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1.1 LITER ENGINE STMG 545 slides and script STMG 545 2 11/87 1.1 Liter ENGINE STMG 545 SLIDES AND SCRIPT AUDIENCE Level II - Service personnel who are familiar with diesel engine operation, diagnostic equipment and procedures for testing and adjusting. BACKGROUND AND OBJECTIVES This package contains information on the 1.1 Liter Engine line. Basic design features and system operations are covered. After learning the information in this presentation, the serviceman will be able to: 1. locate and identify basic engine components, all fills, drains and filters; trace the flow of coolant through the cooling system; trace the flow of fuel through the fuel system; trace the flow of oil through the lubrication system; test and adjust rack synchronization, fuel setting, injector timing and valve clearance and adjust low idle; and remove and install unit injectors. PREREQUISITES caterpillar Basic Engine Course SEGV2513 REFERENCES 1,1 Liter Engine Service Manual SENR3611 213B Excavator Part Book HEBP1743 214B Excavator Part Book HEBP1719 Estimated Time: 45 minutes Visuals: 72 (2 x 2) slides Form SESV1545 (©1967 Caterpitar no. Date: 11/87 STMG 545 3 11/87 INTRODUCTION The overall objective of the 1.1 liter engine family is to provide a cost effective 40-190 kw engine family responsive to competitive needs of captive and commercial applications. Consisting of inline 4 and 6 cylinder configurations, a 105 mm bore and 127 mm stroke result in 4.4 and 6.6 liter displacements. Basic engine features include integral bore block, Caterpillar designed unit injection fuel system, two valves per cylinder, and turbocharged configurations. Crankshafts, connecting rods and camshafts are made of forged steel. Aluminum die castings are used for the front housing, intake manifold and valve cover to achieve target weight goals of 400 and 493 kg (4 and 6 cylinder). Efficient breathing, high fuel injection pressure and high cylinder pressure capability have been provided to meet fuel economy and performance objectives. Key design features include: high mounted engine camshaft and oscillating roller followers; high-contact ratio spur gears; quiescent (zero swirl) intake ports; right side intake and exhaust; three-ring pistons; cylinder bore integral with cylinder block; hardened crank journals and fillets; 3114 balance shafts; gear-type oil pump; internal plate-type oil cooler; and rigid block structure. Worldwide component sourcing is being developed to assure a financially competitive engine in anticipated captive and commercial applications. STMG 545 4 11/87 ORIENTATION From the front of the engine these components are visible: the crankcase breather (1), the fuel filter (2), the oil filler tube (3); the water temperature regulator (thermostat) housing and coolant outlet (4), the front lifting bracket (5), and the crankshaft pulley and vibration dampener (6). Located on the right side of the engine are: the exhaust manifold (1), the turbocharger (2), the rear lifting bracket (3), oil drain plug (4), the water pump and coolant inlet (5), the oil filter (6), the intake manifold (7), and the oil cooler (the oil filter is mounted to the oil cooler). o STMG 545 5 11/87 Visible on the left side of the engine are: the location for the magnetic pickup for an electronic tachometer (1), the access plug in the flywheel housing for locating top center for the No. 1 cylinder (2), the oil filler pipe (3), the accessory drive mounting (4), the crankcase oil gauge (dipstick) (5) and the governor (6). The rear view shows the rear lifting bracket (1) and the flywheel (2). ‘The engine information plate is on the top of the valve cover toward the center of the engine and readable from the left side. STMG 545 6 11/87 BASIC ENGINE The oil pan is the reservoir for the oil for lubrication of the moving parts of the engine. A center sump pan is shown, but a low profile sump, as well as a front and rear sump, will be available. Because the bolt pattern around the block is symmetrical, the front and rear sumps are reversible. Because the rear crankshaft seal is held by a separate seal carrier bolted to the block, the flywheel housing can be removed without disturbing the rear crank seal or oil pan. The suction tube assembly is fastened to the oil pump. The opening on the end of the tube has a screen on the inside to prevent large foreign material from entering the oil pump. NOTICE WHEN THE ENGINE IS OUT OF THE MACHINE DO NOT PUT THE WEIGHT OF THE ENGINE ON THE OIL PAN. PUT A BLOCK OF WOOD UNDER THE FRONT OF THE ENGINE, WHERE NECESSARY, SO IT KEEPS THE WEIGHT OF THE ENGINE OFF THE OIL PAN. NOTE: Production engines may not have the baffle plate shown in this slide STMG 545 7 11/87 All four-cylinder engines with single-plane crankshafts have an inherent second order vertical