Sistemas y Mantenimientos 3516

3500 SERIES ENGINES
LESV0508
INTRODUCTION, SYSTEM, & MAINTENANCE
TECHNICAL PRESENTATION
3500 Series Engines
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Engine Service Training
STUDENT NOTES
1
January 1999
3500 SERIES ENGINES
LESV0508
LEVELS I and II
This presentation is an introduction to the 3500 Series Engine. This training material
teaches outside components and systems flow of the 3500 Series Engine. In addition, it
gives information and procedures for preventive maintenance at normal service intervals.
The 3500 Series has different arrangements for different applications (VEHICULAR,
INDUSTRIAL, MARINE, MARINE AUXILIARY, AND GENERATOR SET).
PREREQUISITES
The serviceman must have completed a Basic Diesel Engine Course (or similar training)
including diesel engine construction and operation, engine system components and
systems operation. The serviceman must have done work on diesel engines such as
adjusting, repairing and servicing.
OBJECTIVES
After learning the information in this Meeting Guide, the serviceman can:
1. find basic components on the engine
2. tell the function of engine components
3. find system components and follow (trace) flow through:
a. the air induction and exhaust system
b. the cooling system,
c. the lubrication system; and
d. the fuel system; and
4. tell the procedures given for adjustment, maintenance and service of the engine.
NOTE: This presentation give Level II knowledge of the 3500 Series Engine. The
instructor can give skill training after this presentation. Skill training will give each
serviceman the ability to do the different jobs that are needed to service the 3500 Series
Engine.
2
STUDENT NOTES:
January 1999
3500 SERIES ENGINES
LESV0508
REFERENCES
The following material will be use for instructor and serviceman references:
1. Service Manual
SEBR0548
2. Parts Book
SEBP1292
3. Operation and Maintenance Guide
SEBV5854
4. Engine Literature
SEBD0506-01
Engine Literature is a list of different service information material which is available. This
list is used by the instructor to find materials which can be used to teach servicemen to do
the different jobs expected of them.
DIRECTIONS TO THE INSTRUCTOR

When you get ready to teach this STMG, do as follows:
1. Read all of the information (script) for each slide in the presentation.
2. Read the recommendation for FOLLOW-UP training.
3. Show (project) the slide. Make sure you know exactly what points are to be
seen on each slide and to be learned by the serviceman.
4. Read the script again and add any notes that you will need to teach the presentation.
5. Read service literature (references) as necessary.
6. Look at a 3500 Series Engine and learn what you need to teach.
7. ORDER copies of references for use by servicemen.
8. Make a plan for FOLLOW-UP training.
Estimated Time: 8 hours

Visuals: 98 (2 x 2) slides
Form: LESV0508
Visuals, Script, Handout Sheets, and Follow-up Training
3
STUDENT NOTES:
January 1999
3500 SERIES ENGINES
LESV0508
INTRODUCTION
This presentation is about the 3500 Series Engine. One

arrangement of the 3516 Vehicular Engine is used
for most illustrations.
The 3500 Series Engine is a diesel engine with a
4-stroke cycle. It has a 60 degree Vee angle
between the cylinders of the block. The cylinder
bore is 170 mm (6.7 inch) and the piston stroke is
190 mm (7.5 inch). Each cylinder has
approximately 4310 cu. cm. (263 cu. in.).
Standard engine rotation is counterclockwise. See
the Service Manual for Firing under specs (V8
and V16).
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STUDENT NOTES:
4
January 1999
3500 SERIES ENGINES
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ORIENTATION
Looking at the right side of the engine, we see the:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
cylinder heads, block and oil pan

valve covers
rear lifting eye
turbocharger (one of two)
oil cooler and oil pump
fuel priming pump, two secondary fuel filters,
and fuel transfer pump
crankcase filler opening and dipstick
air starting motor
water pump; and
alternator
NOTE: This is the first Caterpillar engine designed to

metric dimensions. All engines in the series have the
same bore and stroke and have the push rod valve
design. All engines are turbo charged and
aftercooled. All 3500 Series Engines have direct
injection combustion systems with a unit injector
fuel system.
WARNING !
When you lift the engine, use a spreader bar
(FT953). Keep the front and rear chains vertical. See
the Service Manual for weight specs.
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STUDENT NOTES:
5
January 1999
3500 SERIES ENGINES
LESV0508
On the front of the engine, we see:

1.
2.
3.
4.
the Caterpillar 3161 governor

the water pump and the line to the aftercooler
the thermostat housing and the bypass line
the vibration damper, and crankshaft pulley
The fan pulley and idler pulley is driven from the

crankshaft pulley belts. The fan pulley and idler
pulley each have an adjustment to adjust the
tension of the fan (drive) belts.
The plates shown on the right can be removed to install
other accessories on the auxiliary drives. The
governor and crankcase breather can be installed
on either the left side or right side.
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STUDENT NOTES:
6
January 1999
3500 SERIES ENGINES
LESV0508
On the left side we see:

1.
2.
3.
4.
the oil supply line (arrow)

the oil filter base/housing and four oil filters
the oil supply and oil drain for the turbocharger
the fume disposal group
Also on the rear we see three auxiliary drives above the

flywheel housing. Two turbochargers are
installed on this engine. This is the location of
the turbochargers on the vehicle arrangements.
Turbochargers can also be installed above the
rear of the engine for industrial generator set and
marine engines (shown later).
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STUDENT NOTES:
7
January 1999
3500 SERIES ENGINES
LESV0508
BASIC ENGINE
This is the flywheel housing and the flywheel. The
standard vehicular flywheel housing is SAE No.
O. The flywheel housing for the Marine,
Industrial, and Generator Set is SAE OO. The
SAE No. O is available for Marine, Industrial,
and Generator Set engines.
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8
January 1999
3500 SERIES ENGINES
LESV0508
The starting motor is normally installed on the right

side of the engine. An air starting motor is
shown. There are two optional locations for the
starting motors.
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STUDENT NOTES:
9
January 1999
3500 SERIES ENGINES
LESV0508
. . . on the left side. The two plates cover the openings

for the optional locations for the starting motors.
Air or electric starting motors are also available.
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STUDENT NOTES:
10
January 1999
3500 SERIES ENGINES
LESV0508
SERIAL NUMBER PLATE

