Cooling System 3306 67d

3306 MARINE ENGINE 67D02422-UP(SEBP1203 - 00) - Systems & Components Page 1 of 97
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Product: MARINE ENGINE

Model: 3306 MARINE ENGINE 67D
Configuration: 3306 MARINE ENGINE 67D02422-UP
Systems Operation
3304 & 3306 INDUSTRIAL & MARINE ENGINES
Media Number -SEBR0539-00 Publication Date -28/09/1992 Date Updated -11/10/2001
Systems Operation
General Information
AFTERCOOLED ENGINE ARRANGEMENT SHOWN

1. Turbocharger. 2. Air filter. 3. Exhaust manifold. 4. Aftercooler. 5. Gauges (an attachment). 6. Oil breather. 7. Bleed
valve for fuel injection pump. 8. Governor control lever. 9. Flywheel housing. 10. Priming pump. 11. Electric starting
motor. 12. Heat-Start switch. 13. Oil pressure switch. 14. Cover for drive gear for fuel injection pump or automatic
timing advance unit. 15. Cylinder head. 16. Engine oil cooler. 17. Inlet manifold [a part of cylinder head (15)]. 18.
Coolant flow switch. 19. Cover for timing pointer. 20. Alternator. 21. Engine information plates. 22. Damper. 23.
Engine oil filter.
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The 3304 and 3306 Industrial and Marine Engines are part of a series of 4.75" (120.6 mm) bore,
6.00" (152.4 mm) stroke, in line engines. This book is for engines equipped with sleeve metering
fuel systems. They are available either naturally aspirated (without turbocharger), with a
turbocharger, or with a turbocharger and an aftercooler. All of these engines run counterclockwise
when seen from the flywheel end.
The 3304 Engine has four cylinders with a 425 cu. in. (7.0 liter) displacement. The firing order is 1,
3, 4, 2. The engine weight is approximately 1600 lb. (720 kg) without coolant or oil.
The 3306 Engine has six cylinders with a 638 cu. in. (10.5 liter) displacement. The firing order is 1,
5, 3, 6, 2, 4. The engine weight is approximately 1940 lb. (880 kg) without coolant or oil.
Fuel System
SCHEMATIC OF FUEL SYSTEM

1. Constant bleed valve. 2. Disc. 3. Siphon break orifice. 4. Priming pump. 5. Fuel injection pump. 6. Fuel injection
valve. 7. Bleed valve. 8. Fuel return line. 9. Fuel supply line [optional water separator (W.S.) installation is shown by
dash lines]. 10. Fuel tank. 11. Fuel filter. 12. Channel. 13. Check valve. 14. Check valve. 15. Housing for the fuel
injection pumps. 16. Check valve. 17. Bypass valve. 18. Transfer pump.
Introduction
The Sleeve Metering Fuel System is a pressure type fuel system. The name for the system is from
the method used to control the amount of fuel in the fuel injection charge. This system has an
injection pump and an injection valve for each cylinder. The injection pumps are in the fuel injection
pump housing on the right side of the engine. The injection valves are in the precombustion
chambers in the cylinder head.
Water Separator
Some engines have a water separator. The water separator is installed between the fuel tank and the
rest of the fuel system. For efficiency in the action of the water separator the fuel flow must come
directly from the fuel tank and through the water separator. This is because the action of going
through a pump or valves before the water separator lowers the efficiency of the water separator.
The water separator can remove 95% of the water in a fuel flow of up to 33 gph (125 liter/hr) if the
concentration of the water in the fuel is 10% or less. It is important to check the water level in the
water separator frequently. The maximum amount of water which the water separator can hold is 0.8
pt. (0.4 liter). At this point the water fills the glass to 3/4 full. Do not let the water separator have
this much water before draining the water. After the water level is at 3/4 full, the water separator
loses its efficiency and the water in the fuel can go through the separator and cause damage to the
fuel injection pump.
Drain the water from the water separator every day or when the water level gets to 1/2 full. This
gives the system protection from water in the fuel. If the fuel has a high concentration of water, or if
the flow rate of fuel through the water separator is high, the water separator fills with water faster
and must be drained more often.
To drain the water separator, open the valve in the drain line and the valve at the top of the water
separator. Let the water drain until it is all out of the water separator. Close both valves.
Fuel System Timing

The timing of the fuel system is according to the camshaft installed in the housing for the fuel
injection pumps (15). The difference between the camshafts is in the different angle between the
lobes on the camshaft and the slot for the timing pin. The charts give the camshaft for the fuel
injection pump and governor group and the timing which the engine has with the camshaft installed.
IDENTIFICATION MARKS
A. Part number of fuel injection pump and governor group. B. Identification number on housing. C. Location of part
number marks on camshaft.
NOTE: Early camshafts had no part number marks on the camshafts. All 4 cylinder camshafts
without part number marks at location (C) are 4N4312.
NOTE: If the part number of the fuel injection pump and governor group is not in the chart or if it
has a different camshaft, make reference to the parts book, or to TECHNICAL PARTSGRAM;
COMMON USAGE IN SLEEVE METERING FUEL SYSTEMS, 4 and 6 PUMP GROUPS, Form
No. FEG00707.
The 3306 Engine can have either one of two different camshafts for the fuel injection pump. The
8.5° camshaft is for the 3306 Engines which have a turbocharger, an aftercooler and an automatic
timing advance unit. ALL other 3306 INDUSTRIAL AND MARINE ENGINES use the 13.5°
camshaft.
The 3304 Engine can have either one of two different camshafts for the fuel injection pump. The
13.5° camshaft is installed in all the later 3304 fuel injection pump and governor groups. It gives
better fuel combustion characteristics than the 12.5° camshaft.
Automatic Timing Advance Unit

On some engines, an automatic timing advance unit connects the drive sleeve on the end of the
camshaft to the timing gears in the front of the engine. The unit changes the timing of the fuel
system according to the engine speed to give better combustion of the fuel at all levels of engine
operation. The unit in these engines changes injection timing from 8° 30' BTC, at 1200 rpm, to 14°
30' BTC, at 2200 rpm.
Fuel Flow With Engine Running
SLEEVE METERING FUEL INJECTION PUMP

4. Priming pump. 5. Fuel injection pump. 7. Bleed valve. 19. Shutoff solenoid. 20. Position for oil pressure shutoff
(attachment). 21. Fuel ratio control. 22. Brass screw terminal. 23. Position for measurement of fuel pressure in housing.
24. Filter base. 25. Timing pin in storage position. 26. Drive sleeve. 27. Governor control shaft. 28. Cover for high idle
stop and low idle stop. 29. Position for using timing pin. 30. Cover for housing. 31. 2P8315 Bracket Assembly. 32.
Transfer pump drain. 33. Inlet for lubricating oil for automatic timing advance unit.
When the engine is running, transfer pump (18) pulls fuel from fuel tank (10), through fuel filter
(11), and into channel (12) behind cover (30). From the channel, the fuel goes through check valve
(13) into the bottom of priming pump (4), through the priming pump, out check valve (14) and into
passage (34) in the housing. The fuel in the passage is the supply for transfer pump (18). The output
of the transfer pump goes into housing (15).
SLEEVE METERING FUEL PUMP

12. Channel. 30. Cover for housing.
The fuel in the housing is the supply for the injection pumps and the lubricant for all the moving
parts in the housing. Fuel can go from the housing in three ways.
SLEEVE METERING FUEL PUMP

5. Fuel injection pump. 16. Check valve. 17. Bypass valve. 34. Passage (to transfer pump inlet). 35. Passage to check
valve.
1. Fuel injection pumps (5) send some fuel to the cylinders during injection.
2. Constant bleed valve (1) lets approximately 9 gal./hr. of fuel go back to the fuel tank,
through return line (8) when the pressure in the housing is 25 to 32 psi (170 to 220 kPa). This
flow takes air and heat away from the housing.
3. Bypass valve (17) keeps the pressure of the fuel in the housing at a maximum of 25 to 32
psi (170 to 220 kPa) at 2200 rpm. Fuel which goes through the bypass valve mixes with the
fuel flow from the tank in passage (34). From here the mixture of fuel goes through the
transfer pump and back into the housing.
CONSTANT BLEED VALVE

1. Constant bleed valve (in fitting).
Fuel Flow Using The Priming Pump And Bleed Valve

When the priming pump handle is pulled out, negative air pressure in the pump makes check valve
(13) open and pulls fuel from the tank. Pushing the handle in closes check valve (13) and opens
check valve (14). This pushes air and/or fuel into the housing through passage (35) and check valve
(16). More operation of the priming pump will pull fuel from the tank until fuel supply line (9), fuel
filter (11) and housing (15) are full of fuel. At this time the fuel flow from the bleed valve (7) will
have no air bubbles.
Fuel Flow After Engine Stops Running

When the engine is running, the pressure in the housing holds some air in the fuel in a mixture.
When the engine stops, the air comes out of the fuel and goes to the top of the housing. The air goes
out of the housing through hole (36) in the cover and into passages (37) and (38) in the filter base.
The air goes under disc (2) through scratch (39) and down through passages (40), (41), (42). Then
the air goes through the top of the filter housing and the remainder of the fuel stays in the housing
and filter.
When the engine starts the next time, the fuel in the housing and in the filter will be the supply for
the engine until the transfer pump pulls the fuel from the tank.
SIPHON BREAK HOUSING

36. Hole. 37. Passage. 41. Passage. 42. Passage
SIPHON BREAK FUEL FILTER BASE

2. Disc. 38. Passage. 39. Scratch. 40. Passage.
Fuel Transfer Pump
FUEL TRANSFER PUMP

43. Seal. 44. Driven gear. 45. Drive gear. 46. Camshaft for the fuel injection pump. 47. Drive sleeve. 48. Lip-type seals.
Fuel transfer pump (18) is on the front end of housing (15) for the fuel injection pumps. The output
of the pump is more than the engine needs for combustion. Camshaft (46) for the fuel injection
pump turns drive gear (45) in the transfer pump. Two lip-type seals (48) on the camshaft keep the
fuel in the transfer pump apart from the engine oil in the compartment for the timing gears. The area
between the two seals is connected to transfer pump drain (50). The drain has two functions. One
function is to be an outlet for fuel or lubrication oil leakage. The other function is to give a visual
indication of seal or bearing failure before the failure can be a cause for any other failures.
FUEL TRANSFER PUMP BODY

49. Outlet for lubrication oil to automatic timing advance unit. 50. Transfer pump drain. 51. Inlet for lubrication oil for
automatic timing advance unit.
Fuel Priming Pump

The priming pump is on the cover of the sleeve metering fuel system. The purpose of the pump is to
fill the fuel system with fuel. Operation of the pump with bleed valve (7) open will remove air from
the fuel injection pump housing.
Fuel Injection Pump Operation
FUEL INJECTION PUMP OPERATION

1. Reverse flow check valve. 2. Chamber. 3. Barrel. 4. Spring. 5. Fuel inlet (fill port). 6. Retainer. 7. Plunger. 8. Sleeve.
9. Fuel outlet (spill port). 10. Sleeve control lever. 11. Lifter. 12. Camshaft.
The main components of a fuel injection pump in the sleeve metering fuel system are: plunger (7),
barrel (3), and sleeve (8). The plunger moves up and down inside the barrel and sleeve. The barrel is
stationary while the sleeve is moved up and down around the plunger to make a change in the
amount of fuel for injection.
The plunger, barrel, and sleeve are a fitted set and they must be kept together. Lifter (11) and
plunger (7) are lifted through a full stroke by each revolution of the camshaft (12). The force of
spring (4) on plunger (7) through retainer (6) holds the lifter against the camshaft through the full
stroke cycle.
FUEL INJECTION PUMP OPERATION

2. Chamber. 3. Barrel. 5. Fuel inlet (fill port). 7. Plunger. 8. Sleeve. 9. Fuel outlet (spill port). 11. Lifter. 12. Camshaft.
A. Before injection. B. Start of injection. C. End of injection.
Before Injection
Before the engine can start or run correctly, the housing and fuel injection lines must be full of fuel
and the sleeve (8) must be high enough on the plunger to close the fuel outlet (9) (spill port) during
part of the stroke cycle. Chamber (2) fills with fuel through the fuel inlet (5) (fill port) which is
under the level of the fuel in the housing.
Injection
Injection starts after the rotation of the camshaft lifts plunger (7) far enough into barrel (3) to close
fuel inlet (5). At this time, both the fuel inlet and fuel outlet are closed. As more rotation of the
camshaft lifts the plunger farther into the chamber of the barrel, the fuel in the chamber is put under
more and more pressure. This pressure is felt by reverse flow check valve (1) and the fuel injection
valve. When the pressure is high enough to open the fuel injection valve, injection starts. Injection
stops when the rotation of the camshaft has lifted the plunger far enough to open fuel outlet (9). This
puts the fuel outlet above the top of sleeve (8).
When the fuel outlet opens, it lets pressure off of the fuel in the chamber. The pressure of the fuel in
the line closes the reverse flow check valve (1). With no more flow of fuel, injection valve at the
other end of the line closes. This makes the injection complete. The volume of fuel in the injection
charge is equal to the volume of the plunger which is lifted into the barrel between the start of
injection and the end of injection.
After Injection
After injection has stopped, the camshaft lifts the plunger the rest of the way to the top of the stroke.
The plunger is pushed out of the chamber by spring (4). The fuel in the housing fills the space in the
chamber through the fuel outlet (9) until the sleeve closes it on the down stroke. More rotation of the
camshaft lets the spring push the plunger down farther which opens fuel inlet (5). Fuel fills the rest
of the chamber through the fuel inlet (5). Then the stroke cycle starts again.
Sleeve Position
The position of the sleeve on the plunger controls the amount of fuel for injection. When the
position of the sleeve on the plunger is low enough that it does not cover the fuel outlet during any
part of the stroke, the pump can not make pressure for injection. This is the "fuel off" position for
the sleeve.
If the sleeve is in a higher position on the plunger, the pump can make pressure for injection. This is
the "fuel on" position. As the sleeve position is made higher, more fuel is put into the injection
charge.
Adjustments To The Sleeve Metering Fuel System

