Systems Operation

3406C Industrial Engine 6TB09857-UP(SEBP2737 - 41) - Documentation Page 1 of 51
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Product: ENGINE - MACHINE

Model: 3406B ENGINE - MACHINE 6TB22227
Configuration: 3406C Industrial Engine 6TB09857-UP
Systems Operation
3406C INDUSTRIAL & MARINE ENGINES
Media Number -SENR6524-02 Publication Date -01/08/2003 Date Updated -24/02/2014
SENR65240001
Systems Operation
Introduction
NOTE: For Specifications with illustrations, make reference to Specification For 3406C Industrial
& Marine Engines, SENR6523. If the Specifications in SENR6523 are not the same as the Systems
Operation, Testing & Adjusting, look at the printing date on the front cover of each book. Use the
Specifications given in the book with the latest date.
Engine Design
Cylinder and Valve Location
Bore ... 137 mm (5.4 in)
Stroke ... 165 mm (6.5 in)
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 20/08/2019
Displacement ... 14.6 liter (893 cu in)
Number and Arrangement of Cylinders ... 6, Inline
Firing Order (Injection Sequence) ... 1-5-3-6-2-4
Valve lash setting with engine cold and stopped:
Inlet ... 0.38 mm (.015 in)
Exhaust ... 0.76 mm (.030 in)
Rotation of Crankshaft (when viewed from flywheel end) ... Counterclockwise
Rotation of Fuel Pump Camshaft (when viewed from pump drive end) ... Counterclockwise
NOTE: Front end of engine is opposite to flywheel end. Left side and right side of engine are as
viewed from flywheel end. No. 1 cylinder is the front cylinder.
Fuel System
Fuel Flow
Fuel System Schematic

(1) Fuel injection nozzle. (2) Fuel injection lines. (3) Fuel return line. (4) Constant bleed orifice (part of the elbow). (5)
Fuel injection pump housing. (6) Fuel priming pump. (7) Check valves. (8) Fuel transfer pump. (9) Fuel tank. (10)
Primary fuel filter. (11) Secondary fuel filter.
Fuel is pulled from fuel tank (9) through primary fuel filter (10) by fuel transfer pump (8). From the
fuel transfer pump the fuel is pushed through secondary fuel filter (11) and to the fuel manifold in
fuel injection pump housing (5). Fuel pressure in the fuel manifold is determined by the fuel transfer
pump spring. A constant bleed orifice is in the fuel return line elbow. Constant bleed orifice (4) lets
a constant flow of fuel go through fuel return line (3) back to fuel tank (9). This helps keep the fuel
cool and free of air. The individual fuel injection pumps get fuel from the fuel manifold and push
fuel at a very high pressure through fuel lines (2) to fuel injection nozzles (1). Each fuel injection
nozzle has very small holes in the tip that change the flow of fuel to a very fine spray that gives
good fuel combustion in the cylinder.
Fuel Injection Pump
The fuel injection pump increases the pressure of the fuel and sends an exact amount of fuel to the
fuel injection nozzle. There is one fuel injection pump for each cylinder in the engine.
Fuel Injection Pump

(1) Spill port. (2) Check valve. (3) Pump barrel. (4) Bypass port. (5) Pump plunger. (6) Spring. (7) Fuel rack. (8) Gear.
(9) Lifter. (10) Cam.
The fuel injection pump is moved by cam (10) of the fuel pump camshaft. When the camshaft turns,
the cam raises lifter (9) and pump plunger (5). The pump plunger always makes a full stroke. As the
camshaft turns farther, spring (6) returns the pump plunger and lifter to the bottom of the stroke.
Pump Barrel And Plunger Assembly

(1) Spill port. (2) Check valve. (3) Pump barrel. (4) Bypass port. (5) Pump plunger. (11) Orificed reverse flow check
valve. (12) Spring. (13) Spring. (14) Scroll. (15) Slot.
When the pump plunger is at the bottom of the stroke, fuel at transfer pump pressure flows through
spill port (1) and bypass port (4). Fuel fills pump barrel (3) in the area above pump plunger (5).

After pump plunger (5) begins the up stroke, fuel will be pushed out bypass port (4) until the top of
the pump plunger closes the port. As the pump plunger travels farther up, the pressure of the fuel
increases. At approximately 690 kPa (100 psi), check valve (2) opens and lets fuel flow into the fuel
injection line to the fuel injection nozzle.

When the pump plunger travels farther up, scroll (14) uncovers spill port (1). The fuel above the
pump plunger goes through slot (15), along the edge of scroll (14) and out spill port (1) back to the
fuel manifold. This is the end of the injection stroke. The pump plunger can have more travel up, but
no more fuel will be sent to the fuel injection nozzle.

(1) Spill port. (2) Check valve. (4) Bypass port. (5) Pump plunger. (11) Orificed reverse flow check valve. (12) Spring.
(13) Spring. (14) Scroll. (15) Slot.
When spill port (1) is opened by plunger (5) the fuel nozzle closes and spring (13) closes check
valve (2) as the pressure above plunger (5) drops below 690 kPa (100 psi). At the same time the
orificed reverse flow check valve (11) opens.
Orificed reverse flow check valve (11) closes when the fuel pressure in the fuel injection lines is
6900 kPa (1000 psi). This keeps the fuel in the injection line and above the reverse flow check valve
at 6900 kPa (1000 psi).
NOTE: Orificed reverse flow check valve (11) prevents rough idle by stopping any secondary
injection of fuel between injection strokes. This valve is only effective below 8250 kPa (1200 psi)
and has no effect above that pressure. When the engine is shutdown, the pressure is gradually
released through a small groove on the bottom face of orificed reverse flow check valve (11).
When the pump plunger travels down and uncovers bypass port (4), fuel begins to fill the area above
the pump plunger again, and the pump is ready to begin another stroke.
The amount of fuel the injection pump sends to the injection nozzle on each pump stroke can be
changed by the rotation of the pump plunger. Gear (8) is attached to the pump plunger and is in
mesh with fuel rack (7). The governor moves the fuel rack which turns the fuel pump plungers
according to the fuel needs of the engine. When the governor turns the pump plunger, scroll (14) on
the plunger changes the distance between the top of pump plunger and the point where scroll (14)
uncovers spill port (1). The longer the distance from the top of the pump plunger to the point where
scroll (14) uncovers spill port (1), the more fuel will be injected.
To stop the engine, the pump plunger is rotated so that slot (15) on the pump plunger is in line with
spill port (1). The fuel will now go out the spill port and not to the injection nozzle.
Fuel Injection Nozzle

The fuel injection nozzle is installed in an adapter in the cylinder head and extended into the
combustion chamber. The fuel injection pump sends fuel with high pressure to the fuel injection
nozzle where the fuel is made into a fine spray for good combustion.
Fuel Injection Nozzle