The serial number plate is on the left side of the
camshaft compartment near the rear of the
engine block.
Also you can see the location of the camshaft
compartment covers and the crankcase
compartment covers.
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STUDENT NOTES:
11
January 1999
3500 SERIES ENGINES
LESV0508
The serial number plate has the model number, serial

number, arrangement number, and modification
number. All numbers must be included on
Service Reports with warranty claims and when
ordering parts.
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STUDENT NOTES:
12
January 1999
3500 SERIES ENGINES
LESV0508
INFORMATION PLATE
This information plate is on the right side of the engine.
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STUDENT NOTES:
13
January 1999
3500 SERIES ENGINES
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10
On later engines, the plate is on the left-hand side in

front of the cylinder head. This plate has the
high idle rpm, full load rpm, power setting and
other important engine information.
Other plates and transfers (not shown) give you
information about valve adjustment.
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STUDENT NOTES:
14
January 1999
3500 SERIES ENGINES
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11
CRANKCASE EXPLOSION RELIEF VALVES

Crankcase explosion relief valves, seen here, are
normally attachments but are required on marine
engines. They are available for industrial and
generator set arrangements. These valves relieve
the pressure of an explosion in the crankcase. An
explosion is possible when combustible gases
start to burn because of heat or sparks. A
common cause of ignition is heat from a failed
bearing. Explosion relief valves open to release
the pressure of an explosion - then close to
prevent a second cycle of combustion. Basically
they stop oxygen from getting in, which would
permit further combustion.
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STUDENT NOTES:
15
January 1999
3500 SERIES ENGINES
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12
This is the idler pulley used on some arrangements to

tighten or loosen the belts. To tighten the fan
(drive) belts, loosen the bolts that hold the
bracket of the idler pulley. Move the idler pulley
out until the tension of the belt is correct and
tighten the bolts.
Install new belts if they show signs of too much wear.
Belts come in sets. If one belt is bad, install a
new set of belts. If only one new belt is
installed, the new belt will carry the load and all
belts will fail rapidly.
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STUDENT NOTES:
16
January 1999
3500 SERIES ENGINES
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13
Some engine arrangements have a bracket with a bolt or

a hydraulic cylinder with a grease fitting to
tighten the belts. Either (1) loosen the nut on the
adjustment bolt and turn it until the belt tension
is correct, then tighten the bolt. Or, (2) put
grease into the fitting with a grease gun until the
tension on the belts is correct.
After the fan belts are tightened correctly, check the
tension of the alternator belts.
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STUDENT NOTES:
17
January 1999
3500 SERIES ENGINES
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14
The alternator is located on the right front side and has

two drive belts which must be adjusted
periodically.
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STUDENT NOTES:
18
January 1999
3500 SERIES ENGINES
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15
To check the tension of the alternator drive belts, push

down in the belts half way between the center of
the pulleys. If the tension is not correct, tighten
the belts.
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STUDENT NOTES:
19
January 1999
3500 SERIES ENGINES
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16
To make an adjustment to the alternator belts, loosen

the outside nut on the support bracket bolt
several turns. Turn the inside nut until the belt
tension is correct. Then tighten the nut on the
adjustment bolt that holds the bracket.
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STUDENT NOTES:
20
January 1999
3500 SERIES ENGINES
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17
Two governors will be available on the 3500 Engines.

The Caterpillar 3161 shown will be standard on
the Vehicle, Industrial and Marine engines. The
Generator Set and Marine Auxiliary will use the
Woodward 2301 Governor. The standard
location for the governor or actuator is on the
right front timing gear housing. As as option, the
3161 Governor may be located on the left side of
the front housing. The actuator for the 2301
Governor is available only on the right-hand
side.
NOTE TO INSTRUCTOR: For more information on
the Caterpillar 3161 Governor, look at
Caterpillar Service Training Meeting Guide
LESV0531
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STUDENT NOTES:
21
January 1999
3500 SERIES ENGINES
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18
The 3161 Governor is driven by a 2400 rpm gear. The

speed is reduced to 1370 rpm through a bevel
gear set in the governor drive. The governor has
a hydraulic unit inside which has its own oil
supply.
The 3161 Governor has a boost-activated smoke limiter.
A manual shutdown liver is provided on the engine. An
electric solenoid or hydraulic cylinder operated
shutdown is also available. The electric solenoid
operated shutdown is used on Vehicle, industrial
and Marine arrangements. The hydraulic
operated shutdown is used with hydramechanical shutoff or at customer request.
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STUDENT NOTES:
22
January 1999
3500 SERIES ENGINES
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19
3
5
2
4
1
WOODWARD ELECTRIC GOVERNOR
For some applications such as generator sets and marine
auxiliary engines, a Woodward electric governor and
actuator are used.
Here we can see:
1.
2.
3.
4.
5.
governor actuator (EG-10P)

control rod from actuator to fuel control shaft
shaft (control) lever
governor drive housing
control cable to 2301 governor
REFERENCES: for more information on the EC-3P

Actuator and 2301 Governor, look at Caterpillar
Service Training Meeting Guides:
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STUDENT NOTES:
STMG 362 - 2301 Governor

1. Introduction
SESV1362 (41
slides & script)
STMG 363 - 2301 Governor

2. Initial Checkout and
Adjustment Procedure
SESV1363 (49
slides & script)
23
January 1999
3500 SERIES ENGINES
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20
The crankcase breather group is normally on the front

left side of the engine. When it is necessary to
locate the governor on the left side, the breather
group location is on the front right side.
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STUDENT NOTES:
24
January 1999
3500 SERIES ENGINES
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21
Clean each crankcase breather element every 1000

service hours or oil change. Wash the breather
with clean solvent or clean diesel fuel.
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STUDENT NOTES:
25
January 1999
3500 SERIES ENGINES
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22
AIR INDUCTION AND EXHAUST SYSTEM