Fuel Pump Calibration
For good engine performance, it is very important to make the setting of all of the injection pumps
be the same. The procedure for this is called Fuel Pump Calibration. See the Testing and Adjusting
section of this book.
Fuel System Setting

The maximum injection charge is controlled by the Fuel System Setting. The correct procedure and
tooling lists for adjustments to the fuel system are in the Testing and Adjusting section of this book.
The correct measurement for the fuel system setting is in RACK SETTING INFORMATION.
Fuel System Operation

Engine Running
When the engine is running, any movement of the governor control shaft (1) makes a change in the
speed of the engine. Counterclockwise movement (A) causes an increase in engine speed until the
movement is held by the high idle stop (2). Clockwise movement (B) makes a decrease in engine
speed until the movement is held by the low idle stop (3). More clockwise movement (B) moves the
linkage beyond the detent (4) in the control. Still more clockwise movement (B) causes the pumps to
stop injection and, because no fuel goes to the cylinders, the engine stops.
FUEL SYSTEM OPERATION

1. Governor control shaft. 2. High idle stop. 3. Low idle stop. 4. Detent. A. Counterclockwise movement. B. Clockwise
movement.
GOVERNOR CONTROL SHAFT

1. Governor control shaft. 5. Groove. 6. Tooth. 7. Lever. 8. Edge of lever (7). 9. Lever.
Governor control shaft (1) has a groove (5) which fits a tooth (6) in lever (7). Any movement of
shaft (1) moves lever (7) in the same direction. If the shaft and lever have counterclockwise
movement (A), an edge (8) of lever (7) comes into contact with lever (9).

10. Seat. 11. Washer. 12. Governor spring. 13. Seat. 14. Riser.

13. Seat. 15. Load stop. 16. Load stop pin. 17. Lever. 18. Lever.

18. Lever. 19. Hole. 20. Pin.
More counterclockwise movement (A) pushes lever (9) against seat (10), washer (11), governor
spring (12), seat (13), and riser (14). The movement of seat (13) pushes against lever (17) which
works like a bellcrank and pushes load stop pin (16) up. The load stop pin (16) can be pushed up
until it is in contact with the load stop (15). This is the limit for the movement toward maximum fuel
for injection. At the same time the lower end of lever (18) is in the groove in riser (14). As the riser
moves, lever (18) works like a bellcrank and moves pin (20) which is in the top end of the lever. The
outer end of pin (20) has the shape of a ball. It fits in a hole (19) in the bottom part of lever (23). The
turning of lever (23) makes lever (24) turn the fuel control shaft (21) through spring (22). This
makes an increase in the fuel for injection to the cylinder.
FUEL CONTROL SHAFT

19. Hole. 21. Fuel control shaft. 22. Spring. 23. Lever. 24. Lever. 25. Pin.
Starting the Engine

When starting the engine, the governor control shaft is in the middle position. The linkages in the
housing work in almost the same manner as when the engine is running. The only difference is in
the function of a spring (C) which is between seat (13) and riser (14). When the engine is running,
the force from the weights in the governor is enough to cause compression of spring (C) until the
seat (13) and riser (14) are in contact. For starting, the force of spring (C) is enough to push the riser
to the full fuel position. This lets the engine have the maximum amount of fuel for injection for
starting. The limit for the amount of fuel for injection is the position of the air-fuel ratio control.

10. Seat. 11. Washer. 12. Governor spring. 13. Seat. 14. Riser. C. Spring.
Before the speed of the engine is up to low idle speed, the governor weights make enough force to
push spring (C) together and riser (14) and seat (13) come into contact. From this time on, the
governor works to control engine speed.
Stopping the Engine Manually

Pushing the governor control lever past the detent manually stops the engine.
Maximum clockwise movement (B) of the governor control shaft stops the engine. If the governor
control shaft (1) is not at the low idle position, clockwise movement (B) lets lever (9) move back
away from the governor spring (12). Less compression in governor spring (12) lets riser (14) and
seat (13) move away from the weight end of the shaft. The lower end of lever (18) is in the groove in
riser (14). As the riser moves, lever (18) works like a bellcrank and moves pin (20) which is in the
top end of the lever. The outer end of pin (20) has the shape of a ball. It fits in a hole (19) in the
bottom part of lever (23). The turning of lever (18) makes lever (23) push against lever (24) which
turns the fuel control shaft (21).
This makes a decrease in the amount of fuel for injection to the cylinder.
When the governor control shaft (1) is in the low idle position, more clockwise movement (B)
makes pin (27) in the end of lever (28) move against lever (26). Lever (26) works as a bellcrank. As
it turns from the pressure of pin (27) the other end of the lever (26) moves against the pin (25) in
lever (24). Lever (24) is tight on the fuel control shaft (21) and more movement in that direction
causes the pumps to stop injection and, because no fuel goes to the cylinders, the engine stops.

1. Governor control shaft. 9. Lever. 12. Governor spring. 26. Lever. 27. Pin. 28. Lever. 29. Shaft. B. Clockwise
movement.
In some applications, a contact switch on the control panel for the operator activates the electric
shutoff solenoid to stop the engine.
Stopping the Engine with Solenoid Shutoff
Activate To Run Solenoid
SHUTOFF SOLENOID (Activate To Run)

30. Solenoid. 31. Spring. 32. Shaft.
The function of the shutoff solenoid is similar whether it is an "activate to run" or "activate to
shutoff" type. With either shutoff solenoid, the engine can be stopped without effect from the
position of the governor control. The activate to run solenoid is always connected to electrical power
while the engine is running. The solenoid (30) pulls in shaft (32) putting spring (31) in compression.
When the eletrical power to the solenoid stops, spring (31) pushes shaft (32) against lever (34).
Lever (34) has a pin (33) which comes in contact with edge (35) of lever (36) and pushes lever (36)
in the direction shown.
SHUTOFF HOUSING
33. Pin. 34. Lever.

29. Shaft. 35. Edge. 36. Lever. 37. Housing.
Lever (36) is tight on shaft (29) which is through housing (37). On the other end of shaft (29), lever
(26) moves in the same direction. Lever (26) pushes against pin (25) in lever (24). Lever (24) is tight
on the end of the fuel control shaft (21). The turning of lever (26) makes lever (24) turn the fuel
control shaft (21) in the same direction. This stops the engine by putting the sleeves low on the
plungers so there is no injection. This movement is independent of governor action because a spring
(22) connects lever (23) and lever (24) on the fuel control shaft (21). Lever (24) can turn the fuel
control shaft to the fuel off position by bending spring (22) without changing the position of the
parts of the governor first.
FUEL CONTROL SHAFT

19. Hole. 21. Fuel control shaft. 22. Spring. 23. Lever. 24. Lever. 25. Pin.
Activate To Shutoff Solenoid
SHUTOFF SOLENOID (Activate To Shutoff)

30. Solenoid. 38. Shaft.
The activate to shutoff solenoid works on the other end of lever (34). The end of shaft (38) is behind
lever (34). When the electrical power is on, the solenoid pulls in on shaft (38). This moves lever (34)
in the same direction as an activate to run solenoid would move the lever. The rest of the linkage
moves in the same way to stop the engine.
Governor (Used On Earlier Engines)

This governor for the Sleeve Metering Fuel System is of the mechanical type. It works to keep the
speed of the engine from changing when there is an increase or decrease in load when the engine is
running with governor control shaft stationary.
GOVERNOR
39. Tachometer drive shaft. 40. Weights. 41. Pin. 42. Carrier. 43. Slot. 44. Pin.
The carrier (42) for weights (40) is held on one end of the camshaft by bolts. The tachometer drive
shaft (39) is through the center of the governor parts. The shaft has a radial hole through the driven
end. A pin (41) is through this hole and fits into the slot (43) in the carrier on both sides of the shaft.
GOVERNOR
10. Seat. 11. Washer. 12. Governor spring. 13. Seat. 14. Riser. 39. Tachometer drive shaft. 45. Race. 46. Bearing. 47.
Race.
The weights (40) are connected to the carrier (42) by pins (41). The weights (40) and pins (41) work
like bellcranks and pivots. When the camshaft and carrier (42) turn, the outer parts of the weights
(40) move out from the center. The inner parts push against race (45), bearing (46), and race (47)
(thrust bearing). The thrust bearing removes the turning movement but puts the thrust against the
shoulder of riser (14). The riser (14) is against seat (13) which is against governor spring (12).
Governor spring (12) and washer (11) are in compression between seat (10) and seat (13). Seat (10)
is held in position by lever (9) on the governor control shaft (1). There is a balance between the
forces from the weights (40) and the governor spring (12) as long as the load on the engine does not
change.
When there is a decrease in the load on the engine the engine starts to make an increase in speed.
The weights in the governor turn faster causing the outer parts of the weights to move out farther.
This puts more force against the thrust bearing. The thrust bearing pushes riser (14) which puts more
compression on governor spring (12). At the same time the lower end of lever (18) is in the groove
in riser (14).
The movement of riser (14) moves lever (18) to make a decrease in the amount of fuel for injection.
With less fuel, the engine has a decrease in speed. The governor has this action again and again until
the governor is in balance. When the governor is in balance the engine speed will be the same as it
was before there was a decrease in load.
If there is an increase in the load on the engine, the engine starts to make a decrease in speed. The
weights in the governor turn slower. The thrust from the weights against the riser will be less, so the
spring pushes the riser to the right.
The movement of the riser (14) makes lever (18) move the fuel control shaft (21) to make an
increase in the amount of fuel for injection. With more fuel, the engine runs faster. The governor has
this action again and again until the governor is in balance. When the governor is in balance the
engine speed is the same as it was before the engine had an increase in load.
"Non-Adjustable Dashpot" Governor (Used On Later Engines)

The non-adjustable dashpot governor is the standard governor for the later engines. It controls
engine rpm with less hunting (oscillation of engine rpm between faster and slower than desired rpm)
than the earlier standard governor.
The "non-adjustable dashpot" governor gets its name from the function of some of the parts in the
governor. These parts work together like a "dashpot" or shock absorber to make the rpm of the
engine steady. Governor piston (6) moves in cylinder (3) which is filled with fuel. The movement of
piston (6) in cylinder (3) either pulls fuel into cylinder (3) or pushes it out. In either direction the
flow of fuel is through hole (2) in the bottom of cylinder (3) and through orifice (1) to the inside of
the housing. The restriction to the flow of the fuel by orifice (1) gives the governor its "dashpot"
function. The fixed size of orifice (1) makes the "dashpot" function non-adjustable.
NON-ADJUSTABLE DASHPOT GOVERNOR

1. Orifice. 2. Hole in bottom of cylinder. 3. Cylinder. 4. Governor spring. 5. Weights. 6. Piston. 7. Dashpot spring. 8.
Seat. 9. Riser.
DASHPOT GOVERNOR PISTON

6. Piston. 7. Dashpot spring. 8. Seat.
When the engine has a decrease in load, the engine starts to run faster. The governor weights push
against riser (9). Riser (9) pushes against governor spring (4) with more force. The additional force
starts to move riser (9). This puts more compression on governor spring (4) and starts to put dashpot
spring (7) in compression.
Dashpot spring (7) is in compression because the fuel in cylinder (3) behind piston (6) can only go
out through hole (2) in the bottom of cylinder (3). The rate of flow through hole (2) and orifice (1)
controls how fast piston (6) moves. As the fuel goes out of cylinder (3), piston (6) moves into the
space from the fuel. This lets compression off of dashpot spring (7) gradually.
NON-ADJUSTABLE DASHPOT GOVERNOR CYLINDER

2. Hole in bottom of cylinder. 3. Cylinder.
When governor spring (4) and dashpot spring (7) are both in compression, their forces work together
against the force of the governor weights. This gives the effect of having a governor spring with a
high spring rate. A governor spring with a high spring rate keeps the engine rpm from having
oscillations during load changes. When the engine rpm and the engine load are both steady,
governor spring (4) works alone to keep the engine rpm steady. This gives the engine more sensitive
rpm control under steady load conditions.
When the engine has an increase in load, the engine starts to run slower. The governor weights push
against riser (9) and seat (8) for governor spring (4) with less force. Governor spring (4) starts to
push seat (8) and riser (9) to give the engine more fuel for injection. Seat (8) is connected to piston
(6) through dashpot spring (7). When seat (8) and riser (9) start to move, the action puts dashpot
spring (7) in tension. Piston (6) has to pull fuel into cylinder (3) from the governor housing to take
its space so that it can move. This makes the movement of seat (8) for the governor spring (4) and
riser (9) more gradual.
During this condition, dashpot spring (7) is pulling against governor spring (4). This gives the effect
of a governor spring with a high spring rate. A governor spring with a high spring rate keeps the
engine speed from having oscillations during load changes. It lets the engine have just enough fuel
for injection to keep the engine speed steady.
The functions of the other parts in the governor housing are the same as in the earlier standard
governor.
"Adjustable Dashpot" Governor

(For Electric Set Engines)
"ADJUSTABLE DASHPOT" GOVERNOR

1. Governor housing. 2. Governor control shaft. 3. Needle valve.
The "adjustable dashpot" governor is for electric set engines which must operate at very near
constant rpm under changing loads.
The "adjustable dashpot" governor gets its name from the function of some of the parts in the
governor. They work together like a "dashpot" or shock absorber to make the rpm of the engine
steady. The governor has a piston (6) that moves in a cylinder (5) which is filled with fuel. The
movement of piston (6) in cylinder (5) either pulls fuel into cylinder (5) or pushes it out. In either
direction, the flow of fuel is through a hole (9) in the bottom of cylinder (5) and through passages in
the governor housing which are connected by needle valve (3). The passages in governor housing
(1) connect the fuel in governor housing (1) with the fuel in cylinder (5) through hole (8).