(1) Carbon dam. (2) Seal. (3) Passage. (4) Filter screen. (5) Inlet passage. (6) Orifice. (7) Valve. (8) Diameter. (9)
Spring.
Seal (2) goes against the nozzle adapter and prevents leakage of compression from the cylinder.
Carbon dam (1) keeps carbon out of the bore of the nozzle adapter.
Fuel with high pressure from the fuel injection pump goes into inlet passage (5). Fuel then goes
through screen (4) and into passage (3) to the area below diameter (8) of valve (7). When the
pressure of the fuel that pushes against diameter (8) becomes greater than the force of spring (9),
valve (7) lifts up. This occurs when the fuel pressure goes above the Valve Opening Pressure of the
fuel injection nozzle. When valve (7) lifts, the tip of the valve comes off of the nozzle seat and the
fuel will go through the six small orifices (6) into the combustion chamber.
The injection of fuel continues until the pressure of fuel against diameter (8) becomes less than the
force of spring (9). With less pressure against diameter (8), spring (9) pushes valve (7) against the
nozzle seat and stops the flow of fuel to the combustion chamber.
The fuel injection nozzle can not be disassembled and no adjustments can be made.
Fuel Transfer Pump

The fuel transfer pump is a piston pump that is moved by a cam (eccentric) on the camshaft for the
fuel injection pump. The transfer pump is located on the bottom side of the fuel injection pump
housing.
Fuel Transfer Pump (Start Of Down Stroke) (Arrows Indicate Fuel Flow Direction)
(1) Push rod. (2) Piston. (3) Outlet check valve. (4) Pumping check valve. (5) Pumping spring. (6) Pump inlet port. (7)
Inlet check valve. (8) Pump outlet port.
When the fuel injection pump camshaft turns, the cam moves push rod (1) and piston (2) down. As
the piston moves down, inlet check valve (7) and outlet check valve (3) close. Pumping check valve
(4) opens and allows the fuel below the piston to move into the area above the piston. Pumping
spring (5) is compressed as the piston is pushed down by push rod (1).
Fuel Transfer Pump (Start Of Up Stroke) (Arrows Indicate Fuel Flow Direction)
(1) Push rod. (2) Piston. (3) Outlet check valve. (4) Pumping check valve. (5) Pumping spring. (6) Pump inlet port. (7)
Inlet check valve. (8) Pump outlet port.
As the fuel injection pump camshaft continues to turn, the cam no longer puts force on push rod (1).
Pumping spring (5) now moves piston (2) up. This causes pumping check valve (4) to close. Inlet
check valve (7) and outlet check valve (3) will open. As the piston moves up, the fuel in the area
above the piston is pushed through the outlet check valve (3) and out pump outlet port (8). Fuel also
moves through pump inlet port (6) and inlet check valve (7) to fill the area below piston (2). The
pump is now ready to start a new cycle.
Oil Flow For Fuel Injection Pump And Governor
Fuel Injection Pump And Governor

(1) Servo. (2) Fuel injection pump housing. (3) Cover. (4) Oil supply (from cylinder block). (5) Oil drain port (into
cylinder block). (6) Dashpot. (7) Governor rear housing. (8) Governor center housing.
Lubrication oil from the side of the cylinder block goes into the side of the fuel injection pump
housing at oil supply (4). The oil then goes to a passage between fuel injection pump housing (2)
and governor center housing (8) where it flows to three different locations.
A part of the oil goes back into the main oil passage in fuel injection pump housing (2). This oil
gives a supply of lubrication for the three fuel injection pump camshaft bearings. At the camshaft
bearing next to the governor, oil flows into drilled passages in the camshaft to give lubrication to the
flyweight carrier thrust bearing. Oil drains from the camshaft bearings into the fuel injection pump
housing. A drain hole in the housing keeps the level of oil in the housing even with the center of the
camshaft. Oil drains from the housing, through oil drain port (5), back to the engine block.
Oil also flows through a different passage back to the fuel injection pump housing. This passage is
connected to governor servo (1). The governor servo gives hydraulic assistance to move the fuel
rack.
The remainder of the oil goes through a passage in the governor center housing (8) and governor
rear housing (7) to cover (3) or the fuel ratio control. From the cover or the fuel ratio control, oil
drains back into the governor housing. This oil lubricates the governor control components and
supplies the oil for the dashpot (6). The internal parts of the governor are also lubricated by oil
leakage from governor servo (1) and the oil thrown off by parts in rotation. An opening between the
lower part of the governor and the fuel injection pump housing lets oil out of the governor. The fuel
injection pump housing has an oil drain port (5) that is connected to the engine block.
Governor
Governor
(1) Governor spring. (2) Sleeve. (3) Valve. (4) Piston. (5) Governor servo. (6) Fuel rack. (7) Lever. (8) Flyweights. (9)
Load stop bar. (10) Stop bar. (11) Riser. (12) Spring seat. (13) Torque rise setting screw. (14) Stop bolt. (15) Torque
spring. (16) Fuel setting screw. (17) Stop collar.
The governor controls the amount of fuel needed by the engine to maintain a desired rpm.
The governor flyweights (8) are driven directly by the fuel pump camshaft. Riser (11) is moved by
flyweights (8) and governor spring (1). Lever (7) connects the riser with sleeve (2) which is fastened
to valve (3). Valve (3) is a part of governor servo (5) and moves piston (4) and fuel rack (6). The
fuel rack moves toward the front of the fuel pump housing (to the right in the illustration) when
moved in the FUEL OFF direction.
The force of governor spring (1) always pushes to give more fuel to the engine. The centrifugal
(rotating) force of flyweights (8) always push to get a reduction of fuel to the engine. When these
two forces are in balance (equal), the engine runs at a constant rpm.
When the governor control lever is moved to the high idle position, governor spring (1) is put in
compression and pushes riser (11) toward the flyweights. When the riser moves forward, lever (7)
moves sleeve (2) toward the rear. Sleeve (2) moves valve (3) through the broken link spring. Valve
(3) stops oil flow through governor servo (5) and the oil pressure moves piston (4) and the fuel rack
to the rear. This increases the amount of fuel to the engine. As engine speed increases, the flyweight
force increases and moves the riser toward the governor spring. When the riser moves to the rear,
lever (7) moves sleeve (2) and valve (3) forward. Valve (3) now directs oil pressure to the rear of
piston (4) and moves the piston and fuel rack forward. This decreases the amount of fuel to the
engine. When the flyweight force and the governor spring force become equal, the engine speed is
constant and the engine runs at high idle rpm. High idle rpm is adjusted by the high idle adjustment
screw. The adjustment screw limits the amount of compression of the governor spring.
With the engine at high idle, when the load is increased, engine speed will decrease. Flyweights (8)
move in and governor spring (1) pushes riser (11) forward and increases the amount of fuel to the
engine. As the load is increased more, governor spring (1) pushes riser (11) farther forward. Spring
seat (12) also pushes on stop bolt (14). On the opposite end of stop bolt (14) is stop collar (17)
which has fuel setting screw (16) and torque rise setting screw (13). Torque rise setting screw (13)
controls the maximum amount of fuel rack travel. As stop bolt (14) moves forward fuel setting
screw (16) moves forward to make full contact with torque spring (15) at the full load speed of the
engine. The adjustment of fuel setting screw (16) controls the horsepower of the engine at full load
speed. Torque spring (15) now acts to control the fuel rack movement.
If more load is added, the engine will run in a lug condition. This occurs when the load placed on the
engine is greater than the horsepower output at the full load speed. When rpm decreases because of
added load, the force of governor spring (1) moves riser (11) farther forward. As stop bolt (14)
moves forward, fuel setting screw (16) bends torque spring (15) and fuel rack (6) can move farther
in the FUEL ON direction. This movement is stopped when torque rise setting screw (13) contacts
stop bar (10). This is the maximum fuel setting position. The adjustment of torque rise setting screw
(13) controls the additional amount of fuel rack travel below full load speed as the peak torque speed
of the engine is reached.
Also, the engine can be shutdown if the mechanical action of governor spring (1) and flyweights (8)
become bound (stuck) in the FUEL ON position. Shutdown can be done by use of the shutoff
solenoid or by moving the manual shutoff lever (if equipped) to the off position. Valve (3) will
move independent of sleeve (2) to push fuel rack (6) to the FUEL OFF position. Note that the
broken link spring is compressed as valve (3) slides in sleeve (2).
Governor Servo
Governor Servo (Fuel on direction)