shaking force. Since this is objectionable in some applications, the 3114 engines have balancer shafts which cancel out this vertical vibration. These shafts run in three bearing support housings which are bolted to the bottom face of the block. They run the full length of the engine and are driven from the oil pump idler gear. The balancers are standard on all four-cylinder configurations and are designed for all ranges of engine speeds and ratings. The engine has a gear-type oil pump that is mounted beneath the block at the front of the engine. The pump body consists of two die cast pieces. One piece forms the gear cavity and has the inlet and outlet tube connection points and the rear shaft bearings. The other piece encloses the front of the pump cavity and houses the front shaft bearings, the idler gear shaft, and the pressure relief valve. The pump is bolted to the bottom of the block. One bolt goes through a hollow dowel to locate the pump accurately for proper gear meshing. STNG 545 8 11/87 When the oil pump is removed from the engine, the oil outlet is visible. with the cover off the pump, the gears can be seen. ‘The location of the relief valve (arrow) can also be seen. ‘The relief valve relieves internally to the suction side of the pump STMG 545 9 11/87 Valve and injector actuation is by conventional rocker arm and push rods. The high-mounted camshaft decreases push rod length and mass. It operates through roller followers which are carried in an oscillating arm. This arm pivots on a shaft bolted to the cam compartment side covers. Roller followers significantly reduce cam wear and friction power losses versus lower cost slipper followers used on competitive engines. Injector rocker arms are steel forgings. Valve rocker arms are ductile iron castings with hardened inserts. There are three rocker arms per cylinder: the intake valve, the unit injector and the exhaust valve. STMG 545 10 11/87 The engine side covers provide location and mounting for the lifter arm assemblies: one side cover provides lifters for two cylinders. The push rods sit in the cupped portion of the followers. ‘The camshaft is visible with the three side covers removed. STMG 545 11 11/87 There are 18 cam lobes and 7 bearing journals on the camshaft (six cylinder engine). ‘The drive gear is pressed on the end of the shaft and located by a key. The camshaft is driven by the crankshaft gear. The camshaft thrust is controlled by a thrust plate that is fitted into a groove in the shaft. One bolt on each side of the plate holds the plate to the block. STNG 545 12 11/87 eae The connecting rod and rod cap are marked with the number of the cylinder in which they are used. The identifying numbers must be aligned when the rod and cap are assembled. sT™MG 545 13 11/87 For engines rated at 1700 psi peak cylinder pressure (PCP), a three-ring aluminum piston with a cast-in double iron ring band is used. The aluminum pistons have an iron band for the top two rings. This helps reduce wear on the compression ring grooves (5). The pistons have three rings; two compression rings and one oil ring. All the rings are located above the piston pin bore. The top two rings are the KEYSTONE type, which are tapered. The action of the ring in the piston groove, which is also tapered, helps prevent sticking of the rings caused by carbon deposits. The oil ring is a standard (conventional) type. Oil returns to the crankcase through holes in the oil ring groove. The top of the piston has "FRONT" stamped on it for proper alignment in the cylinder. STNG 545 14 11/87 For 1900 psi PCP, a two-piece piston is used. The skirt is aluminum and the crown is steel. There is no direct connection between the two parts; they are held together by the piston pin. This design provides the strength required for 1900 psi PcP rating levels, while keeping reciprocating mass low. Additionally, because the skirt runs cooler, it can be fit closer to the cylinder wall, decreasing noise from piston slap. This piston has an annular chamber in the underside of the crown into which oil is sprayed, significantly reducing ring temperatures and consequently ring sticking and carbonization behind the rings. Both pistons have three-rings with a very high top ring to decrease volume, enhancing emissions and fuel consumption. They employ a crater similar to other Caterpillar Engines. A large 40 mm (1.57 in.) diameter free floating steel piston pin is used in both pistons. STMG 545 15 11/87 The crankshaft has 7 main bearing journals and 6 rod bearing journals. (The four cylinder has 5 and 4 respectively.) A thrust bearing next to the rear main bearing accepts axial thrust and determines end play. The main bearings each have a tab slot at one end. The block saddle and cap have a tab slot opening. This places the bearings in correct alignment. Each upper