3. Needle valve. 4. Governor spring. 5. Cylinder. 6. Piston. 7. Riser.
When the engine has a decrease in load, the engine starts to run faster. The governor weights push
against riser (7) and seat (11) for governor spring (4) with more force. The additional force starts to
move riser (7) and seat (11) which puts more compression on governor spring (4) and starts to put
dashpot spring (10) in compression.
"ADJUSTABLE DASHPOT" GOVERNOR CYLINDER

5. Cylinder. 8. Hole (in governor housing). 9. Hole (in bottom of cylinder).
Dashpot spring (10) is in compression because the fuel in cylinder (5) behind piston (6) can only go
out through hole (9) in the bottom of cylinder (5). The rate of flow through hole (9) controls how
fast piston (6) moves. As the fuel goes out of cylinder (5), piston (6) moves into the space from the
fuel. This lets compression off of dashpot spring (10) gradually.
DASHPOT GOVERNOR PISTON

6. Piston. 10. Dashpot spring. 11. Seat.
When governor spring (4) and dashpot spring (10) are both in compression, their forces work
together against the force of the governor weights. This gives the effect of having a governor spring
with a high spring rate. A governor spring with a high spring rate keeps the engine speed from
having oscillations during load changes. It lets the engine have just enough fuel for injection to keep
the engine speed steady.
When the engine has an increase in load, the engine starts to run slower. The governor weights push
against riser (7) and seat (11) for governor spring (4) with less force. Governor spring (4) starts to
push seat (11) and riser (7) to give the engine more fuel for injection. Seat (11) is connected to
piston (6) through dashpot spring (10). When seat (11) and riser (7) start to move, the action puts
dashpot spring (10) in tension. Piston (6) has to pull fuel into cylinder (5) from governor housing (1)
to take its space so that it can move. This makes the movement of seat (11) for the governor spring
(4) and riser (7) more gradual.

3. Needle valve. 4. Governor spring. 5. Cylinder. 6. Piston. 7. Riser.
During this condition, dashpot spring (10) is pulling against governor spring (4). This gives the
effect of a governor spring with a high spring rate. A governor spring with a high spring rate keeps
the engine speed from having oscillations during load changes. It lets the engine have just enough
fuel for injection to keep the engine speed steady.
The rate of flow of the fuel into and out of cylinder (5) is controlled by the adjustment of needle
valve (3). While the engine is running, the needle valve is adjusted so that the governor action is fast
enough to keep the engine running at a steady speed under changing loads. The rest of the parts in
the dashpot governor and their functions are the same as in the earlier standard governor.
Fuel Ratio Control

The fuel ratio control is on the fuel system as a limit for the amount of fuel for injection during an
increase in engine speed (acceleration). The purpose is to keep the amount of smoke in the exhaust
gas at a minimum.
FUEL RATIO CONTROL

1. Chamber. 2. Spring. 3. Spring. 4. Bolt.
When the engine is running, air pressure from the inlet manifold is in chamber (1) of the control.
The combination of the force from the air pressure and spring (2) makes a balance with spring (3).
The balance controls the position of bolt (4). When the governor control is moved to make an
increase in engine speed, the linkage moves to turn the fuel control shaft to put more fuel into each
injection.
When the adjustment of the fuel ratio control is correct there will be enough increase in the fuel for
injection to make the engine accelerate rapidly. If the adjustment is correct, there will not be too
much smoke in the exhaust when the engine accelerates.
FUEL RATIO CONTROL

4. Bolt. 5. Lever. 6. Pin.
Fuel Injection Valve
CROSS SECTION OF THE PRECOMBUSTION CHAMBER AND FUEL INJECTION VALVE

1. Fuel injection line. 2. Nut. 3. Glow plug. 4. Body. 5. Nozzle assembly. 6. Precombustion chamber.
Fuel, under high pressure from the injection pumps, is sent through the fuel lines to the fuel injection
valves. When the fuel under high pressure goes into the nozzle assembly, the check valve inside the
nozzle opens and the fuel goes into the precombustion chamber. The injection valve changes the fuel
to many very small drops of fuel. This gives the fuel the correct characteristics for good combustion.
Glow Plugs
Glow plugs are an aid for cold weather starting. During cold weather starting, the pressure in the
cylinders made by the compression stroke is not enough to start combustion of the fuel injection
charge. Activating the glow plugs for the correct length of time heats the precombustion chambers to
the temperature which is necessary for combustion when the engine is turned for starting. After
combustion starts and the starting motor is no longer necessary to keep the engine running, more
operation of the glow plugs heats the precombustion chambers until the engine is running smoothly.
Air Inlet And Exhaust System

Engines With Turbocharger
AIR INLET AND EXHAUST SYSTEM

1. Exhaust manifold. 2. Inlet manifold. 3. Engine cylinder. 4. Turbocharger compressor wheel. 5. Turbocharger turbine
wheel. 6. Air inlet. 7. Exhaust outlet.
The air inlet and exhaust system components are: air cleaner, inlet manifold, cylinder head, valves
and valve system components, exhaust manifold, and turbocharger.
Clean inlet air from the air cleaner is pulled through the air inlet (6) of the turbocharger by the
turning compressor wheel (4). The compressor wheel causes a compression of the air. The air then
goes to the inlet manifold (2) of the engine. When the intake valves open, the air goes into the
engine cylinder (3) and is mixed with the fuel for combustion. When the exhaust valves open, the
exhaust gases go out of the engine cylinder and into the exhaust manifold (1). From the exhaust
manifold, the exhaust gases go through the blades of the turbine wheel (5). This causes the turbine
wheel and compressor wheel to turn. The exhaust gases then go out the exhaust outlet (7) of the
turbocharger.
AIR INLET AND EXHAUST SYSTEM (Typical Example)

1. Exhaust manifold. 2. Inlet manifold. 8. Turbocharger.
Engines With Turbocharger And Aftercooler
TURBOCHARGER AND AFTERCOOLER INSTALLED (TYPICAL ILLUSTRATION)
1. Air inlet. 2. Compressor wheel housing. 3. Exhaust outlet. 4. Air outlet. 5. Aftercooler housing. 6. Exhaust manifold.
7. Cylinder head. 8. Turbine wheel housing. 9. Exhaust inlet. 10. Air filter. 11. Inlet air pipe for aftercooler.
The air inlet and exhaust system components are: air cleaner, aftercooler, inlet manifold, cylinder
head, valves and valve system components, exhaust manifold, and turbocharger.
Clean inlet air from air filter (10) is pulled through air inlet (1) of the turbocharger by the turning
compressor wheel. The compressor wheel causes a compression of the air. The air next goes through
inlet air pipe (11) to aftercooler housing (5). The aftercooler cools the air. The air then goes to the
inlet manifold which is part of cylinder head (7). When the intake valves open, the air goes into the
engine cylinder and is mixed with the fuel for combustion. When the exhaust valves open, the
exhaust gases go out of the engine cylinder and into exhaust manifold (6). From the exhaust
manifold, the exhaust gases go through the blades of the turbine wheel. This causes the turbine
wheel and compressor wheel to turn. The exhaust gases then go out exhaust outlet (3) of the
turbocharger.
Aftercooler
The aftercooler cools the air coming out of the turbocharger before it goes into the inlet manifold.
The purpose of this is to make the air going into the combustion chambers more dense. The more
dense the air is, the more fuel the engine can burn efficiently. This gives the engine more power.
Turbocharger
The turbocharger is installed on the exhaust manifold. The turbocharger is located either at the rear
or on top of the engine. All the exhaust gases from the engine go through the turbocharger.
The exhaust gases go through the blades of the turbine wheel. This causes the turbine wheel and
compressor wheel to turn which causes a compression of the inlet air.
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.
When the load on the engine goes up more fuel is put into the engine. This makes more exhaust
gases and will cause the turbine and compressor wheels of the turbocharger to turn faster. As the
turbocharger turns faster, it gives more inlet air and makes it possible for the engine to burn more
fuel and will give the engine more power.
Maximum rpm of the turbocharger is controlled by the fuel setting, the high idle speed setting and
the height above seal level at which the engine is operated.
If the high idle rpm or the fuel system setting is higher than given in the
RACK SETTING INFORMATION (for the height above seal 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 oil inlet port and goes through passages in the center section for lubrication of the
bearings. Oil from the turbocharger goes out through the oil outlet port in the bottom of the center
section and goes back to the engine lubricating system.
The fuel system adjustment is done at the factory for a specific engine application. The governor
housing and turbocharger are sealed to prevent changes in the adjustment of the fuel setting and the
high idle speed setting.
Engines Without Turbocharger

The air inlet and exhaust system components are: air cleaner, inlet manifold, cylinder head, valves
and valve system components and exhaust manifold.
When the engine is running, each time a piston moves through the intake stroke, it pulls air into the
cylinder. The air flow is through the air filter, inlet manifold, passages in the cylinder head and past
the open inlet valve into the cylinder. Too much restriction in the inlet air system makes the
efficiency of the engine less.
When the engine is running, each time a piston moves through the exhaust stroke, it pushes hot
exhaust gases from the cylinder. The exhaust gas flow is out of the cylinder between the open
exhaust valve and the exhaust valve seat. Then it goes through passages in the cylinder head,
through the exhaust manifold and out through the exhaust pipe. Too much restriction in the exhaust
system makes the efficiency of the engine less.
Valves And Valve Mechanism

The valves and valve mechanism control the flow of air and exhaust gases in the cylinder during
engine operation.
The intake and exhaust valves are opened and closed by movement of these components; crankshaft,
camshaft, valve lifters (cam followers), push rods, rocker arms, and valve springs. Rotation of the
crankshaft causes rotation of the camshaft. The camshaft gear is driven by, and timed to, a gear on
the front of the crankshaft. When the camshaft turns, the cams on the camshaft also turn and cause
the valve lifters (cam followers) to go up and down. This movement makes the push rods move the
rocker arms. The movement of the rocker arms will make the intake and exhaust valves in the
cylinder head open according to the firing order (injection sequence) of the engine. A valve spring
for each valve pushes the valve back to the closed position.
Valve rotators cause the valves to have rotation while the engine is running. This rotation of the
valves keeps the deposit of carbon on the valves to a minimum and gives the valves longer service
life.
Timing Gears
TIMING GEARS
1. Drive gear for fuel injection pump. 2. Idler gear for fuel injection pump. 3. Camshaft gear. 4. Crankshaft gear. 5.
Balancer shafts (3304 Engines only). 6. Idler gear for oil pump. 7. Drive gear for oil pump.
The timing gears are at the front of the cylinder block. Their cover is the housing for the timing
gears. The timing gears keep the rotation of the crankshaft, camshaft, and fuel injection pump in the
correct relation to each other. The timing gears are driven by the crankshaft gear.
Lubrication System
Lubrication System Schematics
3306 Engines
3306 LUBRICATION SYSTEM SCHEMATIC

1. Oil supply for variable timing mechanism. 2. Oil supply for turbocharger. 3. Oil pressure connection. 4. Camshaft
bores. 5. Oil passage through rocker shaft to rocker arm. 6. Oil manifold. 7. Turbocharger. 8. Piston cooling. 9. Oil
cooler bypass. 10. Oil pump. 11. Oil cooler. 12. Filter bypass. 13. Oil sump. 14. Oil filter.
3304 Engines
3304 LUBRICATION SYSTEM SCHEMATIC

1. Oil pressure connection. 2. Piston cooling. 3. Oil supply for turbocharger. 4. Oil passage through rocker shaft to
rocker arms. 5. Oil pressure connection. 6. Camshaft bores. 7. Oil manifold. 8. Filter bypass. 9. Turbocharger. 10. Oil
filter. 11. Oil cooler. 12. Oil sump. 13. Oil pump. 14. Oil cooler bypass. 15. Counter balance shaft bores.
Lubrication System Components
LUBRICATION SYSTEM COMPONENTS (Typical Example)

1. Supply line for turbocharger. 2. Return line for turbocharger. 3. Supply line for automatic timing advance unit.
LUBRICATION SYSTEM COMPONENTS (Typical Example)

4. Oil cooler. 5. Oil manifold in cylinder block. 6. Oil filler cap. 7. Bypass valve for oil cooler. 8. Bypass valve for oil
filter. 9. Oil line to cooler and filter. 10. Oil pan.
The lubrication system has the following components: oil pan, oil pump, oil cooler, oil filter, oil
passages in the cylinder block, and lines to engine components and attachments such as
turbocharger, Woodward governor, air compressor and others.
Oil Flow Through The Oil Filter And Oil Cooler

With the engine warm (normal operation), oil comes from the oil pan (6) through the suction bell (9)
to the oil pump (7). The oil pump sends warm oil to the oil cooler (10) and then to the oil filter (4).
From the oil filter, oil is sent to the oil manifold (1) in the cylinder block.
FLOW OF OIL (ENGINE WARM)