(1) Valve. (2) Piston. (3) Cylinder. (4) Cylinder sleeve. (5) Fuel rack. (A) Oil inlet. (B) Oil outlet. (C) Oil passage. (D)
Oil passage.
The governor servo gives hydraulic assistance to the mechanical governor force to move the fuel
rack. The governor servo has cylinder (3), cylinder sleeve (4), piston (2) and valve (1).
When the governor moves in the FUEL ON direction, valve (1) moves to the left. The valve opens
oil outlet (B) and closes oil passage (D). Pressure oil from oil inlet (A) pushes piston (2) and fuel
rack (5) to the left. Oil behind the piston goes through oil passage (C), along valve (1) and out oil
outlet (B).
Governor Servo (Balanced position)

Oil passage.
When the governor spring and flyweight forces are balanced and the engine speed is constant, valve
(1) stops moving. Pressure oil from oil inlet (A) pushes piston (2) until oil passages (C and D) are
opened. Oil now flows through oil passage (D) along valve (1) and out through oil outlet (B). With
no oil pressure on the piston, the piston and fuel rack (5) stop moving.
Governor Servo (Fuel Off direction)

Oil passage.
When the governor moves in the FUEL OFF direction, valve (1) moves to the right. The valve
closes oil outlet (B) and opens oil passage (D). Pressure oil from oil inlet (A) is now on both sides of
piston (2). The area of the piston is greater on the left side than on the right side of the piston. The
force of the oil is also greater on the left side of the piston and moves the piston and fuel rack (5) to
the right.
Dashpot
Dashpot
(1) Needle valve. (2) Oil reservoir. (3) Cylinder. (4) Piston. (5) Dashpot spring. (6) Spring seat.
The dashpot helps give the governor better speed control when there are sudden speed and load
changes. The dashpot has needle valve (1), oil reservoir (2), cylinder (3), piston (4), dashpot spring
(5) and spring seat (6). Piston (4) and spring seat (6) are fastened to dashpot spring (5).
When spring seat (6) is moved, by a change in load or speed, dashpot spring (5) moves piston (4) in
cylinder (3). The cylinder and oil reservoir (2) are full of oil. As piston (4) moves, it causes oil to be
moved in or out of the cylinder through needle valve (1) and oil reservoir (2).
Needle valve (1) gives restriction to oil flow to and from cylinder (3). This causes a restriction to the
movement of piston (4) and spring seat (6). The faster the governor tries to move spring seat (6), the
greater the resistance the dashpot gives to the spring seat movement.
Fuel Ratio Control
Fuel Ratio Control (Engine Started) (Typical Example)

(1) Inlet air chamber. (2) Diaphragm assembly. (3) Internal valve. (4) Oil drain passage. (5) Oil inlet. (6) Stem. (7)
Spring. (8) Piston. (9) Oil passage. (10) Oil chamber. (11) Lever.
The fuel ratio control limits the amount of fuel to the cylinders during an increase of engine speed
(acceleration) to reduce exhaust smoke. Properly adjusted it also minimizes the amount of soot in
the engine.
Stem (6) moves lever (11) which will restrict the movement of the fuel rack in the FUEL ON
direction only.
With the engine stopped, there is no oil pressure and stem (6) is in the fully extended position as in
the (Engine Started) illustration. The movement of the fuel rack and lever (11) is not restricted by
stem (6). This gives maximum fuel to the engine for easier starts.
When oil pressure arrives at the control, engine oil flows through oil inlet (5) into pressure oil
chamber (10). Piston (8) and stem (6) move to restrict lever and rack to the smoke limited rack
setting.
Stem (6) will not move from the limited rack setting until inlet manifold pressure increases enough
to move internal valve (3). A line connects the inlet manifold with inlet air chamber (1) of the fuel
ratio control.
Fuel Ratio Control (Engine Acceleration) (Typical Example)

(1) Inlet air chamber. (2) Diaphragm assembly. (3) Internal valve. (4) Oil drain passage. (5) Oil inlet. (6) Stem. (7)
Spring. (8) Piston. (9) Oil passage. (10) Oil chamber. (11) Lever.
When the governor control is moved to increase fuel to the engine, stem (6) limits the movement of
lever (11) in the FUEL ON direction. The oil in oil chamber (10) acts as a restriction to the
movement of stem (6) until inlet air pressure increases.
As the inlet air pressure increases, diaphragm assembly (2) and internal valve (3) move to the right.
The internal valve opens oil passage (9), and oil in oil chamber (10) goes to oil drain passage (4).
With the oil pressure reduced behind piston (8), spring (7) moves the piston and stem (6) to the
right. Piston (8) and stem (6) will move until oil passage (9) is closed by internal valve (3). Lever
(11) can now move to let the fuel rack go to the full fuel position. The fuel ratio control is designed
to restrict the fuel until the air pressure in the inlet manifold is high enough for complete
combustion. It prevents large amounts of exhaust smoke caused by an air/fuel mixture with too
much fuel.
Automatic Timing Advance Unit
Automatic Timing Advance Unit (Before Timing Advance Begins)

(1) Spring. (2) Flyweights. (3) Timing gear. (4) Carrier. (5) Fuel injection pump camshaft. (6) Screw. (7) Setscrew. (8)
Spring. (9) Bolt. (10) Ring. (11) Ring. (12) Spool. (13) Body.
The automatic timing advance unit connects the drive end of the fuel injection pump camshaft with
the timing gears in the front of the engine. The unit uses the engines oil pressure to change the fuel
injection timing according to engine speed. This gives better combustion of the fuel at all levels of
engine operation.
The automatic timing advance unit is connected to fuel injection pump camshaft (5) with four bolts
(9). Bolts (9) pull rings (10) and (11) together to hold timing gear (3). Carrier (4) has straight splines
on its inside diameter. The outer splines are in contact with the straight splines of ring (10) and the
inner splines are in contact with helical splines on fuel injection pump camshaft (5). When the
engine is started, timing gear (3) drives fuel injection pump camshaft (5) through ring (10) and
carrier (4).
As the engine is run at a steady rpm (such as low idle speed), the centrifugal force of flyweight (2)
and the force of spring (8) are equal. At this point, spool (12) is held in position to close the oil
passage in body. Engine lubrication oil flows through the fuel injection pump housing and through a
passage in fuel injection pump camshaft (5) into body (13) and is stopped by spool (12). At this
point the oil cannot move body (13) and carrier (4). Spring (1) holds carrier (4) toward the fuel
injection pump and the fuel injection timing is not advanced.
Automatic Timing Advance Unit (Timing Advance Begins)