bearing half has an oil hole. The block has an oil groove to allow oil to the bearing hole. The engine block has four mountings on both sides, front and rear, so the dipstick can be used on either side -- for different applications. The oil pump supply into the block is visible (arrow). STNG 545 16 11/87 | A part number (1) is stamped on each main bearing cap. The cap is assembled with this number to the right side of the engine viewed from the rear. The bottom of each cap has a location number (2) stamped on it and must be assembled in this location. The cap is machined in place and is "matched" to that block position. The cylinder head is a gray iron casting and is held down with four bolts per cylinder. The unit injector fits into a replaceable brass sleeve (arrow) that is swaged into the cylinder head at the top and bottom. STMG 545 a7 11/87 € Valve guide inserts (arrows) and valve seat inserts may be replaced. STMG 545 1s 11/87 LUBRICATION SYSTEM The flow of oil in the lubrication system is as follows: The oil pump (1) pulls oil through the suction tube from the oil pan (2). Oil goes from the pump through a passage in the engine block to the oil cooler (3): and oil from the cooler goes through the filter (4). From the oil filter, oil enters the turbocharger supply line (5) and the main oil gallery in the cylinder block. ‘The main oil gallery distributes oil to the main bearings, piston cooling jets and camshaft bearings. It also supplies oil to the front gear train and a vertical passage in the front housing. The vertical passage supplies oil to the cylinder head oil gallery and to the oil pump. (On the 3114 engine it also lubricates the front bearings of the balancer shafts.) The cylinder head oil gallery provides oil for the governor supply line and valve train and injector components through the rocker arm supports. om STMG 545 19 11/87 The oil filter and oil cooler are on the right side of the engine. The oil filter is a spin-on type with a bypass in the filter base. The plate type oil cooler is watercooled and mounts in the engine block. a "Sree STMG 545 20 11/87 As mentioned before, the oil filter bypass is located in the filter base. If the filter element becomes restricted by foreign material, the bypass valve will open to allow the oil to flow around the filter to the remainder of the lubrication system. ‘The oil pressure taps (arrows) are on the left side of the engine block. ¢ STMG 545 21 11/87 The piston cooling jets (arrow) spray oil into a hole in one side of the bottom of the piston and return out the other side. NOTE: Piston cooling jets should be removed prior to removing connecting rod and piston assemblies to avoid damaging the jet assembly. Install jets after connecting rod and piston assemblies are installed. The jet is piloted into 2 hole in the block and must be completely seated before the retaining bolt is tightened. STNG 545 22 11/87 COOLING SYSTEM Coolant from the bottom of the radiator is pulled into the water pump by impeller rotation. The coolant exits the back of the pump directly into the oil cooler cavity of the engine block. From there the coolant flows into the water manifold of the engine block to water jackets around the cylinder walls. Coolant then goes to the cylinder head, around the unit injectors and intake and exhaust passages and to the coolant temperature regulator housing. If the coolant temperature is less than normal, the temperature regulator is closed and coolant flow is directed through the bypass hose to the water pump. As the coolant temperature rises to operating temperature, the temperature regulator opens and flow is directed to the radiator and the bypass to the pump is closed. (On engines equipped with aftercoolers, coolant also circulates through the aftercooler from another discharge port on the top of the water pump.) NOTE: Normal operating temperature is 82°C - 94°C (180°F - 202°F) and maxim operating temperature is 99°C (210°F). STMG 545 23 11/87 The water pump is externally mounted. It is located on the right side of the engine block and is belt-driven from the crankshaft pulley. The idler pulley is used to adjust the bolt. The pump pressure can be measured using the outlet side tap (1). on the suction side of the pump are two taps (2). On top of the pump is the outlet to the aftercooler (3), if equipped. The coolant temperature regulator housing is located above the water pump. The coolant temperature can be checked by using the Thermistor Thermometer Group (870470) or a Thermometer (2F7112). An Adapter (857844) and O-ring Seal (3K0360) are also used. Remove either plug (arrows) to perform the check. STNG 545 24 11/87 The coolant temperature regulator goes into the housing with the point toward the coolant outlet as shown. AIR INTAKE AND EXHAUST SYSTEM The intake and exhaust manifolds are on the same