In this diagram of the air induction and exhaust system, we see
the turbochargers (two), the air inlet system piping, the
aftercooler, the air inlet plenum and elbows, the inlet
port and intake valves, the combustion chamber, the
exhaust valves and the exhaust manifolds.
The location of the air inlet system, exhaust manifolds,
turbochargers, piping, aftercooler and air plenum are
all in the center of the vee of the block.
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STUDENT NOTES:
Intake air comes through the air cleaners (not shown) and into
the compressor inlet of each turbocharger. Velocity of
the air is increased by the turbocharger compressor
impeller. The air is sent through the piping into the
aftercooler inlet where it has increased in pressure and
temperature. The air then goes down through the
aftercooler into the plenum chamber in the center of
the vee. The air is cooled by jacket water in the
aftercooler. The decrease in temperature of the air can
range from 38 to 93C or 100 to 200F.
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January 1999
3500 SERIES ENGINES
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22
AIR INDUCTION AND EXHAUST SYSTEM

From the plenum chamber, the air goes through
passages along the sides of the aftercooler,
through aluminum elbows into the inlet ports,
inlet valves and into the combustion chambers.
After the combustion or power stroke, the
exhaust gases go out through the exhaust
valves, exhaust manifold, through the
turbocharger turbine and goes out into the
outside air.
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STUDENT NOTES:
27
January 1999
3500 SERIES ENGINES
LESV0508
FIGURE 22
STUDENT NOTES:
January 1999
3500 SERIES ENGINES
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23
This arrangement of the 3512 Engine has two

turbochargers and an aftercooler. The location of
the turbochargers and aftercooler on the vehicle
arrangement is in the vee of the banks of
cylinders.
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STUDENT NOTES:
29
January 1999
3500 SERIES ENGINES
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24
The two turbochargers send air into the aftercooler air

inlet.
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STUDENT NOTES:
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January 1999
3500 SERIES ENGINES
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25
3
1
The air inlet system, exhaust manifolds, turbochargers,

piping, and aftercooler are all located in the
center of the vee.
From left to right are the:
1.
2.
3.
4.
5.
6.
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STUDENT NOTES:
coolant manifold (left)

exhaust manifold (left)
aftercooler
rear lifting bail (eye)
exhaust manifold (right); and the
coolant manifold (right)
31
January 1999
3500 SERIES ENGINES
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26
Watercooled manifolds and turbochargers are available

on marine engines and are available as
attachments on the industrial and generator sets.
On 3500 Engine Arrangements with water cooled
exhaust manifolds, the coolant manifolds will be
(combined with) the exhaust manifolds.
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STUDENT NOTES:
32
January 1999
3500 SERIES ENGINES
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27
1
Here we see a generator set arrangement. The air filter

housing and turbochargers are on the rear of the
engine. We can also see the:
1. emergency shutoff system
2. premium instrument panel; and the
3. air starting system with filters
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STUDENT NOTES:
33
January 1999
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28
This is the rear of the engine. On the industrial

generator set engines, the turbochargers are
mounted on the rear of the engine.
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STUDENT NOTES:
34
January 1999
3500 SERIES ENGINES
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29
Here we see the electrical connections for the solenoid

of the emergency air shutoff valve. A sensor in
the control panel activates the emergency shutoff
system when the engine overspeeds (engine rpm
goes higher than the maximum rpm setting).
Other sensors activate the fuel shutoff solenoid and
STOP engine operation, when conditions of low
oil pressure and high coolant temperature exist.
The remote shutoff also activates the fuel shutoff
solenoid to STOP engine.
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STUDENT NOTES:
35
January 1999
3500 SERIES ENGINES
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30
This is the air inlet reset control of the emergency air

shutoff. This is one style. There is another style.
With the pointer in the vertical up position, it is
set to RUN. When the solenoid is activated, the
valve goes down closing off the inlet air, and the
pointer goes to the STOP position. This must be
RESET (set again) to RUN manually before the
engine is started again and after the problem has
been corrected.
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STUDENT NOTES:
36
January 1999
3500 SERIES ENGINES
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31
COOLING SYSTEM SCHEMATIC

This diagram shows the basic cooling system. We can
use it to see the components of the system and
see how they are connected. In the diagram, we
see the engine block, cylinder heads (separate
heads for each cylinder), coolant manifold,
housing of the temperature regulators
(thermostats), water outlets bypass line from
regulator housing to water pump, water pump,
water inlet from radiator or heat exchanger,
coolant line to the aftercooler, and the oil cooler.
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STUDENT NOTES:
1.
2.
3.
4.
5.
6.
7.
water pump
oil cooler
cylinder heads
water manifold (right side)
aftercooler
temperature regulator housing
bypass line from regulator housing to
water pump.
37
January 1999
3500 SERIES ENGINES
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32
COOLING SYSTEM FLOW

Coolant flow comes from the elbow which is connected
to the radiator or other heat exchanger into the
center of the water pump. The cooler flow is
divided at the outlet of the water pump. One part
flows to the aftercooler; the other part to the oil
cooler.
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STUDENT NOTES:
Coolant sent to the aftercooler goes through the

aftercooler and is sent by an elbow into a
passage in the block near the center of the vee at
the rear of the block. The coolant sent to the oil
cooler goes through the oil cooler and flows into
the water jacket of the block at the right rear
cylinder. The coolant mixes and goes to both
sides of the block through distribution manifolds
connected to the water jack of all the cylinders.
The main distribution manifold is located just
above the main bearing oil gallery.
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January 1999
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32
COOLING SYSTEM FLOW

