revolving weights) de­creases. When revolving weight force again balances governor spring force, the rpm of the engine is the same as before. 1

~ ___ -3

6------~~~~~~n~

7--------~~~~~~~

12

\------18

5744Xl

GOVERNOR CROSS·SECTION

1. Adjusting screw. 2. Collar. 3. Bolt. 4. Lever assembly. 5. Seat assembly. 6. Governor Spring. 7. Flyweights. 8. Seat. 9. Valve. 10. Cylinder. 11. Oil passage. 12. Piston and valve assembly. 13. Sleeve. 14. Gear. 15. Body assembly. 16. Shaft. 17. Shaft assembly. 18. Lever. 19. Quill shaft. 20. Drive pinion. 21. Fuel rack. A. Speed limiter.

The engine is stopped by pulling up on the accelerator pedal.

An oil passage through the center of valve (9) has a small oil outlet near the top end of the valve to lubricate a thrust bearing under seat (8). The bearing surface of flyweight assembly (7) drive gear, receives lubricating oil from the oil around sleeve (13), through an opening in cylinder (10).

Governor action will change if there is a loss in lubricating oil pressure; however, the governor still offers protection against engine overspeeding be­cause the flyweights are mechanically connected to

FUEL SYSTEM

the fuel rack. The mechanical connections make it possible to move the fuel rack to the SHUTOFF position by using the controls normally used to stop the engine.

When the engine is started, speed limiter plunger (A) restricts the movement of the governor control linkage ... When operating oil pressure is reached, the plunger in the speed limiter retracts and the governor control can be moved to the HIGH IDLE position.

FUEL RATIO CONTROL

The fuel ratio control coordinates the movement of the fuel rack with the amount of air available in the inlet manifold. The control keeps the fuel to air ratio more efficient, thus minimizing exhaust smoke.

A manually operated override lever (1) is pro­vided to allow unrestricted rack movement during cold starts. After the engine starts, the override automatically resets in the RUN position.

Collar (6) mechanically connects to the fuel rack. The head of bolt assembly (7) latches through a slot in collar (6). An air line connects the chamber above diaphragm (5), with the air in the engine inlet manifold.

FUEL RATIO CONTROL CROSS SECTION

1. Lever. 2. Housing. 3. Spring. 4. Spring. 5. Dia­phragm. 6. Collar. 7. Bolt assembly.

When the operator moves the governor control to increase engine rpm, the governor spring moves collar (6) down until it contacts the head of bolt assembly (7). The bolt assembly restricts the movement of the bolt and collar until spring (3) and the turbocharger boost of air pressure in housing (2) forces diaphragm (5), spring (4) and

SYSTEMS OPERATION

bolt assembly (7) to relieve the bolt head restric­tion to bolt and collar (6). This allows the fuel rack to move to increase the fuel as turbocharger ait pressure (boost) increases with the increase in engine rpm.

FUEL RATIO CONTROL (HYDRAULIC ACTIVATED)

The hydraulic activated fuel ratio control auto­matically causes a restriction to the amount of travel of the rack in the "fuel on" direction, until the air pressure in the inlet manifold is high enough to give complete combustion. The fuel ratio control keeps engine performance high.

FUEL RATIO CONTROL (HYDRAULIC ACTIVATED)

1. Valve. 2. Oil inlet passage. 3. Passage for inlet air pressure. 4. Oil outlet passage. 5. Large oil passage. 6. Oil drain. 7. Spring. 8. Diaphragm. 9. Valve.

The hydraulic activated fuel ratio control has two valves (1) and (9). Engine oil pressure works against valve (1) to control the movement of the fuel rack. Air pressure from the inlet manifold works against diaphragm (8) to move valve (9) to control oil pressure against valve (1).

When the engine is stopped, there is no pressure on either valve. Spring (7) moves both valves to the ends of their travel. In this position, the fuel rack travel is not restricted. Also in this position, an oil outlet passage (4) is open to let oil away from valve (1).

When the engine is started, the open oil outlet passage (4) prevents oil pressure against valve (1) until air pressure from the inlet manifold is high enough to move valve (9) to close the large oil passage (5). Engine oil pressure then works against

7

AIR INDUCTION AND EXHAUST SYSTEMS OPERATION

AIR INDUCTION AND EXHAUST SYSTEM

4

AIR INDUCTION AND EXHAUST SYSTEM (SCHEMATIC)

1. Flywheel. 2. Exhaust manifold (left bank). 3. Turbo· charger. 4. I ntake manifolds. 5. Air inlet to turbocharger (from the air cleaner). 6 . Engine exhaust (from turbo· charger). 7. Exhaust manifold (right bank). Each cylinder of the engine is numbered 1 through 8.

The turbocharger is between the cylinder banks at the front of the engine. It is driven by exhaust gas, from the engine cylinders, that goes through exhaust manifolds (2) and (7).

Exhaust manifolds (2) and (7) have one section to a cylinder. These are interchangeable between banks. Studs and nuts are ,used to secure the manifold sections to the cylinder heads.

Inlet air for the engine is drawn through the air clean~r .by the tu!bocharger. From turbocharger (3),. aIr IS forced dIrectly through intake mq,nifolds (4) mto the combustion area of each cylind~r.

The intake manifolds (4) have two sections on each bank. The sections are interchapgeable be­tween banks. ' ...

There are four valves (two intake and two exhaust) for each cylinder. The 'valves are actuated by overhead camshafts and forked rocker arm assemblies, located in the housing on top of the cylinder heads.

Exhaust gases leave each cylinder through two exh~ust .valve ports. After passing through the turbme SIde of the turbocharger, the exhaust exits through exhaust outlet (6).

TURBOCHARGER

All the exhaust gases from the diesel engine pass through the turbocharger.

The exhaust gases enter the turbine housing (10)

and are directed through the blades of a turbine wheel (9), causing the turbine wheel and a com­pressor wheel (4) to rotate.

Filtered air from the air cleaners is drawn thro~gh the compressor housing air inlet (1) by the rotatmg compressor wheel. The air is compressed by action of the compressor wheel and forced to the inlet manifold of the engine.

10

11

TURBOCHARGER (Typical Illustration)

1. Air inlet. 2. Compressor housing. 3. Nut. 4. Compres­sor wheel. 5. Thrust plate. 6. Center housing. 7. lubrica­tion inlet port. 8. Shroud. 9 . Turbine wheel and shaft. 10. Turbine housing. 11. Exhaust outlet. 12. Spacer. 13. Ring. 14. Seal. 15. Collar. 16. Lubrication outlet port. 17. Ring. 18. Bearing. 19. Ring.

9

When engine load increases, more fuel is injected into the engine cylinders. The volume of exhaust gas increases causing the turbocharger turbine wheel and compressor impeller to rotate faster. The increased rpm of the impeller increases the quantity of inlet air. As the turbocharger provides additional inlet air, more fue~an be burned; hence more horsepower derived frofu the engine.

Maximum rpm of the turbocharger is controlled by the rack setting, the high idle speed setting and the height above sea level at which the engine is op.erated.

WARNING: If the high idle rpm or the rack setting is higher than given in the

. RACK SETTING INFORMATION (for the heIght above sea level at which the engine is operated), there can be damage to engine or turbocharger parts.

The bearings for the turbocharger use engine oil under pressure for lubrication. The oil comes in through the inlet port (7) and goes through passages in the center section for lubrication of the bearings. Oil from the turbocharger goes out

9