side of the engine. i STMG 545 25 11/87 There is one intake and one exhaust valve per cylinder. Air from the air cleaner goes through the turbocharger into the intake manifold and passages to the intake ports. The exhaust gas goes from the combustion chamber through the exhaust ports to the exhaust manifold and exits out the muffler via the turbocharger. The head (combustion side) face is flat. Total head height is 103 mm (4.06 in.), giving space for generous water flow and breathing ports. This grey iron casting uses a state-of-the-art modern layout. To minimize bottom deck thickness and thereby lower thermal stresses, bosses and ribs connect to the thicker upper deck. In effect, the upper deck supports the lower deck. To eliminate air crossover pipes, both intake and exhaust are on the right side. The exhaust ports exit the side with a 15° down angle. Intake ports open on the top face of the head. This allows large ports for free breathing and leaves room to lag, shield, or water cool the exhaust. It also provides space for large valves. Air intake is a quiescent (no swirl) system which reduces pumping losses. High fuel injection pressures provide excellent air-fuel mixing. Coolant flows to the head through eleven 5.5 mm (0.22 in.) holes per cylinder. These holes are sized to create equal flow all around the cylinder. Inlet valves are silicon steel of 47 mm (1.85 in.) diameter, with 40 mm (1.57 in.) ports. Exhaust valves are tri-metal construction and are 40 mm (1.57 in.) diameter, with 37 mm (1.46 in.) ports. Both valves lift 15 mm (0.59 in.), which with the large diameters, provide low restriction to gas flow. A single, nine-coil spring is used on each valve. Replaceable valve seats are used -- stainless steel for intake and a nickel alloy for exhaust. Valve guides are also replaceable. Valve seals are used on the inlet valve stems. STNG 545 26 11/87 The turbocharger is mounted to the exhaust manifold of the engine. The exhaust gases go into the exhaust inlet of the turbine housing and push the blades of the turbine wheel. This causes the turbine wheel and compressor wheel to turn at speeds up to 100,000 rpm. clean air from the air cleaner is drawn through the compressor housing air inlet by rotation of the compressor wheel. 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 additional fuel with greater efficiency. The efficiency of an engine can be checked by making a comparison of the pressure in the inlet manifold with the specifications given in the Fuel Setting and Related Information Fiche. This test is used when there is a performance problem related to the engine. To check the inlet manifold pressure, remove the plug (arrow) on top of the inlet manifold. Connect the adapter, seal, reducing bushing, and 105470 Engine Pressure Group to this opening. ~ STMG 545 11/87 The base for the spin-on fuel filter is also the mount for the crankcase breather. 27 STMG 545 28 11/87 LOCATING TOP CENTER COMPRESSION FOR NO. 1 PISTON The timing bolt (8T100 - M8X1.25) is used to find the location of No. 1 piston on top center. This is important to the serviceman because the reference point for all timing procedures is with No. 1 piston put at top center on the compression stroke. The plug (arrow) is removed from the flywheel housing to install the timing bolt. To find top center compression stroke for No. 1 piston, first turn the flywheel clockwise a minimum of 30 degrees. The reason for making this step is to be sure the backlash is removed from the timing gears when the engine is put on top dead center. NOTE: If the flywheel is turned beyond the point that the timing bolt engages in the threaded hole, the flywheel mist be turned clockwise approximately 30 degrees Then turn the flywheel counterclockwise until the timing bolt engages with the threaded hole. The reason for this procedure is to make sure the play is removed from the gears when the No. 1 piston is put on top center. STMG 545 29 11/87 Next, turn the flywheel counterclockwise until the hole in the flywheel is in alignment with the timing bolt. The No. 1 piston is on top center when the timing bolt is easily installed in the threaded hole in the flywheel. To check to see if No. 1 piston is on compression stroke, look at the intake valve of No. 1 cylinder as the engine is turned in direction of rotation. ‘The valve should be closing and when the timing bolt threads into the hole in the flywheel the engine is on compression stroke on No. 1 cylinder. If No. 1 piston is NOT on compression stroke, turn the crankshaft 360 degrees and follow the procedure again to put No. 1 piston on top center. NOTE: When the actual stroke position is identified and the other stroke position is needed, it is necessary to remove the timing bolt from the flywheel, turn the flywheel counterclockwise 360 degrees and reinstall the timing