The coolant flows up through the water jackets and
around the cylinder liners from the bottom to the
top. Near the top of the cylinder liners, where
the temperature is the hottest, the water jacket is
made smaller. This shelf (smaller area) causes
the coolant to flow faster for better liner cooling.
Coolant from the top of the liners goes into the
cylinder head which sends the coolant around
the parts where the temperature is the hottest.
Coolant then goes to the top of the cylinder head
and out through an elbow, one at each cylinder
head, into a manifold, one for each back of
cylinders. Coolant goes through the manifold to
the thermostat housing.
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STUDENT NOTES:
39
January 1999
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33
The water pump is gear driven at 1-1/3 times engine

speed for the 1300 to 1800 rpm high speed
engine and 2 times engine speed for the 1300
rpm low speed engines.
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STUDENT NOTES:
40
January 1999
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34
Coolant comes from the aftercooler and goes into this

elbow and into the engine block.
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STUDENT NOTES:
41
January 1999
3500 SERIES ENGINES
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35
After the coolant goes through the oil cooler, it is sent

into the engine block at the right rear cylinder.
Coolant from the oil cooler and aftercooler mix (comes
together) in the block and goes through the
cylinder heads to the left and right water
manifolds in the vee of the engine.
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STUDENT NOTES:
42
January 1999
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36
The bypass line goes from the temperature regulator

housing to the inlet of the water pump. The
regulators in the housing control coolant flow to
the radiator or heat exchanger to regulate the
temperature in the cooling system. When the
coolant temperature is not high enough to open
the regulators, the coolant will flow through the
bypass line (bypassing the radiator) to circulate
through the engine for quick warm-ups.
NOTE: It should also be noted that the housing which
contains the regulators are installed in different
positions for different cooling applications.
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STUDENT NOTES:
For information on controlled inlet systems used on

some 3500 Marine Engines, look at Service
Training Meeting Guide 372 - 6.25 Inch Bore
Vee Engines, LESV0501 (slides 44 and 45).
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37
Four temperature regulators are in the thermostat housing.

The housing has an upper and lower section. The
sensing bulbs of the four temperature regulators are
in the coolant in the lower section of the housing.
Before the regulators open (upper inset), cold
coolant is sent through the bypass line to the inlet
of the water pump. As the temperature of the
coolant increases to 88C (180F) and the
regulators start to open (lower inset), coolant flow
in the bypass line is stopped and coolant is sent
through the outlets to the radiator or heat
exchanger.
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STUDENT NOTES:
Coolant capacity is given in the Operation Guide for the

engine only. Total system capacity will depend on
the size of the radiator or heat exchanger. To
prevent the coolant from freezing, it should have a
mixture of 50 percent pure water, 50 percent
permanent antifreeze and a 3 to 6 percent
concentration of corrosion inhibitor.
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January 1999
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37
NOTE: Give each serviceman the booklet Know Your

Cooling System, SEBD0518. Use this booklet
for a discussion of cooling system preventive
maintenance. Specifically discuss: make-up
coolant and use of corrosion inhibitor.
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STUDENT NOTES:
45
January 1999
3500 SERIES ENGINES
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38
Here we see the housing for the temperature regulators

(thermostats) and the four sleeve-type
temperature regulators. The housing of the
temperature regulator is above the front gear
cover and supported by a compartment
connected to the right and left water manifolds
that are located above the cylinder heads.
Each of the regulators is positioned in a counterbore
and has a lip-type seal.
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STUDENT NOTES:
46
January 1999
3500 SERIES ENGINES
LESV0508
39
Here the temperature regulator and seal have been

removed from the housing. The smaller barrel
portion of the regulator is the part that comes in
contact with the seal.
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STUDENT NOTES:
47
January 1999
3500 SERIES ENGINES
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40
When the regulator is closed (engine cold) coolant goes

through the regulators. The coolant returns to the
inlet of the water pump by way of the bypass
pipe (which is fastened to the opening in the
front of the housing) and does not get to the
radiator.
When the regulator is open (engine hot) coolant goes
through the regulator out the side of the housing
and then to the radiator for cooling.
On marine applications, the position of the regulator
housing will be upside down from the position in
the photo.
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STUDENT NOTES:
48
January 1999
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41
The seals can be removed and replaced. To replace the

seals, a seal driver must be used. To replace a
seal, remove the old seal and clean the
counterbore. Now install the seal in the housing
with the lip of the seal away from the regulator.
Use a 1P529 Handle and a 1P489 Drive Plate to
drive the seal into position in the housing.
When regulators and seals are replaced, the machined
surfaces of the housing and cover must be
cleaned and a new gasket installed.
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STUDENT NOTES:
49
January 1999
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42
COOLING SYSTEM GENERATOR SET

On the right, we can see the coolant outlet line and the
coolant inlet line at the bottom.
The outlet line and inlet line are connected to a radiator
outside the building.
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STUDENT NOTES:
50
January 1999
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43
The bypass line goes from the top of the thermostat

housing to the inlet side of the water pump.
We can also see the fuel filter housing and oil filter
housing on this generator set arrangement.
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STUDENT NOTES:
51
January 1999
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44
3512 GENERATOR SET RADIATOR INSTALLATION

This shows the heat exchanger/radiator cooling system
for the 3512 Industrial/Generator set installation.
The cooling fan is turned by the electric motor.
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STUDENT NOTES:
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January 1999
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45
The radiator is remote-mounted outside the building.

The top line is the engine outlet line going to the
radiator. The bottom line is the engine inlet line
coming from the radiator.
The electrical control for turning the power ON and
OFF to the electric motor that drives the fan is
on the wall directly behind the cooling unit.
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STUDENT NOTES:
53
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46
ENGINE COOLING SYSTEM FILL PROCEDURE

Fill the cooling system at a rate that is not more than five
(5) gallons (19 litres) per minute. This will
prevent air pockets in the cooling system.
Normally, the system will bleed itself of air. This
is made possible by a ball and seat in the
regulator housing. The ball will lift off the seat
and the air and water can pass so there will not be
an air-locked system. When a faster fill rate than
five (5) gallons per minute is used, take extra
caution to be sure the system is completely filled
and no air pockets are in the system.
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STUDENT NOTES:
NOTE: The Marine and Marine Auxiliary Engines will

have either keel cooling systems or raw (sea)
water cooling systems. For more information on
these types of cooling systems, the system in the
6.25 Inch Bore Vee Engines is similar to the
cooling systems on the 3512 Marine and Marine
Auxiliary Engines. Look at STMG 372, 6.25 Inch
Bore Vee Engines, LESV0501 (slides 43-45).
54
January 1999
3500 SERIES ENGINES
LESV0508
46
ENGINE COOLING SYSTEM FILL PROCEDURE