1. Oil manifold in cylinder block. 2. Oil supply line to turbocharger. 3. Oil return line from turbocharger. 4. Oil filter. 5.
Bypass valve for the oil filter. 6. Oil pan. 7. Oil pump. 8. Bypass valve for the oil cooler. 9. Suction bell. 10. Oil cooler.
With the engine cold (starting conditions), oil comes from the oil pan (6) through the suction bell (9)
to the oil pump (7). When the oil is cold, an oil pressure difference in the bypass valve (installed in
the oil filter housing) causes the valves to open.
FLOW OF OIL (ENGINE COLD)

1. Oil manifold in cylinder block. 2. Oil supply line to turbocharger. 3. Oil return line from turbocharger. 4. Oil filter. 5.
Bypass valve for the oil filter. 6. Oil pan. 7. Oil pump. 8. Bypass valve for the oil cooler. 9. Suction bell. 10. Oil cooler.
These bypass valves give immediate lubrication to all components when cold oil with high viscosity
causes a restriction to the oil flow through the oil cooler (10) and oil filter (4). The oil pump then
sends the cold oil through the bypass valve for the oil cooler (8) and through the bypass valve for the
oil filter (5) to the oil manifold (1) in the cylinder block.
When the oil gets warm, the pressure difference in the bypass valves decrease and the bypass valves
close. Now there is a normal oil flow through the oil cooler and oil filter.
Oil Flow In The Engine

There is a bypass valve in the oil pump. This bypass valve controls the pressure of the oil coming
from the oil pump. The oil pump can put more oil into the system than is needed. When there is
more oil than needed, the oil pressure goes up and the bypass valve opens. This lets the oil that is not
needed go back to the oil pan.
The output of the oil pump goes to the oil manifold in the cylinder block. The oil manifold is the
source for oil under pressure for the engine and its attachments. Connecting drilled passages from
the oil manifold are the way for the oil to get to the main bearings, timing gear bearings, and the
bearings for the rocker arm shaft.
The flow of oil which goes to the main bearings is divided. Some of the oil is the lubricant between
the main bearings and the bearing surfaces (journals) of the crankshaft. Some of the oil goes through
passages drilled in the crankshaft. This oil is the lubricant between the connecting rod bearings and
the bearing surfaces (journals) of the crankshaft. The rest of the oil goes out through orifices in the
block near the main bearings. This oil is both a coolant and a lubricant for the pistons, piston pins,
cylinder walls and the piston rings.
Oil also goes through connecting passages in the cylinder block and cylinder head. This oil is the
lubricant for the rocker arm shaft and bearings and for the rocker arms. Some of the oil is the
lubricant for the valve stems. The rest of the oil drains on the cylinder head where it is the lubricant
for the push rods and valve lifters and the cams for the camshaft.
On the 3306 Engines, this oil is the lubricant for the intermediate and rear camshaft bearings.
On the 3304 Engines, the bearings for the camshaft get lubrication oil under pressure through
passages drilled in the cylinder block to the oil manifold.
The oil supply passage for the rocker arms is in a different location in the engine w/ spacer plate.
Engines w/o a spacer plate have an oil passage from the rear of the cylinder block to a head bolt hole
in the block. The oil flows around the head bolt, up through the cylinder head and rocker arm shaft
bracket, to the rocker arm shaft.
ROCKER ARM OIL SUPPLY (Engines without spacerplate)
ROCKER ARM OIL SUPPLY (Engine w/ spacer plate)
Engines w/ spacer plate have an oil passage from the rear of the cylinder block that goes below the
head bolt hole and connects with a drilled passage that goes up next to the head bolt hole. A hollow
dowel connects the vertical oil passage in the cylinder block to the oil passage in the head. The
spacer plate has a hole with a counterbore on each side that the hollow dowel goes through. An O-
ring is in each counterbore to prevent oil leakage around the hollow dowel. Oil flows through the
hollow dowel into a vertical passage in the cylinder head to the rocker arm shaft bracket. The rocker
arm shaft has an orifice to restrict the oil flow to the rocker arms. The rear rocker arm bracket also
has an O-ring that seals against the head bolt. This seal prevents oil from going down around the
head bolt and leaking past the head gasket or spacer plate gasket. The O-ring must be replaced each
time the head bolt is removed from the rear rocker arm bracket.
All the timing gear bearings get lubricant under pressure from the oil manifold through connecting
drilled passages.
Oil goes to the components and attachments on the outside of the engine through supply lines which
connect to the oil manifold. These components and attachments are: turbocharger, air compressor,
Woodward governor and others.
After the lubrication oil has done its work, it goes back to the engine oil pan.
Cooling System
Radiator Cooling System
(Engines Without Aftercooler)
COOLANT FLOW FOR RADIATOR COOLING SYSTEM

1. Radiator. 2. Pressure cap. 3. Inlet line for radiator. 4. Inlet line. 5. Water cooled manifold or water cooled shield for
manifold. 6. Outlet line. 7. Block. 8. Water cooled shield for turbocharger. 9. Return line. 10. Cylinder head. 11. Supply
line for water pump. 12. Water pump. 13. Internal bypass (shunt) line. 14. Engine oil cooler. 15. Oil cooler for torque
converter or marine gear. 16. Bonnet. 17. Cylinder block.
The water pump (12) is on the left front side of the engine. It is gear driven by the timing gears.
Coolant from the bottom of the radiator (1) goes to the water pump inlet. The rotation of the
impeller in the water pump (12) pushes the coolant through the system.
All of the coolant flow from the water pump (12) in the standard system, goes through the engine oil
cooler (14). The bonnet (16) on the outlet side of the engine oil cooler (14) connects to the side of
the cylinder block (17).
On engines with an additional oil cooler (15), a different bonnet (16) is on the engine oil cooler (14).
This bonnet (16) sends the coolant flow through the other cooler which is for attachments such as
torque converters or marine gears. The flow goes through one side on the way into the cooler. At the
bottom of the cooler the flow turns and goes back up through the other side and into the bonnet (16)
again. Then the bonnet (16) sends the coolant into the cylinder block (17).
An engine can have a water cooled manifold or a water cooled shield for the manifold (5). If it has
either one of these it can also have a water cooled shield for the turbocharger (8). The coolant flow
from the water pump (12) is divided. Some of the coolant goes through the standard system and
some goes into the water cooled manifold or water cooled shield for the manifold (5) at the front of
the engine. It comes out at the rear of the engine and goes through return line (9) to the bonnet (16)
on the engine oil cooler (14). It mixes with the rest of the coolant from the standard system in the
bonnet (16) and goes into the cylinder block (17).
If the engine has a water cooled shield for the turbocharger (8), the supply of coolant for it comes
from the bottom of the rear end of the water cooled manifold or water cooled shield for the manifold
(5). The coolant goes through the water cooled shield for the turbocharger (8). It goes out through
outlet line (6) to block (7) at the top of the water cooled manifold or water cooled shield for the
manifold (5). In the block (7) it mixes with the rest of the coolant on the way to the bonnet (16).
Inside the cylinder block (17) the coolant goes around the cylinder liners and up through the water
directors into the cylinder head (10). The water directors send the flow of coolant around the valves
and the passages for exhaust gases in the cylinder head (10). The coolant goes to the front of the
cylinder head (10). Here the water temperature regulator controls the direction of the flow. If the
coolant temperature is less than normal for engine operation, the water temperature regulator is
closed. The only way for the coolant to get out of the cylinder head (10) is through the internal
bypass (shunt) line (13). The coolant from this line goes into the water pump (12) which pushes it
through the cooling system again. The coolant from the internal bypass (shunt) line (13) also works
to prevent cavitation (air bubbles) in the coolant. When the coolant gets to the correct temperature,
the water temperature regulator opens and coolant flow is divided. Some goes through the radiator
(1) for cooling. The rest goes through the internal bypass (shunt) line (13) to the water pump (12).
The proportion of the two flows is controlled by the water temperature regulator.
NOTE: The water temperature regulator is an important part of the cooling system. It divides the
coolant flow between radiator (1) and internal bypass (13), as necessary, to maintain the correct
operating temperature. If the regulator is not installed, there is no mechanical control, and most of
the coolant will take the path of least resistance thru internal bypass line (13). This will cause the
engine to overheat in hot weather. In cold weather, even the small amount of coolant that goes thru
radiator (1) is too much, and the engine will not get up to normal operating temperature.
The internal bypass (shunt) line (13) has another function when the cooling system is being filled. It
lets the coolant go into the cylinder head (10) and cylinder block (17) without going through the
water pump (12).
The radiator (1) has a pressure cap (2). This cap controls pressure in the cooling system.
Radiator Cooling System

(Engines With Aftercooler)
COOLANT FLOW FOR RADIATOR COOLING SYSTEM (Jacket Water Aftercooled - JWAC)
1. Radiator. 2. Pressure cap. 3. Inlet line for radiator. 4. Exhaust manifold. 5. Turbocharger. 6. Aftercooler. 7. Return line
from aftercooler. 8. Aftercooler inlet line. 9. Internal bypass (shunt) line. 10. Water pump. 11. Inlet line for water pump.
12. Engine oil cooler. 13. Auxiliary oil cooler. 14. Bonnet.
Water pump (10) is on the left front side of the engine. It is gear driven by the timing gears. Coolant
from the bottom of radiator (1) goes to the water pump inlet. The rotation of the impeller in water
pump (10) pushes the coolant through the system.
The coolant flow from water pump (10) is divided. Some goes through engine oil cooler (12).
Bonnet (14) on the outlet side of engine oil cooler (12) connects to the side of the cylinder block.
On engines with an auxiliary oil cooler (13) a different bonnet (14) is on engine oil cooler (12). This
bonnet (14) sends the coolant flow through auxiliary cooler (13) which is for attachments such as
torque converters or marine gears. The flow goes through one side on the way into auxiliary oil
cooler (13). At the bottom of auxiliary oil cooler (13) the flow turns and goes back up through the
other side and into bonnet (14) again. Then bonnet (14) sends the coolant into the cylinder block.
The remainder of the coolant flow goes through aftercooler inlet line (8) into the core of aftercooler
(6). The core of aftercooler (6) is a group of plates and fins. The coolant goes through the plates. The
inlet air for the engine goes around the fins. This cools the inlet air. The coolant comes out of the
aftercooler (6) at the rear of the engine and goes through return line (7) to bonnet (14) on engine oil
cooler (12). It mixes with the rest of the coolant from engine oil cooler (12) in bonnet (14) and goes
into the cylinder block.
Inside the cylinder block, the coolant goes around the cylinder liners and up through the water
directors into the cylinder head. The water directors send the flow of coolant around the valves and
the passages for exhaust gases in the cylinder head. The coolant goes to the front of the cylinder
head. Here the water temperature regulator controls the direction of the flow. If the coolant
temperature is less than normal for engine operation, the water temperature regulator is closed. The
only way for the coolant to get out of the cylinder head is through internal bypass (shunt) line (9).
The coolant from this line goes into water pump (10) which pushes it through the cooling system
again. The coolant from internal bypass (shunt) line (9) also works to prevent cavitation (air
bubbles) in the coolant. When the coolant gets to the correct temperature, the water temperature
regulator opens and coolant flow is divided. Some goes through radiator (1) for cooling. The rest
goes through internal bypass (shunt) line (9) to water pump (10). The proportion of the two flows is
controlled by the water temperature regulator.
coolant flow between radiator (1) and internal bypass (9), as necessary, to maintain the correct
operating temperature. If the regulator is not installed, there is no mechanical control, and most of
the coolant will take the path of least resistance thru internal bypass line (9). This will cause the
engine to overheat in hot weather. In cold weather, even the small amount of coolant that goes thru
radiator (1) is too much, and the engine will not get up to normal operating temperature.
Internal bypass (shunt) line (9) has another function when the cooling system is being filled. It lets
the coolant go into the cylinder head and cylinder block without going through water pump (10).
Radiator (1) has a pressure cap (2). This cap controls pressure in the cooling system.
Keel Cooling System