bolt STMG 545 30 11/87 FUEL SYSTEM The fuel system employs a unit injector combining both the injector assembly and the high pressure pump. The fuel transfer pump (1) pulls fuel from the fuel tank through an inline primary screen (2) and sends fuel to a spin-on type secondary fuel filter (3). From the fuel filter, fuel flows to a drilled passage in the cylinder head. The drilled passage carries fuel to a gallery around each unit injector and provides a continuous flow of fuel to all of the unit injectors. Unused fuel exits the cylinder head, passes through a pressure regulating orifice and a check valve (4) and returns to the fuel tank (5). This system is very compact; eliminates external high pressure fuel lines; and, most importantly, provides excellent control of injection timing under all load conditions, contributing fast response to load and outstanding fuel consumption. Additionally, this system allows very high injection pressures and short injection times, with subsequent emission control. STMG 545 31 11/87 The check valve (shown) keeps fuel from bleeding out of the fuel gallery after shutdown to ensure a fuel supply for start-up. The pressure regulating orifice ensures adequate fuel pressure and controls the return-to-tank flow rate. ‘The fuel transfer pump is located in the front housing of the governor. It is a piston-type pump actuated by a cam on the governor drive shaft and driven by the governor gear STMG 545 32 11/87 A latching solenoid with two coils and a mechanical latch is installed on the governor. The solenoid is energized to latch and then de-energized. It is energized again to release the latch. It also has manual "latch" and "release" functions to provide "limp home" and manual shutoff capabilities. Solenoids are available for 12 and 24 volt applications. Also, some applications (gen sets) will use a conventional (non-latching) "energize-to-run" solenoid to allow automatic shutdown systems to shut off the engine by interrupting power to the solenoid. NOTE: The spanner wrench (1U5424) shown is necessary for solenoid removal The fuel injection system for this engine is a unit injector type. The injection pump and nozzle are combined in one injector assembly for each cylinder. All high pressure lines are eliminated. Fuel lines consist of supply lines to and from the cylinder head, fuel filter and fuel transfer pump. Fuel is supplied to each injector by an internal passage running the full length of the head. Each unit injector has its own fuel rack, controlled by the governor with a rack control linkage which actuates all of the unit injectors simultaneously. STMG 545 33 11/87 The large extension on the side of the injector is the hold-down clamp (1). Shown at the bottom of the injector is a serrated rod (2) at a 90° angle to the barrel. This rod is the injector rack and its movement controls the rotation of the helix on the scroll of the pump, thus determining the volume of fuel to be injected into the cylinder. The unit injector consists of a scroll-type high pressure plunger and injector nozzle. Effective stroke of the plunger during which high pressure is developed, is controlled by the scroll position which is actuated by the governor and rack. This system is basically like other Cat scroll systems except the high pressure pumps are separated and individually positioned above each combustion chamber. Total plunger stroke is always the same and determined by cam lobe lift and rocker arm motion. The effective stroke, however, is determined by the scroll position -- i-e., at what point in the stroke the fill port is closed by the scroll and’at what point the spill port is uncovered, dumping pressure. The plunger rotates about its vertical axis to move the scroll, hence, lengthening or reducing the effective stroke. During the time both ports are covered, fuel is injected. Fuel pressure forces the check off its seat for injection, and once pressure drops, a spring closes the check. NOTE: Refer to Serviceman’s Handout No. 6 "Unit Injector Cross Section STNG 545 34 11/87 rurecee ct x To remove the unit injector, first remove the hold-down bolt. Then, being careful not to damage the injector rack, insert the pry bar in the notch at the base of the injector and remove the injector. Make sure the rack head clears the rack before removing the injector. There is a new "pop" tester 106661 (shown) available for the unit injectors or a conversion to the former 3500 "pop" tester (6V4022) can be used. The new tester can also be used to test 3500 injectors, and replaces the former tester. NOTE: For unit injector test procedures see Using The 1U6661 Injector Tester to Test 1.1 Liter Fuel Injectors (SEHS8867). STMG 545 35 11/87 The governor is gear driven high on the left front of the engine. Fuel rate and speed are controlled by linkage to the injector