NOTE TO INSTRUCTOR: Use the publication,
Know Your Cooling System, Form SEBD0518,
for more cooling system instruction. Give
instruction on cooling system maintenance (pages
7 through 10). Specifically, give instruction on
corrosion inhibitors (pages 8 and 9).
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STUDENT NOTES:
55
January 1999
3500 SERIES ENGINES
LESV0508
47
LUBRICATION SYSTEM
The engine oil pressure has a normal operating range
from 345 to 480 kPa (50 to 70 psi) and will be
approximately 450 kPa (65 psi) at full load
rpm. Flow of oil through the engine at rated
rpm is approximately 340 litres/min (90 gpm).
In this diagram of the lubrication system, we see the
oil reservoir (sump in the oil pan), the oil
pump (1) with a pressure relief valve (2); the
oil cooler (3) with a bypass valve (2); the oil
line from the cooler to the oil filter
base/housing (4); with bypass valve (2) [one
bypass valve for each filter]. The oil goes from
the oil filters through the oil line to the oil
elbow (manifold) on the left top front of the
block.
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STUDENT NOTES:
The oil pump takes oil from the sump and sends it
through the oil cooler, oil filters, and into the
oil elbow (manifold).
56
January 1999
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47
LUBRICATION SYSTEM
Oil is sent to the turbochargers through outside lines (9)
that are connected to the elbow on the left from
(if turbocharger is top mounted). Turbocharger
drain lines empty into the camshaft compartments
through the camshaft side covers (10).
In the elbow (manifold), the oil is divided; one branch is
sent to a camshaft oil gallery (7) below the
camshaft and fuel control shaft, the other branch
to a main oil gallery (5) which is above the main
bearings of the crankshaft and on the centerline of
the block.
The main oil gallery (5) sends oil through vertically
drilled passages to each main bearing, then
through the crankshaft to each connecting rod
bearing.
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STUDENT NOTES:
57
January 1999
3500 SERIES ENGINES
LESV0508
47
LUBRICATION SYSTEM
The oil that flows to the rear of the main oil gallery is
sent up to the rear top of the block into an
adapter (elbow manifold). The adapter sends the
oil again into a camshaft oil gallery (7) in the
block to the passage below the right camshaft.
The adapter also has plugs that may be removed to
supply oil when the turbochargers are mounted
on the rear of the engine.
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STUDENT NOTES:
58
January 1999
3500 SERIES ENGINES
LESV0508
FIGURE 47

STUDENT NOTES:
January 1999
3500 SERIES ENGINES
LESV0508
48
The inset on the right of the diagram shows the oil

passages on the right side of the engine. The oil
in camshaft oil gallery (7) on the left side and
the right side below the camshafts sends oil to
the camshaft journals (11). The oil goes through
hollow dowels to the cylinder heads through
passages to the three lifters (two lifters for
valves, one for the injector) and the rocker arm
shaft (12).
Oil is sent from each end of the main oil gallery (5)
through small passages to the sequence valves
(6). The two sequence valves control oil flow
into piston cooling jet manifolds. There is one
sequence valve on the left front of the block for
the left passage and one on the right rear of the
block for the right passage.
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STUDENT NOTES:
60
January 1999
3500 SERIES ENGINES
LESV0508
48
The purpose of the valves is to stop oil flow into the

piston cooling jet manifold until oil in passage (5)
has more than 140 kPa (20 psi) pressure. During
engine start-up, the sequence valves decrease the
time needed for the oil pressure to come up in the
main oil gallery to the main and connecting rod
bearings. The sequence valves also hold the oil
pressure up during engine idling, especially when
the oil is hot, and parts are worn.
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STUDENT NOTES:
When the oil pressure is more than 140 kPa (20 psi), the
sequence valves open and let oil go to the lower
small passages (8) alongside of the crankcase. This
oil is sent to the piston cooling jets (one for each
piston). Each cooling jet has two openings. As oil
is forced through each opening, one stream (spray)
of oil is sent to a passage in the bottom of the
piston which takes the oil to a circular manifold
inside the piston and cools the piston. The other
stream of oil hits the piston underside to cool it
and give lubrication to the piston pin and bearing.
61
January 1999
3500 SERIES ENGINES
LESV0508
FIGURE 48

STUDENT NOTES:
January 1999
3500 SERIES ENGINES
LESV0508
49
The inset on the right of the diagram shows the oil

passage to the gear train. Oil is sent to the front
and rear gear trains from the oil passages below
the camshafts (7) through passages drilled in the
front and rear housings and the front and rear
block face.
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STUDENT NOTES:
63
January 1999
3500 SERIES ENGINES
LESV0508
FIGURE 49

STUDENT NOTES:
January 1999
3500 SERIES ENGINES
LESV0508
50
2
1
The oil pump (1) and pressure relief valve (2) can be
seen here.
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STUDENT NOTES:
65
January 1999
3500 SERIES ENGINES
LESV0508
51
The oil pressure relief valve is in the oil pump body and
keeps the oil at the correct pressure. It opens at
above normal pressures and sends the extra oil
back to the pump inlet. Oil pressure must be
measured when the engine is at normal
temperature of operation. Also, oil pressure must
be measured at a location (tap) AFTER the oil
has gone through the oil cooler and filters. Oil
pressure can be measured on each side of the
block at the oil gallery plug.
Refer to the Service Manual for the test procedure.
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STUDENT NOTES:
66
January 1999
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LESV0508
52
2
Here we can see the:

1. oil cooler
2. oil line from the oil pump to the oil cooler
3. oil line to the filter base housing on the left side
of the engine
The oil cooler (1) is on the right side of the engine and
is a tube core-type. Coolant goes through tubes
in the cooler, and oil goes around the outside of
the tubes. The oil cooler supply line (2) is on the
outside of the cooler.
The oil flows through the supply line through the cooler
to the oil line to the filter base housing (3). On
the vehicle arrangement, the oil line goes under
the oil pan to the filter base housing on the left
side of the engine.
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STUDENT NOTES:
67
January 1999
3500 SERIES ENGINES
LESV0508
53
The oil cooler bypass valve is in the oil cooler housing.