When the engine speed increases to the point where the force of flyweights (2) is greater than the
force of spring (8), the flyweights move spool (12) to the left. This is the start of advance. The rpm
at which advance starts is adjusted by screw (6). Screw (6) controls the force of spring (8). The
spool opens ports in body (13) which allows engine lubrication oil to flow out of fuel injection pump
camshaft (5) through the body and put oil pressure on body (13) and carrier (4). When the pressure
of the oil becomes greater than the force of spring (1), the body and carrier begin to move to the left.
Carrier (4) has straight splines on its outside diameter and helical splines on its inside diameter.
The outer carrier splines are in contact with straight splines in ring (10) and the inner splines are in
contact with helical splines on fuel injection pump camshaft (5). As carrier (4) is forced to the left
by oil pressure, is slides between the splines on ring (10) and the splines on fuel injection pump
camshaft (5). The helical splines on the camshaft and carrier cause the camshaft to turn in relation to
timing gear (3). This action causes the fuel injection timing to be advanced.
Automatic Timing Advance Unit (Maximum Timing Advance)

As the engine speed increases, carrier (4), body (13), spool (12) and flyweights (2) continue to move
toward the left until spool (12) makes contact with setscrew (7). Body (13) moves to the left until
the oil ports close. Maximum fuel injection timing advance is adjusted and limited by setscrew (7).
Automatic Timing Advance Unit (Retard Timing Advance)

When the engine speed drops, the force of spring (8) may be greater than the force of flyweights (2).
If the spring force is greater it will push spool (12) to the right. This will block the lubrication oil
pressure in body (13) and allow the oil between the body and camshaft to drain out of the automatic
timing advance unit. Spring (1) will move carrier, body, flyweight and spool to the right. This will
cause fuel injection pump camshaft (5) to turn in relation to timing gear (3). The action causes the
fuel injection timing to be retarded.
Automatic Timing Advance Unit (All Other Timing Advance

Units)
Timing Advance Unit (Before Timing Advance Begins)

(1) Screw. (2) Setscrew. (3) Spring. (4) Valve spool. (5) Flyweights. (6) Ring. (7) Gear. (8) Bolt. (9) Carrier. (10) Fuel
injection pump camshaft. (11) Body assembly. (12) Ring.
The timing advance unit connects the drive end of the fuel injection pump camshaft with the timing
gears in the front of the engine. The unit used engine oil pressure to change the fuel injection timing.
A flyweight assembly controls a double acting hydraulic servo. The double acting hydraulic servo,
directs engine oil under pressure to either side of the drive carrier to advance or retard timing. The
total timing advance range is 12 crankshaft degrees.
The timing advance unit is connected to the fuel injection pump camshaft. Bolts (8) pull rings (6 and
12) together to hold gear (7). Carrier (9) has two splines. The outer straight splines are in contact
with the straight splines of ring (6) and the inner helical splines are in contact with the helical splines
on fuel injection pump camshaft (10). When the engine is started, gear (7) drives fuel injection pump
camshaft (10) through ring (6) and carrier (9).
Advance Timing
Advance Timing
As the engine is started and begins to run, flyweights (5) move out and pull valve spool (4) to the
left in the above illustration. At this point valve spool (4) is put in a position to close off the oil
passage to drain in body assembly (11). Engine lubrication oil flows through the fuel injection pump
housing and through a passage in fuel injection pump camshaft (10) into body assembly (11) and is
stopped by valve spool (4). With oil flow stopped, oil pressure pushes body assembly (11) and
carrier (9) to the left. As carrier (9) is forced to the left by oil pressure, it slides between the splines
on ring (6) and the helical splines on the carrier cause the camshaft to turn in relation to gear (7).
This outward motion of the body assembly (11) caused the fuel injection timing to be advanced.
Timing continues to be advance until spring (3) is put under compression and spring force becomes
equal to the centrifugal (outward) force of flyweight (5). At this point valve spool (4) is held in
position.
Now, oil pressure moves carrier (9) to the left. This changes the valve spool position in carrier (9)
and oil pressure is directed to the left side of carrier (9). The carrier moves to the right until valve
spool (4) closes the oil passage. At this point carrier (9) moves slightly from left to right to maintain
the timing advance needed at the engine speed (rpm) set by the governor.
NOTE: The point where timing advance begins and ends is adjusted by screw (1) and setscrew (2).
Retard Timing
Retard Timing
When engine speed is reduced, flyweights (5) move in and the force of spring (3) moves valve spool
(4) to the right in the above illustration. The oil flows from fuel injection pump camshaft (10),
through body assembly (11), around valve spool (4) and builds up pressure to move body assembly
(11) and carrier (9) to the right. This action causes the relationship between the fuel injection pump
camshaft (10) and drive gear (7) to change fuel injection timing in the retarded direction.
Timing Fully Retarded

Air Inlet And Exhaust System
Air Inlet System

(1) Turbocharger. (2) Air line. (3) Exhaust elbow. (4) Aftercooler core.
The components of the air inlet and exhaust system control the quality and the amount of air
available for combustion. These components are the air cleaner, turbocharger, aftercooler, cylinder
head, valves and valve system components, piston and cylinder, and exhaust manifold.
Air Flow Schematic

(2) Air line. (4) Aftercooler core. (5) Inlet manifold. (6) Exhaust outlet from turbocharger. (7) Turbine side of
turbocharger. (8) Compressor side of turbocharger.
Inlet air is pulled through the air cleaner, compressed and heated by the compressor wheel in
compressor side of turbocharger (8) to about 150°C (300°F), then pushed through the air to air
aftercooler core (4) and moved to the air inlet manifold at about 43°C (110°F). Cooling of the inlet
air increases combustion efficiency, which helps to lower fuel consumption and increase horsepower
output. Aftercooler core (4) is a separate cooler core installed in front of the standard engine radiator
core. Ambient temperature air is moved across both cores by the engine fan and by the ram effect of
the vehicles forward motion, this cools the turbocharged inlet air and the engine coolant.
From the aftercooler core the air is forced into the cylinder head to fill the inlet ports. Air flow from
the inlet port into the cylinder is controlled by the intake valves.
Air Inlet And Exhaust System