rack. The governor is a flyweight type, full range, with a floating fulcrum linkage which allows for a small’package. Additionally, a speed sensitive torque cam provides torque curve shaping for specific high volume applications. The governor is bench set dynamically to a balance point at rated speeds. Power is set at the rack control linkage on the cylinder head using a digital position indicator. All adjustments are made on this control linkage, the governor being sealed after bench setting at the factory or dealership. The governor is gear driven from the engine camshaft. This drives the flyweights (1) inside the governor. The flyweights move a riser (2) on the riser shaft. The movement of the riser on the shaft is opposed by a spring pack. Engine speed and spring force determine the location of the riser. STMG 545 36 11/87 The riser moves the riser lever (1), which rotates the pivot shaft (2) and torque cam (3) (red). ‘The torque cam moves the torque lever (orange) to adjust the governor output shaft (blue). The operator selects the desired speed through the throttle lever. The throttle lever and governor output shaft (blue) are connected by the fulcrum lever (4), which is pinned to the pivot lever (5). This connection provides the operator with a direct communication to the governor output. As the engine speed changes, the fulcrum lever moves to change the governor output to a new stable condition. The same condition occurs when the operator changes the position of the throttle lever. The governor limits the fuel injected into the combustion chamber when rated load or a lug condition is reached. When this condition occurs, the limit lever (6) is against the setscrew (7) and the output shaft is in the maximum FUEL ON position. The torque lever has rotated about a pin on the limit lever until the torque lever contacts the torque cam. If more load is applied to the engine in this condition, engine speed will decrease. This decrease will be felt by the flyweights, causing the riser to rotate the riser lever and the pivot shaft to a new position. Since the torque cam is fixed to the pivot shaft, different torque characteristics can be achieved by changing the profile on the torque cam. STMG 545 37 11/87 All of the adjustments for the governor except low idle must be done on the governor calibration bench. If the low idle is not satisfactory, the locknut can be loosened and the low idle can be set in chassis by turning the adjusting screw (arrow). After making the adjustment, tighten the locknut. (There is no set point measurement capability at this time.) ‘The full load speed is adjusted on the test bench. The calibration bench weighs approximately 150 pounds. It has a 50 or 60 cycle, 1/2 hp electric motor and digital tachometer. Ten weight oil is used to lubricate the governor during testing. The 811000 digital indicator must be used to set the governor. NOTE: For governor calibration test procedures refer to Using the 107326 Governor Calibration Bench (Form No. SEHS8868). STNG 545 38 11/87 When removing the governor from the engine, remove the clip (arrow) and slide the sleeve into the cylinder head. Do not use hard-jawed pliers or a screwdriver to move the nylon sleeve. (Use 6V6 electrical connector pliers.) Make sure the linkage is disconnected from the engine before attempting to remove the governor. The governor and transfer pump come off in one piece and are attached to the engine by three bolts. RACK SYNCHRONIZATION Injector synchronization is the setting of all injector racks to a reference position (the No. 1 injector). This ensures each injector delivers the same amount of fuel to each cylinder. This is done by setting each injector rack to the same position while the control linkage is in a fixed position (called the synchronizing position). To synchronize the fuel injector rack, pull out and latch the center rod (arrow) on the solenoid. This allows the injector rack control linkage to move freely during synchronization. STMG 545 39 11/87 When the number one injector is at fuel shutoff (rack pushed in) the other injectors can be synchronized. Install the injector spring compressor (arrow) (106675) and the dial indicator (6V6106) and the holder (1U6679). The injector spring must be slightly compressed to allow injector rack movement. As the spring compressor is tightened, it can force the injector to the side and bind the rack. Therefore, it is necessary to tap lightly on the flat part of the compressor with a soft hammer to cause the injector to self-center and free the rack up. NOTE: The rocker arm assembly does not have to be removed but greater access is provided and the procedure is easier with it removed. NOTE: Push rods should be temporarily removed so that they do not fall into the crankease STMG 545 40 11/87 With the rocker arms and valves removed, the