The oil cooler bypass valve permits oil to go
around the cooler when the oil is cold and thick
or when there is a restriction in the cooler. The
bypass valve will open when there is a pressure
difference of 160 to 200 kPa (23 to 29 psi)
across the oil cooler (from the inlet of the cooler
to the outlet of the cooler).
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STUDENT NOTES:
68
January 1999
3500 SERIES ENGINES
LESV0508
54
This is the oil line (arrow) from the oil cooler to the
filter base housing which goes under the oil pan.
Also we can see the oil pan is held to the bottom of the
block with bolts. The bolts go through the block
and are turned into threaded holes in the pan. To
improve service on some arrangements, the bolts
go through the oil pan to the block.
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STUDENT NOTES:
69
January 1999
3500 SERIES ENGINES
LESV0508
55
VEHICLE FILTER ARRANGEMENT

On the left side of the engine, we see the three oil filters. The
oil goes from the filter base housing to the manifold
(elbow) on the front left top of the block. The oil flow
from the oil cooler goes through the line on the right
into the filter base/housing and to the oil filters. (The
oil filters shown are full-flow type spin-on filters.)
Each oil filter has a bypass valve behind the plates (see
arrows). When the oil filters have a restriction, the
bypass valve opens and sends the flow directly to the
oil line on the left which sends the oil to the block.
Each oil filter bypass valve will open when there is a pressure
difference of 180 to 200 kPa (26 to 32 psi) across the
filter (from the inlet side of the filter to the outlet side
of the filter).
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STUDENT NOTES:
NOTE: Other applications of this engine can have the oil

filters at other locations.
70
January 1999
3500 SERIES ENGINES
LESV0508
56
Use a strap wrench (2P8250), if needed, to remove the

oil filters.
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STUDENT NOTES:
71
January 1999
3500 SERIES ENGINES
LESV0508
57
Change the oil filters when you change the engine oil at
the service interval given in the Operation
Guide.
Before installing the oil filters, be sure the old gasket is
removed and the filter base is clean.
To install the oil filter, put clean oil on the gasket and
turn the filter on the filter base until it contacts
the base. Turn the filter 3/4 of one turn (270
degrees) more.
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STUDENT NOTES:
72
January 1999
3500 SERIES ENGINES
LESV0508
58
Put more oil in the engine when the oil level is at the
ADD oil mark on the gauge.
Change the oil in the engine as recommended in the
Lubrication and Maintenance Guide.
CAUTION
Vehicle engine dipsticks will be marked on both sides.
Be sure to read the correct side. The other side
will read ADD, HOT-RUNNING.
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STUDENT NOTES:
73
January 1999
3500 SERIES ENGINES
LESV0508
59
The small lines going from the front, left oil manifold
(elbow), sends oil to the turbochargers when
they are top mounted. The large line from the
bottom of the turbocharger is the oil drain which
returns the oil to the camshaft compartment and
crankcase.
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STUDENT NOTES:
74
January 1999
3500 SERIES ENGINES
LESV0508
60
On the right rear of the engine block is the adapter

(elbow manifold). Oil is sent from the main oil
passage (gallery) to the top of the block. The
adapter sends the oil into the camshaft bearing
oil gallery. When the turbochargers are rear
mounted, such as a Generator Set, Marine
Engine, or Marine Auxiliary Engine, oil for the
turbochargers comes from the two large plugs in
the adapter.
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STUDENT NOTES:
75
January 1999
3500 SERIES ENGINES
LESV0508
61
3
1
OTHER ENGINES
Other engines (Industrial, Generator Sets, Marine and
Marine Auxiliary Engine arrangements) have the
oil filter housing (2) mounted across the front of
the engine.
1. drain valve
2. filter housing
3. bypass valve; and
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STUDENT NOTES:
The filter housing(2) has three (3) filter elements. The

filter housing has a single bypass valve (3). On
vehicular engines, there is one bypass valve for
each filter. The oil inlet line goes from the oil
cooler to the filter housing. The oil outlet line goes
from the oil filter housing to the oil manifold
(elbow) on the block. Clean oil from the filters
goes into the block in the same location as the
vehicle engines.
76
January 1999
3500 SERIES ENGINES
LESV0508
61
3
1
The filter elements should be changed when the engine

oil is changed. To install new filter elements,
open the drain valve (1) and drain the oil from
the filter housing. Then remove the cap from the
end (right-hand side) of the filter housing.
Remove the three filter elements and clean the
filter housing with a clean lint-free shop towel.
Install new filter elements, a new seal, if needed.
Put the cap on the filter housing. After the
engine is started, check the cap and seal for
leaks.
A duplex oil filter is shown here.
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STUDENT NOTES:
77
January 1999
3500 SERIES ENGINES
LESV0508
62
Here we can see the crankcase dipstick on this

industrial/generator set engine. There are either
right-hand or left-hand locations for the dipstick
on the different engine arrangements.
Be sure there is oil in the sump before starting the
engine. Then check the oil level with the engine
idling and with the oil hot. The oil must be
checked daily or every ten service meter units.
The oil must be between the ADD and
FULL marks on the oil level dipstick.
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STUDENT NOTES:
78
January 1999
3500 SERIES ENGINES
LESV0508
63
FUEL SYSTEM
The fuel transfer pump (2) pulls fuel from the tank
through the inlet line (1) and forces it through a
check valve and into the line to the fuel filters
(3). After the fuel filters, the fuel flows to the
fuel manifolds (6) along the inside of each
cylinder bank. The top inlet passage of the
manifold sends fuel through lines connected to
each cylinder head. (Early engines had fuel filter
screens in the connectors.) Fuel flows into a
circular space around the injector (5). Part of this
fuel is used for injection and part to cool the
injector. (Later engines have fuel filter screens in
the injectors.) The extra fuel that cools the
injector is returned through lines to the bottom
outlet passage of the fuel manifolds, through a
pressure regulating valve (7) and then through a
return line and to the tank.
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STUDENT NOTES:
79
January 1999
3500 SERIES ENGINES
LESV0508
FIGURE 63