(4) Aftercooler core. (6) Exhaust outlet. (7) Turbine side of turbocharger. (8) Compressor side of turbocharger. (9)
Exhaust manifold. (10) Exhaust valve. (11) Intake valve. (12) Air inlet.
There are two intake and two exhaust valves for each cylinder. Intake valves open when the piston
moves down on the inlet stroke. When the intake valves open, cooled compressed air from the inlet
port is pulled into the cylinder. The intake valves close and the piston begins to move up on the
compression stroke. The air in the cylinder is compressed. When the piston is near the top of the
compression stroke, fuel is injected into the cylinder. The fuel mixes with the air and combustion
starts. The force of combustion pushes the piston down on the power stroke. When the piston moves
up again, it is on the exhaust stroke. The exhaust valves open, and the exhaust gases are pushed
through the exhaust port into the exhaust manifold. After the piston makes the exhaust stroke, the
exhaust valves close and the cycle (inlet, compression, power, exhaust) starts again.
Exhaust gases from exhaust manifold (9) enter turbine side of the turbocharger (7) and cause the
turbine wheel to turn. The turbine wheel is connected to the shaft which drives the compressor
wheel. Exhaust gases from the turbocharger pass through the exhaust outlet pipe, the muffler and the
exhaust stack.
Aftercooler
The aftercooler has a core assembly that uses engine coolant to cool the inlet air to the engine. Some
of the coolant from the water pump goes directly to the aftercooler core. The coolant flows from the
aftercooler core into the rear of the cylinder block.
Inlet air from the compressor side of the turbocharger is forced into the aftercooler through the air
inlet pipe. The air passes over the core assembly which lowers the air temperature to approximately
93°C (200°F). The cooler air goes out the bottom of the aftercooler into the cylinder head. The
advantage of the cooler air is greater combustion efficiency.
Turbocharger
Turbocharger
(1) Pipe. (2) Exhaust manifold. (3) Turbocharger.
The turbocharger (3) is installed on the center section of the exhaust manifold (2). All the exhaust
gases from the engine go through the turbocharger. The compressor side of the turbocharger is
connected to the aftercooler by pipe (1).
Turbocharger
(4) Air inlet. (5) Compressor housing. (6) Compressor wheel. (7) Bearing. (8) Oil inlet port. (9) Bearing. (10) Turbine
housing. (11) Turbine wheel. (12) Exhaust outlet. (13) Oil outlet port. (14) Exhaust inlet.
The exhaust gases go into turbine housing (10) through exhaust inlet (14) and push the blades of
turbine wheel (11). The turbine wheel is connected by a shaft to compressor wheel (6).
Clean air from the air cleaners is pulled through the compressor housing air inlet (4) by the rotation
of compressor wheel (6). The action of the compressor wheel blades causes a compression of the
inlet air. This compression gives the engine more power because it makes it possible for the engine
to burn more air and fuel during combustion.
When the load on the engine increases, more fuel is injected into the cylinders. This makes more
exhaust gases, and will cause the turbine and compressor wheels of the turbocharger to turn faster.
As the compressor wheel turns faster, more air is forced into the engine. The increased flow of air
gives the engine more power because it makes it possible for the engine to burn the additional fuel
with greater efficiency.
Maximum rpm of the turbocharger is controlled by the fuel setting, the high idle speed setting and
the height above sea level at which the engine is operated.
NOTICE
If the high idle rpm or the fuel setting is higher than given in the TMI
(Technical Marketing Information) or Fuel Setting And Related
Information Fiche (for the height above sea level at which the engine is
operated), there can be damage to engine or turbocharger parts.
Damage will result when increased heat and/or friction, due to the
higher engine output, goes beyond the engine cooling and lubrication
systems abilities.
The fuel setting 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 and the high
idle speed setting.
Bearings (7 and 9) for the turbocharger use engine oil under pressure for lubrication. The oil comes
in through the oil inlet port (8) and goes through passages in the center section for lubrication of the
bearings. Oil from the turbocharger goes out through the oil outlet port (13) in the bottom of the
center section and goes back to the engine lubrication system.
Valves And Valve System Components

The valves and valve system components control the flow of inlet air and exhaust gases into and out
of the cylinder during engine operation.
Valve System Components (typical example)

(1) Inlet bridge. (2) Inlet rocker arm. (3) Push rod. (4) Rotocoil. (5) Valve springs (inner and outer). (6) Valve guide. (7)
Inlet valves. (8) Lifter. (9) Camshaft.
Valve System Components

(1) Inlet bridge. (2) Inlet rocker arm. (7) Inlet valves. (10) Exhaust rocker arm. (11) Exhaust bridge. (12) Exhaust valves.
The inlet and exhaust valves are opened and closed by movement of these components: crankshaft,
camshaft, lifters, push rods, rocker arms, bridges, and valve springs. Rotation of the crankshaft
causes rotation of the camshaft. The camshaft gear is timed to, and driven by, a gear on the front of
the crankshaft. As camshaft (9) turns, the lobes of the camshaft also turn and cause lifters (8) to go
up and down. This movement makes push rods (3) move rocker arms (2 and 10). Movement of the
rocker arms will make inlet and exhaust bridges (1 and 11) move up and down on dowels mounted
in the cylinder head.
These bridges let one rocker arm open, or close, two valves (inlet or exhaust) at the same time.
There are two inlet and two exhaust valves in each cylinder. Dependent on the application either one
or two valve springs (5) for each valve hold the valves in the closed position when the lifters move
down.
Rotocoil assemblies (4) 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.
Lubrication System
Lubrication System Components

(1) Oil supply line (to turbocharger). (2) Oil return line (from turbocharger). (3) Oil cooler. (4) Oil manifold (in cylinder
block). (5) Oil filter. (6) Oil pan.
The lubrication system has the following components: oil pan, oil pump, oil cooler, oil filter, oil
lines to and from the turbocharger and oil passages in the cylinder block.
Oil Flow Through The Oil Filter And Oil Cooler
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 warm (normal operation), oil comes from oil pan (6) through suction bell (9) to oil
pump (7). The oil pump sends warm oil to the oil cooler (10) and then to oil filter (4). From the oil
filter, oil is sent to oil manifold (1) in the cylinder block and to oil supply line (2) for the
turbocharger. Oil from the turbocharger goes back through oil return line (3) to the oil pan.
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.
With the engine cold (starting conditions), oil comes from oil pan (6) through suction bell (9) to oil
pump (7). When the oil is cold, an oil pressure difference in the bypass valves (installed in the oil
filter housing) causes each valve to open. 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 bypass valve (8) for the
oil cooler and through bypass valve (5) for the oil filter to oil manifold (1) in the cylinder block and
to oil supply line (2) for the turbocharger. Oil from the turbocharger goes back through oil return
line (3) to the oil pan.
When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass
valves close. Now there is a normal oil flow through the oil cooler and oil filter.
The bypass valves will also open when there is a restriction in the oil cooler or oil filter. This action
does not let an oil cooler or oil filter with a restriction prevent lubrication of the engine.
Oil Flow In The Engine
Engine Oil Flow Schematic

(1) Bracket (for rocker arm). (2) Rocker arm shaft. (3) Oil passage (to lifters). (4) Valve lifter bore. (5) Rocker shaft
bracket (oil supply). (6) Rocker arm shaft. (7) Rocker shaft bracket (oil supply). (8) Oil passage (to accessory drive). (9)
Oil passage (to rocker shaft bracket). (10) Oil passage (to idler gear shaft). (11) Oil passage (to rocker shaft bracket).
(12) Oil passage (to the fuel injection pump and governor). (13) Camshaft bearing. (14) Oil jet tubes. (15) Main bearing.
(16) Oil manifold. (17) Oil passage (from the oil pump to the oil cooler and filter). (18) Oil passage (from the oil cooler
and filter).
From the oil manifold (16) in the cylinder block, oil is sent through drilled passages in the cylinder
block that connect the main bearings (15) and the camshaft bearings (13). Oil goes through drilled
holes in the crankshaft to give lubrication to the connecting rod bearings. A small amount of oil is
sent through oil jet tubes (14) to make the pistons cooler. Oil goes through grooves in the bores for
the front and rear camshaft bearings and then into oil passages (3) that connect the valve lifter bores
(4). These passages give oil under pressure for lubrication of the valve lifters.
Oil is sent from valve lifter bores (4) through oil passage (11) to an oil passage in rocker shaft
bracket (5) (next to cylinder No. 4) to supply pressure lubrication to rear rocker arm shaft (2). Oil is
also sent from front main bearing bore through oil passage (9) to an oil passage in front rocker shaft
bracket (7) for front rocker arm shaft (6). Holes in the rocker arm shafts lets the oil give lubrication
to the valve system components in the cylinder head.
The air compressor gets oil from oil passage (8) in the cylinder block, through passages in the timing
gear housing and the accessory drive gear.
The idler gear gets oil from oil passage (10) in the cylinder block through a passage in the shaft for
the idler gear installed on the front of the cylinder block.
The fuel injection pump and governor gets oil from oil passage (12) in the cylinder block. The
automatic timing advance unit gets oil from the fuel injection pump through the drive shaft for the
fuel injection pump.
There is a pressure control valve in the oil pump. This 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 valve will open. This allows the oil that is not
needed to go back to the inlet oil passage of the oil pump.
After the lubricating oil has done its work, it goes back to the engine oil pan.
Cooling System
This engine has a pressure type cooling system. A pressure type cooling system gives two
advantages. The first advantage is that the cooling system can have safe operation at a temperature
that is higher than the normal boiling (steam) point of water. The second advantage is that this type
system prevents cavitation (the sudden making of low pressure bubbles in liquids by mechanical
forces) in the water pump. With this type system, it is more difficult for an air or steam pocket to be
made in the cooling system.
Radiator Cooled System
Radiator Cooled System (Engine Warm)