injector rack (red) and adjusting screws (1) are easier to see. The dial indicator reads the back side of the injector rack (arrow). Also visible is the linkage (blue) that is connected to the governor output shaft. Push the rack head (2) of the injector to be checked toward the injector until the rack stop touches the injector base (3). The rack is now in the shutoff position. While holding the rack head in the shutoff position, adjust the dial indicator until all three dials read zero. Then tighten the dial indicator. Release the rack head. Push down on the clamp (4) to rotate the rack control linkage in FUEL ON direction. Now quickly release the clamp. This insures that the springs and bearings of the control linkage are in their "normal" positions. Push the injector rack head of the No. 1 injector toward the injector until the rack stop touches the injector base. The No. 1 injector is now at FUEL SHUTOFF. Hold the rack head in this position. Push down, then quickly release the control lever for the injector being checked. "Flip" the lever in this manner to make sure there is smooth movement of the injector rack. Then read the dial indicator. STMG 545 41 11/87 After checking the injector, use the special adjusting tool (107783) (arrow) to adjust the injector synchronization if necessary. Recheck the injector synchronization after adjusting. NOTE: For complete adjustment procedure refer to Systems Operation, Testing and Adjusting 3114 and 3116 Engine (Form Number SENR3583) The injector racks can be synchronized with the rocker arm assembly in place, but greater access is available with it removed. NOTE: The valve clearance and fuel timing should be checked after installing the rocker arm assembly. Injector synchronization should be done whenever the control linkage has been loosened or removed for any reason. STMG 545 42 11/87 FUEL SETTING This is the fuel setting adjustment screw (arrow). The number two rocker arm assembly is removed so the fuel setting screw can be seen. NOTE: The protective cover is removed for picture and would be present in all applications NOTE: Fuel setting information can be found on the Engine Information Plate. If the plate is missing, refer to the OT microfiche. Fuel setting is the adjustment of the fuel setting screw to a specified position of the No. 1 rack. The fuel setting screw limits the power output of the engine by setting the maximum travel of all the injector racks to control maximum fuel flow. Before the fuel setting is checked, the injectors must be correctly synchronized. To adjust the fuel setting, install the dial indicator and holder on the number one injector. Next push the rack to the fuel shutoff position. While holding the rack in the shutoff position, adjust the dial indicator to zero, then release the rack. STMG 545 43 11/87 at ‘ } Pull back the nylon sleeve on the governor. Do not use hard-jawed pliers or a screwdriver to move the sleeve. (Use 6V6 electrical connector pliers.) Be careful not to damage the sleeve or the O-ring seal. Install the pin insertion tool (107305) (arrow) into the link pin of governor output shaft. NOTE: A damaged sleeve can damage the wiper seal in the cylinder head and cause an oil leak around the sleeve. Next install the holding tool (106681) (arrow) between the governor pin and nylon sleeve as shown, until the small diameter of the governor pin contacts the face of the governor. This holds the governor in the full fuel on position (the governor calibration point). STMG 545 44 11/87 Push down on the control lever and quickly release it. "Flip" the lever in this manner to make sure there is smooth movement of the injector rack. If adjustment is necessary, use the wrench (1U6673) (arrow) to adjust the fuel setting. Turn the screw clockwise for more fuel or counterclockwise for less fuel. After adjustment is correct, remove the governor pin, holding tool, dial indicator and holder. Slide the nylon sleeve into the governor with soft-jawed pliers. Be careful not to damage the nylon sleeve or the O-ring seal. NOTE: For complete instructions refer to Systems Operation, Testing and Adjusting 3114 and 3116 Engine (Form Number SENR3583) . ft a= FUEL TIMING Injector pump plunger timing is a standard that permits the setting of all unit injectors the same so that the beginning of injection takes place in each combustion chamber a specific number of crankshaft degrees before top center. Fuel timing is specified as a dimension in millimeters. STMG 545 45 11/87 The dial indicator measures the distance from the top of the injector follower to the injector body surface. This measurement gives the relationship of the scroll on the plunger with the ports in the barrel. Fuel timing can be checked or adjusted during the two-crank position sequence for valve clearance setting, or turning the crankshaft in