STUDENT NOTES:
January 1999
3500 SERIES ENGINES
LESV0508
63
FUEL SYSTEM
The priming pump (4) has a supply line from the inlet
side of the pump and sends fuel through the
filters, into the fuel manifolds. The location of
the pressure regulating valve is on the front of
the right fuel manifold (7). The pressure
regulating valve is made to hold a constant
pressure of approximately 415 kPa (60 psi). The
valve makes a high resistance to the flow of fuel
to 415 kPa (60 psi), but little resistance to air. In
this way, air can be removed from the fuel
system. A small orifice connects the inlet and
outlet passages to make a siphon break when
changing filters, thus making it less possible that
the system will need to have the air removed
after a filter change.
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STUDENT NOTES:
81
January 1999
3500 SERIES ENGINES
LESV0508
64
The fuel transfer pump is on the rear of the oil pump

and is driven by the lower oil pump shaft. The
pump sends fuel through the fuel filters and into
the fuel manifolds located along each bank of
cylinder. The pump capacity is approximately 21
litres/minute (5.5 gpm) or several times as much
fuel as needed for combustion.
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STUDENT NOTES:
82
January 1999
3500 SERIES ENGINES
LESV0508
65
7
6
1
5
4

1.
2.
3.
4.
5.
6.
7.
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STUDENT NOTES:
transfer pump
supply inlet
check valve fitting
fuel line to fuel filter housing base
fuel line to priming pump
fuel filter housing base and filters; and
priming pump
On the vehicular engine, the transfer pump (1) and filter

housing base and filters (7) are on the right side
of the engine. Fuel from the supply tank goes in
the transfer pump at the supply inlet (2). A check
valve (4) is in the fitting at the transfer pump for
the fuel line (2) that goes to the filter housing
base. The check valve prevents fuel flow back
through the transfer pump when the priming
pump (8) is used.
83
January 1999
3500 SERIES ENGINES
LESV0508
65
10
The transfer pump bypass valve (10) limits the

maximum fuel pressure of the transfer pump.
The bypass valve will open at 520 kPa (125 psi)
and send the extra fuel to the inlet side. This
prevents damage to the fuel system components
caused by too much pressure.
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STUDENT NOTES:
84
January 1999
3500 SERIES ENGINES
LESV0508
66
On vehicle arrangements, the spin-on replacement type

fuel filter elements (the filter element and filter
case are one unit) are located along the left side
of the engine. On marine, industrial and
generator set arrangements, the filters are located
in a housing across the front of the engine as
seen earlier.
NOTE: Duplex filters are available as an attachments
except on vehicular arrangements. The Duplex
filter arrangement makes it possible to change
filters without engine shutdown.
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STUDENT NOTES:
85
January 1999
3500 SERIES ENGINES
LESV0508
67
Two (2) spin-on fuel filter elements are used for

vehicular engines having 250 hour oil changes.
Each filter turns on the screw threads of the filter
base. All of the fuel from the fuel tank goes
through the filters for cleaning (a full flow
filter).
There are five (5) fuel filter elements used on engine
arrangements with 500 hour and 1000 hour oil
change periods. In this way, the fuel filter
elements may be changed when the lubrication
oil is changed. When you remove the old filter,
be sure the old gasket comes off with the filter.
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STUDENT NOTES:
86
January 1999
3500 SERIES ENGINES
LESV0508
68
Change the fuel filter elements at the recommended

interval. Remove and discard the old fuel filter
element. Clean the gasket sealing surface of the
filter base. Make sure all of the old gasket is
removed.
Apply clean diesel fuel to the fuel filter gasket. Install
the new filter and tighten by hand until the filter
gasket contacts the base. Tighten the filter 1/2
the 3/4 turn more with a filter wrench.
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STUDENT NOTES:
87
January 1999
3500 SERIES ENGINES
LESV0508
69
The optional priming pump is installed on the filter

base/housing. It is used to prime a completely
dry fuel system, or prime the system after the
filters have been changed.
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STUDENT NOTES:
88
January 1999
3500 SERIES ENGINES
LESV0508
70
3
2
6
Here we can see:

1.
2.
3.
4.
5.
6.
7.
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STUDENT NOTES:
fuel supply line

adapter with pressure regulating valve
fuel manifold (right side)
return line (from cylinder head)
inlet line (to cylinder head)
pressure regulating valve; and
connection for return line to tank
89
January 1999
3500 SERIES ENGINES
LESV0508
71
A fuel inlet line goes from the top passage of the fuel
manifold to a fitting on the right side of each
cylinder head.
A fuel return line goes from the left side of each
cylinder head to the bottom passage of the fuel
manifold where it goes through the return line to
the fuel tank.
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STUDENT NOTES:
90
January 1999
3500 SERIES ENGINES
LESV0508
72
2
5
4
On Industrial, Generator Sets, Marine and Marine

Auxiliary Engine Arrangements, and fuel filter
housing (1) is on top of the oil filter housing (3).
Here we can see:
1.
2.
3.
4.
5.
fuel filter housing

drain valve
oil filter housing
adapter with pressure regulating valve; and 5
fuel manifold (right)
The drain valve (2) is used to drain fuel from the filter
housing when the filters are changed.
Also, we can see the adapter with pressure regulator
valve (4) and the fuel manifold (5) on the right
side.
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STUDENT NOTES:
91
January 1999
3500 SERIES ENGINES
LESV0508
73
DIRECT INJECTION UNIT INJECTOR FUEL

SYSTEM
The 3500 Series Engines use the direct injection combustion
system. This system has the advantages of: low heat
rejection (in comparison to precombustion); low fuel
consumption; and easy starting.
UNIT INJECTOR AND CONTROL LINKAGE
A fuel injector (7) is in a central bore of each cylinder head.
The position of the rack (6) of each injector is
changed by a bellcrank and bracket (5) that is held to
the top of the cylinder head by bolts. Each bellcrank
is moved by a control rod (4) connected to a hollow
torsion shaft (1) through a lever (3). Rotation of the
torsion shaft (1) is done by the governor input shaft
(10) and causes in and our movement of the rack (6).
The torsion shafts (1 and 8) are just below the
camshafts of each bank of cylinders. A hollow cross
shaft (9) at the front of the engine connects the right
torsion shaft (1) and left torsion shaft (8) so they
move together at the same time.
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STUDENT NOTES:
92
January 1999
3500 SERIES ENGINES
LESV0508
73
The control rods (4) have a click screw adjustment