(1) Aftercooler. (2) Water temperature regulator. (3) Outlet hose. (4) Radiator cap. (5) Cylinder head. (6) Tube (to
aftercooler). (7) Elbow (from aftercooler). (8) Water elbow. (9) Water pump. (10) Radiator. (11) Cylinder block. (12)
Oil cooler. (13) Inlet hose.
In normal operation (engine warm) the water pump (9) sends coolant through the oil cooler (12) and
into the cylinder block (11). Coolant moves through the cylinder block into the cylinder head (5) and
then goes to the housing for the temperature regulator (2). The temperature regulator is open and the
coolant goes through the outlet hose (3) to the radiator (10). The coolant is made cooler as it moves
through the radiator. When the coolant gets to the bottom of the radiator, it goes through the inlet
hose (13) and into the water pump.
When the engine is cold, the water temperature regulator (2) is closed, and the coolant is stopped
from going to the radiator. The coolant goes from the housing for the temperature regulator back to
the water pump (9) through water elbow (8).
NOTE: The water temperature regulator (2) is an important part of the cooling system. If the water
temperature regulator is not installed in the system, the coolant will not go through the radiator and
overheating (engine runs too hot) will be the result.
On an engine with an aftercooler, a small amount of coolant comes out of the bonnet for the oil
cooler and goes through tube (6) to the aftercooler (1). This coolant goes through the aftercooler and
out elbow (7) and back into the cylinder block.
Keel Cooled System
Keel Cooled System (Engine Warm)

(1) Water cooled turbocharger. (2) Tube. (3) Elbow. (4) Water cooled exhaust manifold. (5) Cylinder head. (6)
Aftercooler (7) Deaerator. (8) Deaerator vent line. (9) Expansion tank. (10) Pressure cap. (11) Shunt line. (12)
Temperature regulator housing. (13) Water temperature regulator. (14) Tube. (15) Inlet line. (16) Tube. (17) Water
pump. (18) Elbow. (19) Tube. (20) Cylinder block. (21) Marine gear oil cooler. (22) Engine oil cooler. (23) Keel cooler.
(24) Outlet line.
In normal operation (engine warm) the water pump (17) sends coolant through the engine oil cooler
(22), marine gear oil cooler (21), and into the cylinder block (20). Coolant moves through the
cylinder block into the cylinder head (5) and then goes through deaerator (7) and into the outlet line
(24). The coolant then goes through the outlet line to the keel cooler (23) where the coolant is made
cooler. From the keel cooler, the coolant goes through the inlet line (15) through the temperature
regulator housing (12) where it passes through the water temperature regulator (13) and out through
tube (19) into the water pump (17).
NOTE: Refer to section on Deaerator and Expansion Tank for their function and operation.
When the engine is cold, the water temperature regulator (13) lets the coolant from the cylinder head
(5) go through deaerator (7) and into the water temperature regulator housing (12). From the water
temperature regulator housing, the coolant goes through tube (19) and back into the water pump.
The coolant is not sent through the keel cooler until the engine is warm.
temperature regulator is not installed in the system, the coolant will not go through the keel cooler
and overheating (engine runs too hot) will be the result.
Pressure cap (10) is used to keep the correct pressure in the cooling system. This pressure keeps a
constant supply of coolant to the water pump. If this pressure goes too high, a valve in the pressure
cap moves (opens) to get a reduction of pressure. When the correct pressure is in the cooling system,
the valve in the pressure cap moves down (to the closed position).
cooler and goes through tube (14) to the aftercooler (6). This coolant goes through the aftercooler
and out elbow (18) and back into the cylinder block.
Some engines are equipped with a water cooled exhaust manifold (4) and a water cooled
turbocharger (1). The coolant for the exhaust manifold comes from the back of the cylinder head (5)
through elbow (3) and goes out of the manifold through into the deaerator (7). The coolant for the
turbocharger comes from the bonnet for the marine gear oil cooler (21) through tube (16) to the
turbocharger. The coolant goes out of the turbocharger through tube (2) and into the water cooled
exhaust manifold.
Heat Exchanger Cooled System
Heat Exchanger Cooled System (Engine Warm)

(1) Water cooled turbocharger. (2) Tube. (3) Elbow. (4) Water cooled exhaust manifold. (5) Cylinder head. (6)
Aftercooler. (7) Deaerator. (8) Deaerator vent line. (9) Expansion tank. (10) Pressure cap. (11) Shunt line. (12) Water
temperature regulator housing. (13) Water temperature regulator. (14) Inlet line. (15) Heat exchanger. (16) Tube. (17)
Cylinder block. (18) Marine gear oil cooler. (19) Engine oil cooler. (20) Water pump. (21) Tube. (22) Pump.
In normal operation (engine warm) the water pump (20) sends coolant through the engine oil cooler
(19), marine gear oil cooler (18), and into the cylinder block (17). Coolant moves through the
cylinder block into the cylinder head (5) and then goes through deaerator (7) and into the outlet line
that goes to the heat exchanger (15) where the coolant is made cooler. From the heat exchanger, the
coolant goes through the inlet line (14) through the water temperature regulator housing (12). The
coolant from the water temperature regulator housing goes through tube (21) and back into the water
pump.
NOTE: Refer to section on Deaerator and Expansion Tank for their function and operation.
When the engine is cold, the water temperature regulator (13) lets the coolant from the cylinder head
(5) go through deaerator (7) and into the water temperature regulator housing (12). From the water
temperature regulator housing, the coolant goes through tube (21) and back into the water pump
(20). The coolant is not sent through the heat exchanger until the engine is warm.
temperature regulator is not installed in the system, the coolant will not go through the heat
exchanger and overheating (engine runs too hot) will be the result.
Pressure cap (10) is used to keep the correct pressure in the cooling system. This pressure keeps a
constant supply of coolant to the water pump. If this pressure goes too high, a valve in the pressure
cap moves (opens) to get a reduction of pressure. When the correct pressure is in the cooling system,
the valve in the pressure cap moves down (to the closed position).
Sea water or water from a cooling tower is sent through the heat exchanger (15) by the pump (22).
This water makes the heat exchanger cooler.
cooler and goes through the tube to the aftercooler (6). This coolant goes through the aftercooler and
out of the elbow and back into the cylinder block.
Some engines are equipped with a water cooled exhaust manifold (4) and a water cooled
turbocharger (1). The coolant for the exhaust manifold comes from the back of the cylinder head (5)
through elbow (3) and goes out of the manifold through into the deaerator (7). The coolant for the
turbocharger comes from the bonnet for the marine gear oil cooler (18) through tube (16) to the
turbocharger. The coolant goes out of the turbocharger through tube (2) and into the water cooled
exhaust manifold.
Deaerator And Expansion Tank