the direction of normal rotation until the injector is at maximum height and the push rod is at its lowest point (the lifter assembly is at its lowest point on the base circle of the cam). Use a 19 mm wrench and loosen the adjustment screw locknut of the rocker arn. NOTE: Rotate the engine two times before setting timing to make sure rocker arms are properly seated STMG 545 46 11/87 Install the dial indicator (6V6106) in the collet of the timing fixture (106677). Put the dial indicator and timing fixture on the calibration fixture. Move the dial indicator up or down to the indicator setting corresponding to the fuel timing dimension for your application. With the timing fixture in position, turn the adjustment screw until the dial indicator reads 0.00. Hold the adjustment screw with an @ mn wrench and tighten the locknut to Service Manual specifications. Check the setting again to see that the adjustment has not changed and the dial indicator reads the correct setting. NOTE: To find correct setting, refer to Systems Operation Testing and Adjusting 3114 and 3116 Engine (SENR3583) STMG 545 47 11/87 Laie VALVE CLEARANCE valve clearance or valve lash is measured with a feeler gauge put between the rocker arm contact and the valve stem. Put the No. 1 piston at the top center compression position. With the No. 1 piston at the top center compression position, adjustment can be made to both valves of the No. 1 cylinder. The intake valves on cylinders No. 2 and No. 4 (six cylinder engines, No. 2 on four cylinder engines) should also be checked at this time. ‘The exhaust valves on cylinders No. 3 and No. 5 (six cylinder engines, No. 3 on four cylinder) should be checked in this position. With the No. 1 piston at the top center exhaust position (the flywheel turned counterclockwise 360°), the intake valves on cylinders No. 3, No. 5 and No. 6 (six cylinder engines, No. 3 and No. 4 on four cylinder engines) should be checked. The exhaust valves on cylinders No. 2, No. 4 and No. 6 (six cylinder engines, No. 2 and No. 4 on four cylinder engines) should also be checked in this position. NOTE: Refer to Serviceman’s Handout No. 5 STMG 545 48 11/87 Valve clearance is changed using a 6mm wrench. A 17mm wrench is needed to loosen and tighten the locknut which holds the adjustment screw. To make the adjustment, turn the adjustment screw until you feel an easy pull on the feeler gauge as you move it backward and forward between the rocker arm contact and the valve stem. Tighten the nut on the adjustment screw and check the adjustment to be sure it has not changed. The adjustment of all valves and the injector timing dimension (Fuel Timing) can be done by putting the engine crankshaft in two positions. Refer to the service manual for these procedures. STMG 545 49 11/87 a This concludes the presentation on the 1.1 Liter Engine. Refer to the service manual for complete information on specifications, system operation, testing and adjusting, and disassembly and assenbly procedures. STMG 545 11/87 FUEL TRANSFER PUMP STNG 545 51 Servcoman's Handout No. 2 31/87 GOVERNOR SCHEMATIC GOVERNOR OUTPUT SHAFT SETSCREW LIMIT LEVER Pe FULCRUM LEVER PIVOT LEVER RISER LEVER STMG 545 52 Survicoman’s Handout No. 8 11/87 oO THROTTLE LEVER FULCRUM LEVER = a cam PIVOT LEVER RISER &_] STMG 545 11/87 FLYWEIGHTS 53 RISER Sorviceman's Handout No. 4 GOVERNOR GOVERNOR DRIVE GEAR STMG 545 54 11/87 Servcaman’s Handout No. § 3114 Crankshaft Positions For Fuel Timing And Valve Clearance Setting SAE Standard (Counterclockwise) Rotation Engines As Viewed From The Flywheel End Check/Adjust With No. 1 Piston On TC Compression Stroke" Intake Valves 12 Exhaust Valves 1-3 Injectors 34 Check/Adjust With No. 1 Piston On TC Exhaust Stroke" Intake Valves Exhaust Valves Injectors Firing Order 3116 Crankshaft Positions For Fuel Timing And Valve Clearance Setting ‘SAE Standard (Counterclockwise) Rotation Engines As Viewed From The Flywheel End ‘Check/Adjust With No. 1 Piston On TC Compression Stroke" Intake Valves 1-2-4 Exhaust Valves 1-35 Injectors 35-6 Check/Adjust With No. 1 Piston On TC Exhaust Stroke" Intake Valves 356 Exhaust Valves 2-4-6 Injectors 1-2-4 Firing Order 1-5-36-2-4 “Put No. 1 piston at top center (TC) position and make identification for the correct stroke. Make reference to Finding Top Center Position For No. 1 Piston. After top center position for a particular stroke is found and adjustments are made for the correct cylinders, remove the timing bolt and turn the flywheel counterclockwise 360°. This will put No. 1 piston at top center (TC) position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain. STMG 545 55 Servceman’s Handout No. 6 11/87 © < S oy | KS Sg 4 & rune AS — scroll Low Pressure Fuel Supply Check Unit Injector (ee SESVI545 CATERPILLAR, CAT and (B are trademarks of Caterpillar Inc. Printed in U.S. A.