COOLANT FLOW FOR KEEL COOLING SYSTEM

1. Expansion tank. 2. Pressure cap. 3. Inlet line. 4. Internal bypass (shunt) line. 5. Water cooled manifold or water cooled
shield for manifold. 6. Outlet line. 7. Block. 8. Water cooled shield for turbocharger. 9. Line to keel cooler. 10. Cylinder
head. 11. Cylinder block. 12. Return line from keel cooler. 13. Supply line for water pump. 14. Keel cooler tubes. 15.
Water pump. 16. Engine oil cooler. 17. Oil cooler for torque converter or marine gear. 18. Bonnet. 19. Return line.
The water pump (15) is on the left front side of the engine. It is gear driven by the timing gears.
Coolant from the bottom of the expansion tank (1) goes to the water pump inlet. The rotation of the
impeller in the water pump (15) pushes the coolant through the system.
All of the coolant flow from the water pump (15) in the standard system, goes through the engine oil
cooler (16). The bonnet (18) on the outlet side of the engine oil cooler (16) connects to the side of
the cylinder block (11).
On engines with an additional oil cooler (17), a different bonnet (18) is on the engine oil cooler (16).
This bonnet (18) sends the coolant flow through the other oil cooler which is for attachments such as
bottom of the cooler the flow turns and goes back up through the other side and into the bonnet (18)
again. The bonnet (18) sends the coolant into the cylinder block (11).
An engine can have a water cooled manifold or a water cooled shield for the manifold (5). If it has
either one of these it can also have a water cooled shield for the turbocharger (8). The coolant flow
from the water pump (15) is divided. Some of the coolant goes through the standard system and
some goes into the water cooled manifold or water cooled shield for the manifold (5) at the front of
the engine. It comes out at the rear of the engine and goes through a return line (19) to the bonnet
(18) on the engine oil cooler (16). It mixes with the rest of the coolant from the standard system in
the bonnet (18) and goes into the cylinder block (11).
If the engine has a water cooled shield for the turbocharger (8), the supply of coolant for it comes
from the bottom of the rear end of the water cooled manifold or water cooled shield for the manifold
(5). The coolant goes through the water cooled shield for the turbocharger (8). It goes out through
outlet line (6) to block (7) at the top of the water cooled manifold or water cooled shield for the
manifold (5). In the block (7) it mixes with the rest of the coolant on the way to the bonnet (18).
Inside the cylinder block (11) the coolant goes around the cylinder liners and up through the water
directors into the cylinder head (10). The water directors send the flow of coolant around the valves
and the passages for exhaust gases in the cylinder head (10). The coolant goes to the front of the
cylinder head (10). Here the water temperature regulator controls the direction of the flow. If the
coolant temperature is less than normal for engine operation, the water temperature regulator is
closed. The only way for the coolant to get out of the cylinder head (10) is through the internal
bypass (shunt) line (4). The coolant from this line goes into the water pump (15) which pushes it
through the cooling system again. The coolant from the internal bypass (shunt) line (4) also works to
prevent cavitation (air bubbles in the coolant). When the coolant gets to the correct temperature, the
water temperature regulator opens and the coolant flow is divided. Some goes through the keel
cooler tubes (14) for cooling. The rest goes through the internal bypass (shunt) line (4) to the water
pump (15). The proportion of the two flows is controlled by the water temperature regulator.
coolant flow between keel cooler tubes (14) and internal bypass (4), as necessary, to maintain the
correct operating temperature. If the regulator is not installed, there is no mechanical control, and
most of the coolant will take the path of least resistance thru internal bypass line (4). This will cause
the engine to overheat in hot weather. In cold weather, even the small amount of coolant that goes
thru the keel cooler tubes (14) is too much, and the engine will not get up to normal operating
temperature.
The internal bypass (shunt) line (4) has another function when the cooling system is being filled. It
lets the coolant go into the cylinder head (10) and cylinder block (11) without going through the
water pump (15).
The keel cooler tubes (14) are normally installed on the bottom of the hull. They are usually made of
a metal which has resistance to corrosion because they give off heat from the engine coolant to the
sea water which the hull is in. The efficiency of this action is in relation to: the surface area of the
keel cooler tubes (14) the rate at which sea water goes around the outside of the keel cooler tubes
(14), the temperature of the sea water, and the rate of flow of the engine coolant through the keel
cooler tubes (14).
After going through the keel cooler tubes (14) the coolant goes to an expansion tank (1). The
expansion tank (1) is a reservoir for the coolant. It is the highest place in the cooling system. It is the
place where the volume of the coolant can change because of heating or cooling without causing too
much or too little coolant for the cooling system. The expansion tank (1) has a pressure cap (2) to
control the pressure in the cooling system for better operation.
Keel Cooling System

(Jacket Water Aftercooled - JWAC)
COOLING SYSTEM SCHEMATIC (Jacket Water Aftercooled - JWAC)

1. Outlet line. 2. Bypass valve. 3. Bypass line. 4. Expansion tank. 5. Pressure cap. 6. Outlet line. 7. Water cooled
manifold. 8. Regulator housing. 9. Aftercooler housing. 10. Outlet line. 11. Water cooled turbocharger. 12. Bypass filter.
13. Inlet line. 14. Inlet line. 15. Cylinder block. 16. Cylinder head. 17. Internal bypass (shunt) line. 18. Duplex strainer.
19. Keel cooler tubes. 20. Water pump. 21. Engine oil cooler. 22. Aftercooler inlet line. 23. Bonnet. 24. Auxiliary oil
cooler. 25. Aftercooler outlet line. 26. Turbocharger inlet line.
from the bottom of expansion tank (4) goes to the water pump inlet. The rotation of the impeller in
water pump (20) pushes the coolant through the system.
The coolant flow from water pump (20) is divided. Some of the coolant flow goes through the
engine oil cooler (21). The remainder of the coolant flow goes through aftercooler inlet line (22) into
the core of the aftercooler. The core of the aftercooler is a group of tubes. These tubes are in position
inside aftercooler housing (9). The coolant goes through the tubes. The inlet air for the engine goes
around the tubes. This cools the inlet air. The coolant comes out at the rear of the engine and goes
through aftercooler outlet line (25) to bonnet (23). In bonnet (23), the coolant from the aftercooler
mixes with the coolant flow from engine oil cooler (21).
The coolant flow which comes through engine oil cooler (21) goes through bonnet (23). If the
engine has a water cooled turbocharger (11), some of the coolant flow from engine oil cooler (21)
goes through turbocharger inlet line (26). The coolant flow goes in at the bottom of water cooled
turbocharger (11) and comes out at the top. It goes through outlet line (10) to the top of water cooled
manifold (7). It goes through water cooled manifold (7) to the front of the engine. It comes out
through outlet line (6) and goes into regulator housing (8). The coolant flow mixes with the rest of
the coolant from the engine.
The remaining coolant flow through bonnet (23) goes into one side of auxiliary oil cooler (24). At
the bottom, the coolant flow turns and goes up the other side of auxiliary oil cooler (24) and into
bonnet (23) again. The bonnet sends this flow into cylinder block (15).
Inside cylinder block (15) the coolant goes around the cylinder liners and up through the water
directors into cylinder head (16). The water directors send the flow of coolant around the valves and
the passages for exhaust gases in cylinder head (16). The coolant goes to the front of cylinder head
(16). Here the water temperature regulator controls the direction of the flow. If the coolant
only way for the coolant to get out of cylinder head (16) is through internal bypass (shunt) line (17).
bubbles in the coolant). When the coolant gets to the correct temperature, the water temperature
regulator opens and the coolant flow is divided. Some goes through keel cooler tubes (19) for
cooling. The rest goes through internal bypass (shunt) line (17) to water pump (20). The proportion
of the two flows is controlled by the water temperature regulator.
most of the coolant will take the path of least resistance thru internal bypass line (17). This will
cause the engine to overheat in hot weather. In cold weather, even the small amount of coolant that
goes thru the keel cooler tubes (19) is too much, and the engine will not get up to normal operating
temperature.
the coolant go into cylinder head (16) and cylinder block (15) without going through water pump
(20).
Keel cooler tubes (19) are normally installed on the bottom of the hull. They are usually made of a
metal which has resistance to corrosion because they give off heat from the engine coolant to the sea
water which the hull is in. The efficiency of this action is in relation to: the surface area of keel
cooler tubes (19), the rate at which sea water goes around the outside of keel cooler tubes (19), the
temperature of the sea water, and the rate of flow of the engine coolant through keel cooler tubes
(19).
After going through keel cooler tubes (19), the coolant goes to an expansion tank (4). Expansion
tank (4) is a reservoir for the coolant. It is the highest place in the cooling system. It is the place
where the volume of the coolant can change because of heating or cooling without causing too much
or too little coolant for the cooling system. Expansion tank (4) has a pressure cap (5) to control the
pressure in the cooling system for better operation.
Some cooling systems have a duplex strainer (18) installed in the line from keel cooler tubes (19).
Duplex strainer (18) has two sides. Each side has a strainer which is large enough for the full flow of
the cooling system. When the pressure drop across one of the strainers starts to get an increase, the
full flow can be changed to the other strainer without stopping the engine.
Some cooling systems also have a bypass filter (12). This is installed between the inlet and outlet
lines for keel cooler tubes (19). In this position a small part of the coolant flow goes through bypass
filter (12). This flow removes the particles which are too small for removal by duplex strainer (18).
Many cooling systems have a bypass valve (2) and bypass line (3) installed as shown. The bypass
valve can be either manually adjusted or automatically adjusted. Both kinds of valves have the same
function. They control the temperature of the coolant which goes to the inlet of water pump (20).
The valves control the temperature of the coolant by controlling the amount of the coolant which can
go through bypass line (3) instead of through keel cooler tubes (19). The coolant which goes through
bypass line (3) is hot. It mixes with the coolant from the keel cooler tubes as it goes into the water
pump inlet. Correctly adjusting the flow through bypass line (3) keeps the coolant temperature hot
enough for good engine operation and at the same time, cool enough for good aftercooler operation.
This adjustment is important for maximum engine performance.
Keel Cooling System

(Separate Circuit Aftercooled)
COOLING SYSTEM SCHEMATIC

1. Outlet line. 2. Expansion tank. 3. Pressure cap. 4. Cylinder block. 5. Cylinder head. 6. Water cooled manifold. 7.
Outlet line. 8. Regulator housing. 9. Outlet line. 10. Aftercooler housing. 11. Water cooled turbocharger. 12. Expansion
tank. 13. Pressure cap. 14. Bypass filter. 15. Inlet line. 16. Duplex strainer. 17. Inlet line. 18. Bonnet. 19. Inlet line. 20.
Inlet line. 21. Auxiliary pump. 22. Engine oil cooler. 23. Auxiliary oil cooler. 24. Duplex strainer. 25. Inlet line. 26. Keel
cooler tubes. 27. Internal bypass (shunt) line. 28. Water pump. 29. Outlet line. 30. Bypass filter. 31. Bypass valve. 32.
Bypass line. 33. Keel cooler tubes.
This cooling system has two completely separate cooling circuits. One of these circuits is the engine
coolant (jacket water) circuit. Normally this circuit cools the engine and all the attachments. The
other circuit is the aftercooler circuit. It normally cools the aftercooler only. This type of cooling
system keeps the temperatures of the coolant in the two circuits in the correct ranges for the
maximum horsepower output.
Aftercooler Circuit
The aftercooler circuit uses auxiliary pump (21). It is on the left front side of the engine below
engine oil cooler (22). Auxiliary pump (21) is gear driven by the timing gears. Coolant from keel
cooler tubes (33) goes to the inlet of auxiliary pump (21). The rotation of the impeller pushes the
coolant through the aftercooler circuit.
All of the coolant flow goes through inlet line (19). Inlet line (19) connects to the aftercooler at the
rear of the engine. The coolant goes through the core of the aftercooler to the front of the engine.
The core of the aftercooler is a group of tubes. These tubes are in position inside aftercooler housing
(10). The coolant goes through the tubes. The inlet air for the engine goes around the tubes. This
cools the inlet air. The coolant comes out of the cover of the aftercooler at the front of the engine
and into outlet line (29). Outlet line (29) connects to keel cooler tubes (33).
Keel cooler tubes (33) are normally installed on the bottom of the hull in front of the keel cooler
tubes for the engine coolant (jacket water) circuit. This position gives the maximum cooling. Keel
cooler tubes (33) are usually made of a metal which has resistance to corrosion because they give off
heat from the coolant to the sea water which the hull is in. The efficiency of this action is in relation
to: the surface area of keel cooler tubes (33), the rate at which sea water goes around the outside of
the keel cooler tubes (33), the temperature of the sea water, and the rate of flow of the coolant
through keel cooler tubes (33).
After going through keel cooler tubes (33), the coolant goes to the inlet for auxiliary pump (21). An
expansion tank (12) is connected to inlet line (25). Expansion tank (12) has the necessary room for
the coolant when it expands (uses more space) from being heated.
This system can have duplex strainer (24) installed in the line from keel cooler tubes (33). Duplex
strainer (24) has two sides. Each side has a strainer which is large enough for the full flow of the
cooling system. When the pressure drop across one of the strainers starts to get an increase, the full
flow can be changed to the other strainer without stopping the engine.
Some cooling systems have a bypass filter (30). This is installed between the inlet and outlet lines
for keel cooler tubes (33). In this position, a small part of the coolant flow goes through bypass filter
(30). This flow removes the particles which are too small for removal by duplex strainer (24).
Many cooling systems have a bypass valve (31) and bypass line (32) installed as shown. The bypass
valve can be either manually adjusted or automatically adjusted. Both kinds of valves have the same
function. They control the minimum temperature of the coolant which goes to the aftercooler.
Bypass valve (31) controls the temperature of the coolant by controlling the amount of coolant
which can go through the bypass line (32) instead of through keel cooler tubes (33). The coolant
which goes through bypass line (32) is hot. It mixes with the coolant from keel cooler tubes (33) as
it goes to the inlet for auxiliary pump (21). When bypass valve (32) is correctly adjusted, the coolant
temperature is as cool as possible without having condensation inside the aftercooler. (Condensation
is water which comes out of the air when the air comes in contact with a cool surface.) This
adjustment gives the engine the coolest inlet air for use at maximum horsepower ratings.
Engine Coolant (Jacket Water) Circuit
Water pump (28) for this circuit is on the left front side of the engine. It is gear driven by the timing
gears. Coolant from the bottom of expansion tank (2) goes to the water pump inlet. The rotation of
the impeller in water pump (28) pushes the coolant through the circuit.
All of the coolant flow from water pump (28) in this circuit, goes through engine oil cooler (22).
Bonnet (18) on the outlet side of engine oil cooler (22) connects to the side of cylinder block (4).
On engines with an auxiliary oil cooler (23), a different bonnet (18) is on the engine oil cooler (22).
This bonnet (18) sends the coolant flow through auxiliary oil cooler (23) which is for attachments
such as torque converters or marine gears. The flow goes through one side on the way in.
At the bottom of auxiliary oil cooler (23) the flow turns and goes back up through the other side and
into bonnet (18) again. Bonnet (18) sends the coolant into cylinder block (4).
Some of the coolant which goes through bonnet (18) is sent through inlet line (20) to the bottom of
the water cooled turbocharger (11) at the rear of the engine. This coolant goes up through the water
cooled turbocharger and out at the top through outlet line (9). Outlet line (9) connects to the top of
water cooled manifold (6) near the rear of the engine. The coolant goes through water cooled
manifold (6) to the front of the engine. At the front of the engine, the coolant goes through outlet
line (7) and into regulator housing (8) where the coolant mixes with the coolant from cylinder head
(5).
regulator opens and the coolant flow is divided. Some goes through keel cooler tubes (26) for
cooling. The rest goes through internal bypass (shunt) line (27) to water pump (28). The proportion
of the two flows is controlled by the water temperature regulator.
goes thru the keel cooler tubes (26) is too much, and the engine will not get up to normal operating
temperature.
the coolant go into cylinder head (5) and cylinder block (4) without going through water pump (28).
Keel cooler tubes (26) are normally installed on the bottom of the hull. They are usually made of a
metal which has resistance to corrosion because they give off heat from the engine coolant to the sea
water which the hull is in. The efficiency of this action is in relation to: the surface area of keel
cooler tubes (26), the rate at which sea water goes around the outside of keel cooler tubes (26), the
temperature of the sea water, and the rate of flow of the engine coolant through keel cooler tubes
(26).
After going through keel cooler tubes (26), the coolant goes to an expansion tank (2). Expansion
tank (2) is a reservoir for the coolant. It is the highest place in the cooling circuit. It is the place
where the volume of the coolant can change because of heating or cooling without causing too much
or too little coolant for the cooling system. Expansion tank (2) has a pressure cap (3) to control the
pressure in the cooling system for better operation.
Heat Exchanger Cooling System