A deaerator is a device to separate gas bubbles from engine coolant in the absence of a factory
designed, engine mounted expansion tank. It is mounted in series, in the main flow of jacket water
between the engine and its heat exchanger. A simple volume chamber is then required to handle
coolant expansion and to vent the separated gas bubbles to the atmosphere. A deaerator and volume
chamber can be used in place of an engine mounted expansion tank.
A simple volume chamber can fulfill all the functions of an expansion tank except to separate the
entrained gas bubbles from the coolant. The coolant flow through the volume chamber is minimal
and not sufficient to separate the bubbles thus the need for a deaerator. The volume chamber does
not have enough expansion volume to vent the separated bubbles to the atmosphere. The volume
chamber should be installed a few meters (feet) higher than and connected to the jacket water pump
by a continuously upward sloping stand pipe.
The 3406C Marine Propulsion Engine has a deaerator, as standard equipment, incorporated into the
temperature regulator housing.
Coolant Conditioner
Cooling System With Coolant Conditioner

(1) Cylinder liner. (2) Coolant bypass line. (3) Coolant outlet (to radiator). (4) Radiator. (5) Temperature regulator. (6)
Water pump. (7) Coolant conditioner element. (8) Engine oil cooler. (9) Coolant inlet (from radiator).
Some conditions of operation have been found to cause pitting (small holes in the metal surface)
from corrosion or cavitation erosion (wear caused by air bubbles in the coolant) on the outer surface
of the cylinder liners and the inner surface of the cylinder block next to the liners. The addition of a
corrosion inhibitor (a chemical that gives a reduction of pitting) can keep this type of damage to a
minimum.
The "spin-on" coolant conditioner elements, similar to the fuel filter and oil filter elements, fasten to
a base that is mounted on the engine or is remote mounted. Coolant flows through lines from the
water pump to the base and back to the block. There is a constant flow of coolant through the
element.
The element has a specific amount of inhibitor for acceptable cooling system protection. As coolant
flows through the element, the corrosion inhibitor, which is dry material, dissolves (goes into
solution) and mixes to the correct concentration. Two basic types of elements are used for the
cooling system, and they are called the "Precharge" and the "Maintenance" elements. Each type of
element has a specific use and must be used correctly to get the necessary concentration for cooling
system protection. The elements also contain a filter and should be left in the system so coolant
flows through it after the conditioner material is dissolved.
The "Precharge" element has more than the normal amount of inhibitor, and is used when a system
is first filled with new coolant. This element has to add enough inhibitor to bring the complete
cooling system up to the correct concentration.
The "Maintenance" elements have a normal amount of inhibitor and are installed at the first change
interval and provide enough inhibitor to keep the corrosion protection at an acceptable level. After
the first change period, only "Maintenance" elements are installed at specified intervals to give
protection to the cooling system.
NOTICE
Do not use any Methoxy Propanol/Based Antifreezes or coolant in the

Cooling System. Methoxy Propanol will cause some seals and gaskets
to deteriorate and fail. Do not use Dowtherm 209 Full-Fill in a cooling
system that has a coolant conditioner. These two systems are not
compatible (corrosion inhibitor is reduced) when used together.
Basic Block
Cylinder Block And Liners
A steel spacer plate is used between the cylinder heads 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 cast aluminum piston has three rings; two compression rings and one oil ring. All rings are
located above the piston pin bore. The two compression rings are of the KEYSTONE type and seat
in an iron band that is cast into the piston. 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 piston has a full skirt and uses a special shape (cardioid design) of the top surface to help
combustion efficiency.
The full floating piston pin is retained by two snap rings which fit in grooves in the pin bore.
Oil spray tubes, located on the cylinder block main webs, direct oil to cool and lubricate the piston
components and cylinder walls.
Crankshaft
The crankshaft changes the combustion forces in the cylinder into usable rotating torque which
powers the machine. There is a gear at the front of the crankshaft to drive the timing gears and the
oil pump.
The crankshaft is supported by seven main bearings. Pressure oil is supplied to all bearing surfaces
through drilled holes in the crankshaft.
There are special design seals and wear sleeves used at both ends of the crankshaft. The seal for the
front is different than the seal for the rear.
Camshaft
This engine uses a single, forged camshaft that is driven at the front end and is supported by seven
bearings. Each lobe on the camshaft moves a roller follower, which in turn moves a push rod and
two valves (either exhaust or inlet) for each cylinder.
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 A Vibration Damper (Typical Example)

(1) Flywheel ring. (2) Rubber ring. (3) Inner hub.
The 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.
Electrical System
Engine Electrical System
The electrical system can have 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), 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.
The starting circuit is in operation only when the start switch is activated.
The low amperage circuit and the charging circuit are both connected through the ammeter. The
starting circuit is not connected through the ammeter.
Grounding Practices
Proper grounding for the engine electrical systems is necessary for proper engine performance and
reliability. Improper grounding will result in uncontrolled and unreliable electrical circuit paths
which can result in damage to main bearings and crankshaft journal surfaces. Uncontrolled electrical
circuit paths can also cause electrical noise which may degrade engine performance.
To insure proper functioning of the engine electrical systems, an engine-to-frame ground strap with
a direct path to the battery must be used. This may be provided by way of a starting motor, a frame
to starting motor ground, or a direct frame to engine ground.
Ground wires/straps should be combined at ground studs dedicated for ground use only. The engine
alternator must be battery (-) grounded with a wire size adequate to handle full alternator charging
current.
NOTICE
This engine may be equipped with a 12 or 24 volt starting system. Use

only equal voltage for boost starting. The use of a welder or higher
voltage will damage the electrical system.
Charging System Components

Alternator (7G7889, 5N5692, 3T6352, 3E7577, 8C6163, 4N3986, 4N3987
The alternator is driven by 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.
NOTICE
Never operate the alternator without the battery in the circuit. Making
or breaking an alternator connection with heavy load on the circuit can
cause damage to the regulator.
Alternator Components (Typical Illustration)

(1) Regulator. (2) Roller bearing. (3) Stator winding. (4) Ball bearing. (5) Rectifier bridge. (6) Field winding. (7) Rotor
assembly. (8) Fan.
Alternator (7N9720, 100-5046)
The alternator is driven by V-belts from the crankshaft pulley. This alternator is a three phase, self-
rectifying charging unit, and the regulator is part of the alternator.

(1) Fan. (2) Stator winding. (3) Field winding. (4) Regulator. (5) Ball bearing. (6) Roller bearing. (7) Rotor. (8) Rectifier
assembly.
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 onto 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.
Alternator (9G4574, 100-5045)
This alternator has three-phase, full-wave rectified output. It is brushless. The rotor and bearings are
the only moving parts.