COOLANT FLOW FOR HEAT EXCHANGER COOLING SYSTEM

1. Heat exchanger. 2. Expansion tank. 3. Pressure cap. 4. Vent line. 5. Inlet line. 6. Water cooled manifold or water
cooled shield for manifold. 7. Outlet line. 8. Outlet line. 9. Block. 10. Return line. 11. Water cooled shield for
turbocharger. 12. Cylinder head. 13. Cylinder block. 14. Bonnet. 15. Oil cooler for torque converter or marine gear. 16.
Sea water outlet. 17. Supply line to water pump. 18. Supply line. 19. Water pump. 20. Internal bypass (shunt) line. 21.
Sea water inlet. 22. Sea water pump. 23. Engine oil cooler.
from the bottom of expansion tank (2) goes to the water pump inlet. The rotation of the impeller in
water pump (19) pushes the coolant through the system.
All of the coolant flow from water pump (19) in the standard system, goes through engine oil cooler
(23). Bonnet (14) on the outlet side of engine oil cooler (23) connects to the side of cylinder block
(13).
On engines with an additional oil cooler (15), a different bonnet (14) is on engine oil cooler (23).
This bonnet (14) sends the coolant flow through the other oil cooler which is for attachments such as
bottom of the cooler the flow turns and goes back up through the other side and into bonnet (14)
again. Bonnet (14) sends the coolant into cylinder block (13).
An engine can have a water cooled manifold or a water cooled shield for manifold (6). If it has
either one of these it can also have a water cooled shield for turbocharger (11). The coolant flow
from the water pump is divided. Some of the coolant goes through the standard system and some
goes into the water cooled manifold or water cooled shield for manifold (6) at the front of the
engine. It comes out at the rear of the engine and goes through return line (10) to bonnet (14) on
engine oil cooler (23). It mixes with the rest of the coolant from the standard system in bonnet (14)
and goes into cylinder block (13).
If the engine has a water cooled shield for turbocharger (11), the supply of coolant for it comes from
the bottom of the rear end of the water cooled manifold or water cooled shield for manifold (6). The
coolant goes through the water cooled shield for turbocharger (11). It goes out through outlet line (8)
to block (9) at the top of the water cooled manifold or water cooled shield for manifold (6). In block
(9) it mixes with the rest of the coolant on the way to bonnet (14).
regulator opens and coolant flow is divided. Some goes through expansion tank (2) and around heat
exchanger (1), for cooling. The rest goes through internal bypass (shunt) line (20) to water pump
(19). The proportion of the two flows is controlled by the water temperature regulator.
coolant flow between heat exchanger (1) and internal bypass (20), as necessary, to maintain the
goes thru heat exchanger (1) is too much, and the engine will not get up to normal operating
temperature.
(19).
The coolant flow from the engine goes through outlet line (7) to expansion tank (2) and heat
exchanger (1). Heat exchanger (1) is cooled by sea water sent by sea water pump (22) through
supply line (18). The sea water cools the engine coolant in expansion tank (2) and goes out through
sea water outlet (16).
Expansion tank (2) is the reservoir for the cooling system. It is the highest place in the cooling
system. It is the place where the volume of the coolant can change because of heating or cooling
without causing too much or too little coolant for the cooling system. Expansion tank (2) has a
pressure cap (3) to control the pressure in the cooling system for better operation.

(Jacket Water Aftercooled - JWAC)

1. Heat exchanger. 2. Expansion tank. 3. Pressure cap. 4. Vent line. 5. Outlet line. 6. Outlet line. 7. Regulator housing. 8.
Aftercooler inlet line. 9. Water cooled manifold. 10. Outlet line. 11. Water cooled turbocharger. 12. Aftercooler housing.
13. Cylinder head. 14. Aftercooler outlet line. 15. Internal bypass (shunt) line. 16. Turbocharger inlet line. 17. Cylinder
block. 18. Outlet line. 19. Bonnet. 20. Inlet line. 21. Inlet line. 22. Water pump. 23. Sea water pump. 24. Engine oil
cooler. 25. Auxiliary oil cooler. 26. Outlet for sea water circuit. 27. Bypass valve. 28. Bypass line. 29. Duplex strainer.
30. Inlet for sea water circuit.
This cooling system has two circuits which work together. The engine coolant (jacket water) circuit
cools the aftercooler, the engine and the auxiliary oil cooler. The coolant from this circuit can go
through expansion tank (2). In expansion tank (2) this coolant goes around the tubes of heat
exchanger (1) while the coolant from the sea water circuit goes through the tubes. In this way the sea
water cools the engine coolant (jacket water). The sea water goes through heat exchanger (1) when
the engine is running. The engine coolant (jacket water) only goes through expansion tank (2) and
around the tubes of heat exchanger (1) when the water temperature regulator in the engine is open.
Sea Water Circuit
The sea water comes in through inlet (30). Sea water pump (21) is driven by the timing gears. The
location of sea water pump (23) is on the left front side of the engine below engine oil cooler (24).
Rotation of the impeller pushes the sea water through inlet line (21) to heat exchanger (1). In heat
exchanger (1) the sea water goes through the tubes and out through outlet line (18) and outlet (26).
The engine coolant (jacket water) goes through expansion tank (2) and around the tubes of heat
exchanger (1). This cools the engine coolant (jacket water).
gears. Coolant from expansion tank (2) goes through inlet line (20) to the water pump inlet. The
rotation of the impeller in water pump (22) pushes the coolant (jacket water) through the circuit.
The coolant flow from water pump (22) is divided. Some of the coolant flow goes through engine oil
cooler (24). The remainder of the coolant flow goes through aftercooler inlet line (8) into the core of
the aftercooler. The core of the aftercooler is a group of tubes. These tubes are in a position inside
aftercooler housing (12). The coolant goes through the tubes. This inlet air for the engine goes
around the tubes. This cools the inlet air. The coolant comes out at the rear of the engine and goes
through aftercooler outlet line (14) to bonnet (19). In bonnet (19) the coolant flow mixes with the
coolant flow from engine oil cooler (24).
The coolant flow which comes through engine oil cooler (24) goes through bonnet (19). If the
engine has a water cooled turbocharger (11), some of the coolant flow from engine oil cooler (24)
goes through turbocharger inlet line (16). The coolant flow goes in at the bottom of water cooled
turbocharger (11) and comes out at the top. It goes through outlet line (10) to the top of water cooled
manifold (9). It goes through water cooled manifold (9) to the front of the engine. It comes out
through outlet line (6) and goes into regulator housing (7). The coolant flow mixes with the rest of
the coolant from the engine.
The remainder of coolant flow through bonnet (19) goes into one side of auxiliary oil cooler (25). At
the bottom the coolant flow turns and goes up the other side of auxiliary oil cooler (25) and into
bonnet (19) again. Bonnet (19) sends this flow into cylinder block (17).
exchanger (1) for cooling. The rest goes through internal bypass (shunt) line (15) to water pump
temperature.
(22).
exchanger (1). Heat exchanger (1) is cooled by sea water sent by sea water pump (23) through inlet
line (21). The sea water cools the engine coolant in expansion tank (2) and goes out through the
outlet for sea water circuit (26).

(Sea Water Aftercooled - SWAC)

1. Heat exchanger. 2. Expansion tank. 3. Pressure cap. 4. Vent line. 5. Outlet line. 6. Outlet line. 7. Regulator housing. 8.
Aftercooler outlet line. 9. Water cooled manifold. 10. Outlet line. 11. Water cooled turbocharger. 12. Aftercooler
housing. 13. Aftercooler inlet line. 14. Turbocharger inlet line. 15. Cylinder head. 16. Cylinder block. 17. Outlet line. 18.
Internal bypass (shunt) line. 19. Inlet line. 20. Water pump. 21. Sea water pump. 22. Engine oil cooler. 23. Auxiliary oil
cooler. 24. Bonnet. 25. Outlet for sea water circuit. 26. Bypass line. 27. Bypass valve. 28. Inlet line. 29. Duplex strainer.
30. Inlet for sea water circuit.

(Sea Water Aftercooled - SWAC)
This cooling system has two cooling circuits. One of these circuits is the engine coolant (jacket
water) circuit. Normally this circuit cools the engine and attachments. The other circuit is the sea
water circuit. In this system the sea water cools the aftercooler before it goes to heat exchanger (1)
in expansion tank (2). In expansion tank (2), heat exchanger (1) cools the coolant from the engine
coolant (jacket water) circuit.
Sea Water Circuit
The sea water comes in through inlet (30). Sea water pump (21) is driven by the timing gears. The
location of sea water pump (21) is on the left front side of the engine below engine oil cooler (22).
Rotation of the impeller pushes the sea water through aftercooler inlet line (13) to the rear of the
engine. Aftercooler inlet line (13) connects to the aftercooler core. The core of the aftercooler is a
group of tubes. These tubes are in a position inside aftercooler housing (12). The sea water goes
through the tubes. The inlet air for the engine goes around the tubes. This cools the inlet air for the
engine. The sea water comes out at the front of the engine. The sea water goes through aftercooler
outlet line (8) to heat exchanger (1). Inside heat exchanger (1), the sea water goes through the tubes.
The engine coolant (jacket water) goes through expansion tank (2) around the tubes of heat
exchanger (1). This cools the engine coolant (jacket water). The sea water comes out of heat
exchanger (1) through outlet line (17). Outlet line (17) sends the sea water through the outlet for sea
water circuit (25).
This system can have duplex strainer (29) installed as shown. Duplex strainer (29) has two sides.
Each side has a strainer which is large enough for the full flow of the sea water circuit. When the
pressure drop across one of the strainers starts to get an increase, the full flow can be changed to the
other strainer without stopping the engine.
Many cooling systems have a bypass valve (27) and a bypass line (26) installed as shown. Bypass
valve (27) can be manually adjusted or automatically adjusted. Both kinds of valves have the same
function. They work to control the minimum temperature of the sea water which goes through the
aftercooler. The sea water going through outlet line (17) is hot. Bypass valve (27) controls the
amount of the hot sea water which goes through bypass line (26). The hot sea water from bypass line
(26) mixes with the sea water from the inlet for sea water circuit (30) as it goes to the inlet line (28)
of sea water pump (21). When bypass valve (27) is correctly adjusted, the temperature of the sea
water going into the aftercooler is as cool as possible without having condensation inside the
aftercooler. (Condensation is water which comes out of the air when the air comes in contact with a
cool surface.) This adjustment gives the engine the coolest inlet air for use at maximum horsepower
ratings.
gears. Coolant from expansion tank (2) goes through inlet line (19) to the water pump inlet. The
rotation of the impeller in water pump (20) pushes the coolant (jacket water) through the circuit.
The coolant flow from water pump (20) goes through engine oil cooler (22) and bonnet (24). Bonnet
(24) is on the outlet side of engine oil cooler (22) and connects to the side of cylinder block (16). On
engines with auxiliary oil cooler (23), a different bonnet (24) is on the outlet of engine oil cooler
(22). This bonnet (24) sends the coolant into one side of auxiliary oil cooler (23). At the bottom the
coolant flow turns and goes up the other side of auxiliary oil cooler (23) and into bonnet (24) again.
Then bonnet (24) sends this flow into cylinder block (16).
On engines with a water cooled turbocharger (11) some of the coolant in bonnet (24) goes through
turbocharger inlet line (14). This coolant goes in at the bottom of water cooled turbocharger (11).
The coolant goes up through water cooled turbocharger (11) and out through outlet line (10). Outlet
line (10) sends the coolant into water cooled manifold (9) at the rear of the engine. The coolant goes
through water cooled manifold (9) to the front of the engine. At the front of the engine the coolant
comes out through outlet line (6) and goes into regulator housing (7). Inside regulator housing (7)
the coolant mixes with the remainder of the coolant in cylinder head (15).
Inside cylinder block (16) the coolant goes around the cylinder lines and up through the water
exchanger (1) for cooling. The rest goes through internal bypass (shunt) line (18) to water pump
temperature.
(20).
exchanger (1). Heat exchanger (1) is cooled by sea water from sea water pump (21) through
aftercooler (12) and inlet line (28). The sea water cools the engine coolant (jacket water) in
expansion tank (2) and goes out through sea water outlet (25).
Cooling System Components