(1) Fan. (2) Front frame assembly. (3) Stator assembly. (4) Rotor assembly. (5) Field winding (coil assembly). (6)
Regulator assembly. (7) Condenser (suppression capacitor). (8) Rectifier assembly. (9) Rear frame assembly.
When the engine is started and the rotor turns inside the stator windings, three-phase alternating
current (AC) and/or rapidly rising voltage is generated.
A small amount of alternating current (AC) is changed (rectified) to pulsating direct current (DC) by
the exciter diodes on the rectifier assembly. Output current from these diodes adds to the initial
current which flows through the rotor field windings from residual magnetism. This will make the
rotor a strong magnet and cause the alternator to become activated automatically. As rotor speed,
current and voltages increase, the rotor field current increases enough until the alternator becomes
fully activated.
The main battery charging current is charged (rectified) from AC to DC by the other positive and
negative diodes in the rectifier and pack (main output diodes) which operate in a full wave linkage
rectifier circuit.
The voltage regulator is a solid state (transistor, no moving parts) electronic switch. It feels the
voltage in the system and gives the necessary field current (current in the field windings of the
alternator) for the alternator to make the needed voltage. The voltage regulator controls the field
current to the alternator by switching on and off many times a second. There is no voltage
adjustment for this regulator.
The regulator is fastened to the alternator by two different methods. One method fastens the
regulator to the top, rear of alternator. With the other method the regulator is fastened separately by
use of a wire and a connector that goes into the alternator.
Starting System Components

Solenoid
Typical Solenoid Schematic
A solenoid is a magnetic switch that does two basic operations.
a. Closes the high current starting motor circuit with a low current start switch circuit.
b. Engages the starting motor pinion with the ring gear.
The solenoid switch is made of an electromagnet (one to two sets of windings) around a hollow
cylinder. There is a plunger (core) with a spring load inside the cylinder that can move forward and
backward. When the start switch is closed and electricity is sent through the windings, a magnetic
field is made that pulls the plunger forward in the cylinder. This moves the shift lever (connected to
the rear of the plunger) to engage the pinion drive gear with the ring gear. The front end of the
plunger then makes contact across the battery and motor terminals of the solenoid, and the starting
motor begins to turn the flywheel of the engine.
When the start switch is opened, current no longer flows through the windings. The spring now
pushes the plunger back to the original position, and at the same time, moves the pinion gear away
from the flywheel.
When two sets of windings in the solenoid are used, they are called the hold-in winding and the pull-
in winding. Both have the same number of turns around the cylinder, but the pull-in winding uses a
larger diameter wire to produce a greater magnetic field. When the start switch is closed, part of the
current flows from the battery through the hold-in winding, and the rest flows through the pull-in
windings to the motor terminal, then through the motor to ground. When the solenoid is fully
activated (connection across battery and motor terminal is complete), current is shut off through the
pull-in windings. Now only the smaller hold-in windings are in operation for the extended period of
time it takes to start the engine. The solenoid will now take less current from the battery, and heat
made by the solenoid will be kept at an acceptable level.
Starting Motor
The starting motor is used to turn the engine flywheel fast enough to get the engine to start running.
The starting motor has a solenoid. When the start switch is activated, the solenoid will move the
starter pinion to engage it 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 starting motor. When the circuit between the battery and the starting motor is
complete, the pinion will turn the engine flywheel. A clutch gives protection for the starting motor
so that the engine can not turn the starting motor too fast. When the start switch is released, the
starter pinion will move away from the ring gear.
Starting Motor Cross Section (Typical Illustration)

(1) Field. (2) Solenoid. (3) Clutch. (4) Pinion. (5) Commutator. (6) Brush Assembly. (7) Armature.
Other Components
Circuit Breaker
Circuit Breaker Schematic

(1) Reset button. (2) Disc in open position. (3) Contacts. (4) Disc. (5) Battery circuit terminals.
The circuit breaker is a switch that opens the battery circuit if the current in the electrical system
goes higher than the rating of the circuit breaker.
A heat activated metal disc with a contact point makes complete the electric current 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 (an adjustment to make the circuit complete again) after it
becomes cool. Push the reset button to close the contacts and reset the circuit breaker.
Shutoff Solenoid
The rack shutoff solenoid, when activated, moves the shutoff lever in the governor housing which in
turn moves the fuel rack to the fuel closed position. The solenoid is activated by a manual control
switch.
Magnetic Pickup
Schematic Of Magnetic Pickup

(1) Magnetic lines of flux. (2) Wire coils. (3) Gap. (4) Pole piece. (5) Flywheel ring gear.
The magnetic pickup is a single pole, permanent magnet generator made of wire coils (2) around a
permanent magnet pole piece. As the teeth of the flywheel ring gear (5) cut through the magnetic
lines of flux (1) around the pickup, an AC voltage is generated. The frequency of this voltage is
directly proportional to engine speed.
This engine speed frequency signal (AC) is sent to the speed control where a conversion is made to a
DC voltage level.
Copyright 1993 - 2019 Caterpillar Inc. Tue Aug 20 09:58:48 UTC+0100 2019
All Rights Reserved.
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3406C Industrial Engine 6TB09857-UP(SEBP2737 - 41) - Documentation Page 1 of 51

Product: ENGINE - MACHINE

Cylinder and Valve Location

Bore ... 137 mm (5.4 in)

Stroke ... 165 mm (6.5 in)

Displacement ... 14.6 liter (893 cu in)

Number and Arrangement of Cylinders ... 6, Inline

Firing Order (Injection Sequence) ... 1-5-3-6-2-4

Valve lash setting with engine cold and stopped:

Inlet ... 0.38 mm (.015 in)

Exhaust ... 0.76 mm (.030 in)

Rotation of Crankshaft (when viewed from flywheel end) ... Counterclockwise

Fuel System Schematic

Fuel Injection Pump

Fuel Injection Pump

Pump Barrel And Plunger Assembly

Pump Barrel And Plunger Assembly

Pump Barrel And Plunger Assembly

Pump Barrel And Plunger Assembly

Fuel Injection Nozzle

Fuel Injection Nozzle

Fuel Transfer Pump

Oil Flow For Fuel Injection Pump And Governor

Fuel Injection Pump And Governor

Governor Servo (Fuel on direction)

Governor Servo (Balanced position)

Governor Servo (Fuel Off direction)

Fuel Ratio Control

Fuel Ratio Control (Engine Started) (Typical Example)

Fuel Ratio Control (Engine Acceleration) (Typical Example)

Automatic Timing Advance Unit

Automatic Timing Advance Unit (Before Timing Advance Begins)

Automatic Timing Advance Unit (Timing Advance Begins)

Automatic Timing Advance Unit (Maximum Timing Advance)

Automatic Timing Advance Unit (Retard Timing Advance)

Automatic Timing Advance Unit (All Other Timing Advance

Timing Advance Unit (Before Timing Advance Begins)

Timing Fully Retarded

Air Inlet And Exhaust System

Air Inlet System

Air Flow Schematic

Air Inlet And Exhaust System

Valves And Valve System Components

Valve System Components (typical example)

Valve System Components

Lubrication System Components

Oil Flow Through The Oil Filter And Oil Cooler

Flow Of Oil (Engine Warm)

Flow Of Oil (Engine Cold)

Oil Flow In The Engine

Engine Oil Flow Schematic

Radiator Cooled System

Radiator Cooled System (Engine Warm)

Keel Cooled System

Keel Cooled System (Engine Warm)

Heat Exchanger Cooled System

Heat Exchanger Cooled System (Engine Warm)

Deaerator And Expansion Tank

Cooling System With Coolant Conditioner

Do not use any Methoxy Propanol/Based Antifreezes or coolant in the

Pistons, Rings And Connecting Rods

Cross Section Of A Vibration Damper (Typical Example)

This engine may be equipped with a 12 or 24 volt starting system. Use