Water Pump
The centrifugal-type water pump has two seals, one prevents leakage of water and the other prevents
leakage of lubricant.
An opening in the bottom of the pump housing allows any leakage at the water seal or the rear
bearing oil seal to escape.
Fan
The fan is driven by two V-belts, from a pulley on the crankshaft. Belt tension is adjusted by moving
the clamp assembly which includes the fan mounting and pulley.
Coolant For Air Compressor
COOLANT FLOW IN AIR COMPRESSOR

1. Outlet hose. 2. Air compressor. 3. Inlet hose.
The coolant for the air compressor (2) comes from the cylinder block through hose (3) and into the
air compressor. The coolant goes from the air compressor through hose (1) back into the front of the
cylinder head.
Basic Block
Cylinder Block And Liners
A steel spacer plate is used between the cylinder head and the block to eliminate liner counterbore
and to provide maximum liner flange support area (the liner flange sits directly on the cylinder
block).
Engine coolant flows around the liners to cool them. Three O-ring seals at the bottom and a filler
band at the top of each cylinder liner form a seal between the liner and the cylinder block.
Pistons, Rings And Connecting Rods

The piston has three rings; two compression and one oil ring. All rings are located above the piston
pin bore. The two compression rings seat in an iron band which is cast into the piston. Pistons in
earlier engines used compression rings with straight sides. Pistons in later engines use compression
rings which are of the KEYSTONE type. KEYSTONE rings have a tapered shape and the
movement of the rings in the piston groove (also of tapered shape) results in a constantly changing
clearance (scrubbing action) between the ring and the groove. This action results in a reduction of
carbon deposit and possible sticking of rings.
The oil ring is a standard (conventional) type and is spring loaded. Holes in the oil ring groove
provide for the return of oil to the crankcase.
The full-floating piston pin is held in place by two snap rings which fit in grooves in the pin bore.
Piston cooling jets, located on the cylinder block main bearing supports, throw oil to cool and give
lubrication to the piston components and cylinder walls.
Crankshaft
The crankshaft changes the combustion forces in the cylinders into usable rotating torque which
powers the machine. There is a timing gear at each end of the crankshaft which drives the respective
timing gears.
The bearing surfaces on the crankshaft get oil for lubrication through passages drilled in the
crankshaft.
Vibration Damper
The twisting of the crankshaft, due to the regular power impacts along its length, is called twisting
(torsional) vibration. The vibration damper is installed on the front end of the crankshaft. It is used
for reduction of torsional vibrations and stops the vibration from building up to amounts that cause
damage.
CROSS SECTION OF TYPICAL RUBBER VIBRATION DAMPER

1. Flywheel ring. 2. Rubber ring. 3. Inner hub.
The rubber damper is made of a flywheel ring (1) connected to an inner hub (3) by a rubber ring (2).
The rubber makes a flexible coupling between the flywheel ring and the inner hub.
The viscous damper is made of a weight (1) in a metal case (3). The small space (2) between the
case and weight is filled with a thick fluid. The fluid permits the weight to move in the case to cause
a reduction of vibrations of the crankshaft.
CROSS SECTION OF A TYPICAL VISCOUS VIBRATION DAMPER

1. Solid cast iron weight. 2. Space between weight and case. 3. Case.
Electrical System
The electrical system has three separate circuits: the charging circuit, the starting circuit and the low
amperage circuit. Some of the electrical system components are used in more than one circuit. The
battery (batteries), disconnect switch, circuit breaker, ammeter, cables and wires from the battery are
all common in each of the circuits.
The charging circuit is in operation when the engine is running. An alternator makes electricity for
the charging circuit. A voltage regulator in the circuit controls the electrical output to keep the
battery at full charge.
NOTICE
The disconnect switch, if so equipped, must be in the ON position to let

the electrical system function. There will be damage to some of the
charging circuit components if the engine is running with the
disconnect switch in the OFF position.
If the engine has a disconnect switch, the starting circuit can operate only after the disconnect switch
is put in the ON position.
The starting circuit is in operation only when the start switch is activated.
The starting circuit can have a glow plug for each cylinder. Glow plugs are small heating units in the
precombustion chambers. Glow plugs make ignition of the fuel easier when the engine is started in
cold temperatures.
The low amperage circuit and the charging circuit are both connected through the ammeter. The
starting circuit is not connected through the ammeter.
Charging System Components

Alternator (Delco-Remy)
The alternator is driven by V-type belts from the crankshaft pulley. This alternator is a three phase,
self-rectifying charging unit, and the regulator is part of the alternator.
This alternator design has no need for slip rings or brushes, and the only part that has movement is
the rotor assembly. All conductors that carry current are stationary. The conductors are: the field
winding, stator windings, six rectifying diodes, and the regulator circuit components.
The rotor assembly has many magnetic poles like fingers with air space between each opposite pole.
The poles have residual magnetism (like permanent magnets) that produce a small amount of
magnet-like lines of force (magnetic field) between the poles. As the rotor assembly begins to turn
between the field winding and the stator windings, a small amount of alternating current (AC) is
produced in the stator windings from the small magnetic lines of force made by the residual
magnetism of the poles. This AC current is changed to direct current (DC) when it passes through
the diodes of the rectifier bridge. Most of this current goes to charge the battery and to supply the
low amperage circuit, and the remainder is sent on to the field windings. The DC current flow
through the field windings (wires around an iron core) now increases the strength of the magnetic
lines of force. These stronger lines of force now increase the amount of AC current produced in the
stator windings. The increased speed of the rotor assembly also increases the current and voltage
output of the alternator.
The voltage regulator is a solid state (transistor, stationary parts) electronic switch. It feels the
voltage in the system and switches on and off many times a second to control the field current (DC
current to the field windings) for the alternator to make the needed voltage output.
DELCO-REMY ALTERNATOR (Typical Example)

1. Regulator. 2. Roller bearing. 3. Stator winding. 4. Ball bearing. 5. Rectifier bridge. 6. Field winding. 7. Rotor
assembly. 8. Fan.
Alternator (Motorola)
The alternator is a three phase, self-rectifying charging unit that is driven by V-type belts. The only
part of the alternator that has movement is the rotor assembly. Rotor assembly (4) is held in position
by a ball bearing at each end of the rotor shaft.
The alternator is made up of a front frame at the drive end, rotor assembly (4), stator assembly (3),
rectifier assembly, brushes and holder assembly (5), slip rings (1) and rear end frame. Fan (2)
provides heat removal by the movement of air thru the alternator.
Rotor assembly (4) has field windings (wires around an iron core) that make magnetic lines of force
when direct current (DC) flows thru them. As the rotor assembly turns, the magnetic lines of force
are broken by stator assembly (3). This makes alternator current (AC) in the stator. The rectifier
assembly has diodes that change the alternating current (AC) from the stator to direct current (DC).
Most of the DC current goes to charge the battery and make a supply for the low amperage circuit.
The remainder of the DC current is sent to the field windings thru the brushes.
ALTERNATOR
1. Slip rings. 2. Fan. 3. Stator assembly. 4. Rotor assembly. 5. Brush and holder assembly.
Voltage Regulator (Motorola)

The voltage regulator is not fastened to the alternator, but is mounted separately and is connected to
the alternator with wires. The regulator is a solid state (transistor, stationary parts) electronic switch.
It feels the voltage in the system and switches on and off many times a second to control the field
current (DC current to the field windings) for the alternator to make the needed voltage output.
There is a voltage adjustment for this regulator to change the alternator output.
ALTERNATOR REGULATOR (MOTOROLA)

1. Cap for adjustment screw.
Starting System Components

Starter Motor
The starter motor is used to turn the engine flywheel fast enough to get the engine running.
STARTER MOTOR
1. Field. 2. Solenoid. 3. Clutch. 4. Pinion. 5. Comutator. 6. Brush assembly. 7. Armature.
The starter motor has a solenoid. When the start switch is activated, electricity from the electrical
system will cause the solenoid to move the starter pinion to engage with the ring gear on the
flywheel of the engine. The starter pinion will engage with the ring gear before the electric contacts
in the solenoid close the circuit between the battery and the starter motor. When the start switch is
released, the starter pinion will move away from the ring gear of the flywheel.
Solenoid
SCHEMATIC OF A SOLENOID
1. Coil. 2. Switch terminal. 3. Battery terminal. 4. Contacts. 5. Spring. 6. Core. 7. Component terminal.
A solenoid is a magnetic switch that uses low current to close a high current circuit. The solenoid
has an electromagnet with a core (6) which moves.
There are contacts (4) on the end of core (6). The contacts are held in the open position by spring (5)
that pushes core (6) from the magnetic center of coil (1). Low current will energize coil (1) and
make a magnetic field. The magnetic field pulls core (6) to the center of coil (1) and the contacts
close.
Magnetic Switch
A magnetic switch (relay) is used sometimes for the starter solenoid or glow plug circuit. Its
operation electrically, is the same as the solenoid. Its function is to reduce the low current load on
the start switch and control low current to the starter solenoid or high current to the glow plugs.
Other Components
Circuit Breaker
The circuit breaker is a safety switch that opens the battery circuit if the current in the electrical
system goes higher than the rating of the circuit breaker.
CIRCUIT BREAKER SCHEMATIC

1. Reset button. 2. Disc in open position. 3. Contacts. 4. Disc. 5. Battery circuit terminals.
A heat activated metal disc with a contact point completes the electric circuit through the circuit
breaker. If the current in the electrical system gets too high, it causes the metal disc to get hot. This
heat causes a distortion of the metal disc which opens the contacts and breaks the circuit. A circuit
breaker that is open can be reset after it cools. Push the reset button to close the contacts and reset
the circuit breaker.
Shutoff Solenoid
ACTIVATE TO SHUTOFF SOLENOID
When activated, the activate to shutoff solenoid moves the fuel control shaft to the fuel off position.
The solenoid can be activated by any one of several sources. The most common is the manually
operated momentary switch activated by the operator.
ACTIVATE TO RUN SOLENOID
When shut off, the activate to run shutoff solenoid moves the fuel control shaft to the fuel off
position. The solenoid can be shut off by any one of several sources. The most common is the
manually operated key switch activated by the operator.
Wiring Diagrams
There are many wiring diagrams for these engines. The diagrams are together by the type of
electrical system. The diagrams for the charging systems are together by the alternator type.
ALL of the diagrams are usable for 12, 24, 30 and 32 volt systems.
These engines can have electric, air, or hydraulic starting and charging systems. These engines can
also have combinations of these systems. Be sure that the diagram is correct for the engine.
NOTE: Automatic Start-Stop systems use different wiring diagrams. Make reference to the Service
Manual for the generator or to the books for the attachments for this information.
The chart gives the correct wire sizes and color codes. All wires marked #Y will be #10 wire.
Insulated Electrical Systems

(Delco-Remy) (Regulator Inside Alternator)
CHARGING SYSTEM
1. Ammeter. 2. Alternator. 3. Battery.
CHARGING SYSTEM WITH GLOW PLUGS (Optional Circuit For Completely Insulated System)
1. Heat-Start switch. 2. Magnetic switch (two). 3. Glow plugs. 4. Ammeter. 5. Battery. 6. Alternator.
CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR

1. Start switch. 2. Ammeter. 3. Alternator. 4. Battery. 5. Starting motor.
CHARGING SYSTEM WITH GLOW PLUGS (Standard Circuit)

1. Heat-Start switch. 2. Magnetic switch. 3. Glow plugs. 4. Ammeter. 5. Battery. 6. Alternator.
NOTE: If the standard circuit has a problem with electrolysis, or radio or other electrical
interference, install another magnetic switch (2) as shown in the Optional Circuit For Completely
Insulated System.
CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR AND GLOW PLUGS (Optional Circuit For
Completely Insulated System)
1. Heat-Start switch. 2. Magnetic switch (two). 3. Glow plugs. 4. Ammeter. 5. Battery. 6. Starting motor. 7. Alternator.
CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR AND GLOW PLUGS (Standard Circuit)
1. Heat-Start switch. 2. Magnetic switch. 3. Glow plugs. 4. Ammeter. 5. Battery. 6. Starting motor. 7. Alternator.
NOTE: If the Standard Circuit has a problem with electrolysis or radio or other electrical
interference, install another magnetic switch (2) as shown in the Optional Circuit For Completely
Insulated System.
(Delco-Remy) (Regulator Separate From Alternator)
CHARGING SYSTEM
1. Ammeter. 2. Regulator. 3. Battery. 4. Pressure switch. 5. Alternator.

1. Start switch. 2. Ammeter. 3. Regulator. 4. Starting motor. 5. Battery. 6. Pressure switch. 7. Alternator.
CHARGING SYSTEM WITH GLOW PLUGS

1. Heat-Start switch. 2. Magnetic switch. 3. Glow plugs. 4. Ammeter. 5. Regulator. 6. Battery. 7. Pressure switch. 8.
Alternator.
CHARGING SYSTEM WITH ELECTRIC STARTING MOTOR AND GLOW PLUGS

1. Heat-Start switch. 2. Magnetic switch. 3. Glow plugs. 4. Ammeter. 5. Regulator. 6. Battery. 7. Starting motor. 8.
Pressure switch. 9. Alternator.
(Motorola)
CHARGING SYSTEM
1. Ammeter. 2. Regulator. 3. Pressure switch (N.O.). 4. Resistor (installed only on 30 and 32 volt systems. On 12 and 24
volt systems, the alternator and regulator are connected without the resistor). 5. Battery. 6. Alternator.
CHARGING SYSTEM WITH ELECTRICAL STARTING MOTOR

1. Start switch. 2. Ammeter. 3. Regulator. 4. Starting motor. 5. Pressure switch (N.O.). 6. Resistor (installed only on 30
and 32 volt systems. On 12 and 24 volt systems, the alternator and regulator are connected without the resistor). 7.
Battery. 8. Alternator.

1. Heat-Start switch. 2. Magnetic switch (two). 3. Glow plugs. 4. Ammeter. 5. Regulator. 6. Pressure switch (N.O.). 7.
Resistor (installed only on 30 and 32 volt systems. On 12 and 24 volt systems, the alternator and regulator are connected
without the resistor). 8. Battery. 9. Alternator.

1. Heat-Start switch. 2. Magnetic switch (two). 3. Glow plugs. 4. Regulator. 5. Starting motor. 6. Ammeter. 7. Pressure
switch (N.O.). 8. Resistor (installed only on 30 and 32 volt systems. On 12 and 24 volt systems, the alternator and
regulator are connected without the resistor). 9. Battery. 10. Alternator.
(Starting Systems)
STARTING SYSTEM
1. Start switch. 2. Starting motor. 3. Battery.
STARTING SYSTEM WITH GLOW PLUGS

1. Heat-Start switch. 2. Magnetic switch (two). 3. Glow plugs. 4. Starting motor. 5. Battery.
Grounded Electrical Systems

CHARGING SYSTEM
1. Ammeter. 2. Alternator. 3. Battery.

1. Heat-Start switch. 2. Ammeter. 3. Glow plugs. 4. Battery. 5. Alternator.

1. Start switch. 2. Ammeter. 3. Alternator. 4. Battery. 5. Starting motor.

1. Heat-Start switch. 2. Ammeter. 3. Glow plugs. 4. Battery. 5. Starting motor. 6. Alternator.
(Delco-Remy) (Regulator Separate From Alternator)
CHARGING SYSTEM
1. Ammeter. 2. Regulator. 3. Battery. 4. Pressure switch. 5. Alternator.

1. Heat-Start switch. 2. Ammeter. 3. Glow plugs. 4. Regulator. 5. Battery. 6. Pressure switch. 7. Alternator.

1. Start switch. 2. Ammeter. 3. Regulator. 4. Starting motor. 5. Battery. 6. Pressure switch. 7. Alternator.

1. Heat-Start switch. 2. Ammeter. 3. Glow plugs. 4. Regulator. 5. Battery. 6. Starting motor. 7. Pressure switch. 8.
Alternator.
(Motorola)
CHARGING SYSTEM
1. Ammeter. 2. Regulator. 3. Pressure switch (N.O.). 4. Resistor (installed only on 30 and 32 volt systems. On 12 and 24
volt systems, the alternator and regulator are connected without the resistor). 5. Battery. 6. Alternator.

1. Heat-Start switch. 2. Glow plugs. 3. Ammeter. 4. Regulator. 5. Pressure switch (N.O.). 6. Resistor (installed only on
30 and 32 volt systems. On 12 and 24 volt systems, the alternator and regulator are connected without the resistor). 7.

1. Start switch. 2. Ammeter. 3. Regulator. 4. Starting motor. 5. Pressure switch (N.O.). 6. Resistor (installed only on 30
and 32 volt systems. On 12 and 24 volt systems, the alternator and regulator are connected without the resistor). 7.

1. Heat-Start switch. 2. Glow plugs. 3. Ammeter. 4. Regulator. 5. Starting motor. 6. Pressure switch (N.O.). 7. Resistor
(installed only on 30 and 32 volt systems. On 12 and 24 volt systems, the alternator and regulator are connected without
the resistor). 8. Battery. 9. Alternator.
(Starting Systems)
STARTING SYSTEM
1. Start switch. 2. Starting motor. 3. Battery.
STARTING SYSTEM WITH GLOW PLUGS

1. Heat-Start switch. 2. Glow plugs. 3. Starting motor. 4. Battery.
Air Starting System

The air starting motor is used to turn the engine flywheel fast enough to get the engine running.
AIR STARTING SYSTEM

1. Starter control valve. 2. Oiler. 3. Relay valve. 4. Air starting motor.
The air starting motor is on the right side of the engine. Normally the air for the starting motor is
from a storage tank which is filled by an air compressor installed on the left front of the engine. The
air storage tank holds 10.5 cu. ft. (297 liter) of air at 250 psi (1720 kPa) when filled.
For engines which do not have heavy loads when starting, the regulator setting is approximately 100
psi (690 kPa). This setting gives a good relationship between cranking speeds fast enough for easy
starting and the length of time the air starting motor can turn the engine before the air supply is
gone.
If the engine has a heavy load which can not be disconnected during starting, the setting of the air
pressure regulating valve needs to be higher in order to get high enough speed for easy starting.
The air consumption is directly related to speed, the air pressure is related to the effort necessary to
turn the engine flywheel. The setting of the air pressure regulator can be up to 150 psi (1030 kPa) if
necessary to get the correct cranking speed for a heavily loaded engine. With the correct setting, the
air starting motor can turn the heavily loaded engine as fast and as long as it can turn a lightly loaded
engine.
Other air supplies can be used if they have the correct pressure and volume. For good life of the air
starting motor, the supply should be free of dirt and water. The maximum pressure for use in the air
starting motor is 150 psi (1030 kPa). Higher pressures can cause safety problems. The 1L5011
Regulating and Pressure Reducing Valve Group has the correct characteristics for use with the air
starting motor. Most other types of regulators do not have the correct characteristics. Do not use a
different style of valve in its place.
AIR STARTING MOTOR

5. Air inlet. 6. Rotor. 7. Vanes. 8. Pinion. 9. Gears. 10. Piston. 11. Pinion spring.
The air from the supply goes to relay valve (3). The starter control valve (1) is connected to the line
before the relay valve (3). The flow of air is stopped by the relay valve (3) until the starter control
valve (1) is activated. Then air from the starter control valve (1) goes to the piston (10) behind the
pinion (8) for the starter. The air pressure on the piston (10) puts the spring (11) in compression and
puts the pinion (8) in engagement with the flywheel gear. When the pinion is in engagement, air can
go out through another line to the relay valve (3). The air activates the relay valve (3) which opens
the supply line to the air starting motor.
The flow of air goes through the oiler (2) where it picks up lubrication oil for the air starting motor.
The air with lubrication oil goes into the air motor. The pressure of the air pushes against the vanes
(7) in the rotor (6). This turns the rotor which is connected by gears (9) to the starter pinion (8)
which turns the engine flywheel.
When the engine starts running the flywheel will start to turn faster than the starter pinion (8). The
pinion (8) retracts under this condition. This prevents damage to the motor, pinion (8) or flywheel
gear.
When the starter control valve (1) is released, the air pressure and flow to the piston (10) behind the
starter pinion (8) is stopped, the pinion spring (11) retracts the pinion (8). The relay valve (3) stops
the flow of air to the air starting motor.
Hydraulic Starting System
HYDRAULIC STARTING SYSTEM DIAGRAM

1. Reservoir. 2. Hand pump. 3. Pressure gauge. 4. Hydraulic starting motor. 5. Starter control valve. 6. Hydraulic pump
(driven by engine timing gears). 7. Unloading valve. 8. Filter. 9. Accumulator.
The hydraulic starting motor (4) is used to turn the engine flywheel fast enough to get the engine
started. When the engine is running, the hydraulic pump (6) pushes oil through the filter (8) into the
accumulator (9). The accumulator (9) is a thick wall cylinder. It has a piston which is free to move
axially in the cylinder. A charge of nitrogen gas (N2) is sealed in one end of the cylinder by the
piston. The other end of the cylinder is connected to the hydraulic pump (6) and the hydraulic
starting motor (4). The oil from the hydraulic pump (6) pushes on the piston which puts more
compression on the nitrogen gas (N2) in the cylinder. When the oil pressure gets to 3000 psi (20 700
kPa), the accumulator (9) has a full charge. At this point the piston is approximately in the middle of
the cylinder.
The unloading valve (7) feels the pressure in the accumulator (9). When the pressure is 3000 psi (20
700 kPa) the unloading valve (7) sends the hydraulic pump (6) output back to the reservoir (1). At
the same time it stops the flow of oil from the accumulator (9) back to hydraulic pump (6). At this
time there is 3000 psi (20 700 kPa) pressure on the oil in the accumulator (9), in the line to the
unloading valve (7), in the lines to the hand pump (2) and to the hydraulic starting motor (4).
Before starting the engine, the pressure on the pressure gauge (3) should be 3000 psi (20 700 kPa).
When the starter control valve (5) is activated, the oil is pushed from the accumulator (9) by the
nitrogen gas (N2). The oil flow is through the hydraulic starting motor (4), where the energy from
the compression of the fluid is changed to mechanical energy for turning the engine flywheel.
Hydraulic Starting Motor
HYDRAULIC STARTING MOTOR

1. Rotor. 2. Piston. 3. Thrust bearing. 4. Starter pinion. A. Oil inlet. B. Oil outlet.
The hydraulic starting motor is an axial piston hydraulic motor. The lever for the starter control
valve pushes the starter pinion (4) into engagement with the engine flywheel at the same time it
opens the way for high pressure oil to get into the hydraulic starting motor.
When the high pressure oil goes into the hydraulic starting motor, it goes behind a series of pistons
(2) in a rotor (1). The rotor (1) is a cylinder which is connected by splines to the drive shaft for the
starter pinion (4). When the pistons (2) feel the force of the oil they move until they are against the
thrust bearing (3). The thrust bearing (3) is at an angle to the axis of the rotor (1). This makes the
pistons (2) slide around the thrust bearing (3). As they slide, they turn the rotor (1) which connects
through the drive shaft and starter pinion (4) to the engine flywheel. The pressure of the oil makes
the rotor (1) turn very fast. This turns the engine flywheel fast enough for quick starting.
Copyright 1993 - 2024 Caterpillar Inc. Mon Feb 5 11:05:39 UTC+0800 2024
All Rights Reserved.
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Cooling System 3306 67d

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3306 MARINE ENGINE 67D02422-UP(SEBP1203 - 00) - Systems & Components Page 1 of 97

Product: MARINE ENGINE

AFTERCOOLED ENGINE ARRANGEMENT SHOWN

SCHEMATIC OF FUEL SYSTEM

Fuel System Timing

Automatic Timing Advance Unit

Fuel Flow With Engine Running

SLEEVE METERING FUEL INJECTION PUMP

SLEEVE METERING FUEL PUMP

SLEEVE METERING FUEL PUMP

CONSTANT BLEED VALVE

Fuel Flow Using The Priming Pump And Bleed Valve

Fuel Flow After Engine Stops Running

SIPHON BREAK HOUSING

SIPHON BREAK FUEL FILTER BASE

Fuel Transfer Pump

FUEL TRANSFER PUMP

FUEL TRANSFER PUMP BODY

Fuel Priming Pump

Fuel Injection Pump Operation

FUEL INJECTION PUMP OPERATION

FUEL INJECTION PUMP OPERATION

Adjustments To The Sleeve Metering Fuel System

Fuel System Setting

Fuel System Operation

FUEL SYSTEM OPERATION

GOVERNOR CONTROL SHAFT

FUEL SYSTEM OPERATION

FUEL SYSTEM OPERATION

FUEL SYSTEM OPERATION

FUEL CONTROL SHAFT

Starting the Engine

FUEL SYSTEM OPERATION

Stopping the Engine Manually

FUEL SYSTEM OPERATION

Stopping the Engine with Solenoid Shutoff

Activate To Run Solenoid

SHUTOFF SOLENOID (Activate To Run)

FUEL SYSTEM OPERATION

FUEL CONTROL SHAFT

Activate To Shutoff Solenoid

SHUTOFF SOLENOID (Activate To Shutoff)

Governor (Used On Earlier Engines)

"Non-Adjustable Dashpot" Governor (Used On Later Engines)

NON-ADJUSTABLE DASHPOT GOVERNOR

DASHPOT GOVERNOR PISTON

NON-ADJUSTABLE DASHPOT GOVERNOR CYLINDER

"Adjustable Dashpot" Governor

"ADJUSTABLE DASHPOT" GOVERNOR

"ADJUSTABLE DASHPOT" GOVERNOR

"ADJUSTABLE DASHPOT" GOVERNOR CYLINDER

DASHPOT GOVERNOR PISTON

"ADJUSTABLE DASHPOT" GOVERNOR

Fuel Ratio Control

FUEL RATIO CONTROL

FUEL RATIO CONTROL

Fuel Injection Valve

CROSS SECTION OF THE PRECOMBUSTION CHAMBER AND FUEL INJECTION VALVE

Air Inlet And Exhaust System

AIR INLET AND EXHAUST SYSTEM

AIR INLET AND EXHAUST SYSTEM (Typical Example)

Engines With Turbocharger And Aftercooler