(11) at the bellcrank ends. There is one
adjustment screw for each rack. This adjustment
is used to synchronize all racks together. The
adjustment sets the racks of the separate unit
injectors so that they have the same reference
position.
Also, there is a spring in the top end of the control rod.
If one unit injector plunger will not turn (is
STUCK) or the rack of that unit injector will not
move, the control rod can still control the racks
of the other injectors. This will prevent engine
overspeed and the engine can be stopped. This
design characteristic is for protection of the
engine from damage.
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STUDENT NOTES:
93
January 1999
3500 SERIES ENGINES
LESV0508
73
Another protection for the engine: If the control

linkage becomes disconnected from the
governor, the WEIGHT of the control linkage
can move the racks of the unit injectors to the
fuel OFF position. The engine will STOP.
The torsion shafts (1 and 8) are marked with red and
green colors on the inside diameter for assembly
identification purposes. The left torsion shaft (8)
has red and the right has green.
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STUDENT NOTES:
94
January 1999
3500 SERIES ENGINES
LESV0508
74
In the inset we can see the power pad. The power pad
has the power setting screw cover. The power
setting screw cover has two bolts. The top bolt is
the synchronizing pin and fastens the power
setting screw cover. The bottom bolt also holds
the cover on. With the cover removed, we can see
the power setting screw and locknut.
The hole to the right of the power screw is where the
collet and dial indicator is installed for
measurement and adjustment of the power setting.
The hole to the left of the power setting screw is
for the synchronizing pin (the top bolt). This pin
is used to put the fuel control linkage in the
reference (fixed) position, when the synchronizing
adjustment is made to the unit injectors.
NOTE: This illustration is not correct. The seal goes
through the cover bolt, not the synchronizing pin.
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STUDENT NOTES:
95
January 1999
3500 SERIES ENGINES
LESV0508

STUDENT NOTES:
January 1999
3500 SERIES ENGINES
LESV0508
75
In the highlighted area we see the power setting screw.

The power setting screw makes contact with the
fuel stop lever. Adjustment of the power setting
screw controls the maximum power setting of
the engine. It controls the maximum movement
of the control linkage and all injector racks.
Above the highlighted area is the governor lever which
is connected to the governor output shaft. The
governor lever, the fuel stop lever, the front end
of the right torsion shaft and the power setting
screw are in the front gear housing behind the
power pad.
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STUDENT NOTES:
97
January 1999
3500 SERIES ENGINES
LESV0508
76
In this slide we see the fuel control linkage operation

from the front of the engine. When the speed
control of the governor is moved toward
maximum rpm, the governor output shaft (black
arrow) turns clockwise and moves the governor
shaft lever to the left. A pin in the governor shaft
lever is in the groove in the fuel stop lever and
moves it to the left. The fuel stop lever turns the
right torsion shaft counterclockwise as seen by
the arrow. This counterclockwise movement
moves the control rod up. This movement pivots
the bellcrank and pulls the rack out of the
injector in the fuel ON direction.
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STUDENT NOTES:
The right and left torsion shafts always move together.

The ends of the shafts are connected to the ends
of the cross shaft by a fork lever-ball lever
arrangement (to understand better, see iron
later).
98
January 1999
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77
This is the cross shaft on the front of the engine. It

connects the right torsion shaft to the left torsion
shaft.
The front housing is removed.
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STUDENT NOTES:
99
January 1999
3500 SERIES ENGINES
LESV0508
78
This shows the end of the right torsion shaft and cross
shaft. You can also see the connection between
the fork lever on the torsion shaft and ball lever
on the cross shaft. This connection has a small
tolerance.
We can also see the fuel stop lever.
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STUDENT NOTES:
100
January 1999
3500 SERIES ENGINES
LESV0508
79
This shows the end of the torsion shaft and the left end
of the cross shaft. The connection of the ball
lever on the cross shaft with the fork lever on the
torsion shaft can be seen.
The front housing is installed in this view.
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STUDENT NOTES:
101
January 1999
3500 SERIES ENGINES
LESV0508
80
Here we see inside the camshaft compartment. The

camshaft is above. The torsion shaft of the fuel
control linkage is below. The control rod of the
torsion shaft (center) goes up to the bellcrank
assembly of the unit injector.
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STUDENT NOTES:
102
January 1999
3500 SERIES ENGINES
LESV0508
81
This shows the rear end of the right torsion shaft. The
support bracket for the shaft can be seen.
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STUDENT NOTES:
103
January 1999
3500 SERIES ENGINES
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82
Also with the front housing removed, we can see the

fuel stop lever clearly. With the front housing
installed. . .
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STUDENT NOTES:
104
January 1999
3500 SERIES ENGINES
LESV0508
83
. . . we can see the power setting screw in contact with

the fuel stop lever.
This also shows the notch in the fuel stop lever which
connects with the pin of the governor lever.
We will learn about the power setting adjustment later;
however, you can see how the power setting
screw controls the position of the fuel stop lever
by stopping its movement.
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STUDENT NOTES:
105
January 1999
3500 SERIES ENGINES
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84
UNIT INJECTOR AND OPERATION

In this schematic we can see the injection
components of this fuel system. The
components are:
1.
2.
2a.
3.
4.
5.
6.
7.
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STUDENT NOTES:
injector cam lobe of engine camshaft;

a push rod
a lifter assembly
an injector rocker arm
an injector clamp
a unit injector
a section of cylinder head; and
a piston in a cylinder
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In this schematic we can see the control components of

this fuel system. The components are:
8. control lever on torsion shaft
9. control rod
10. bellcrank
11. injector rack
12. injector plunger
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STUDENT NOTES:
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Here we see two unit injectors. The one on the left has
been cut away for instructional purposes. The
injector on the right is complete.
This slide shows the:
1.
2.
3.
4.
5.
6.
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STUDENT NOTES:
injector body
follower
follower return spring
rack
injector housing (nut); and the
injector nozzle (spray tip).
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This is the unit injector designed and manufactured by

Caterpillar. It is being used for current
production marine engines. Remanufactured
nozzles will be available. Service tools (to be
announced at a later date) will permit some field
service to be done on these nozzles.
This injector has a removable cone on the end and a
trim screw for bench calibration.
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STUDENT NOTES:
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The injection of fuel is made by the rotation of the

engine camshaft which causes the cam to lift the
lifter assembly and push the rod up. When the
push rod moves the injector rocker arm up, the
contact of the rocker arm pushes the follower an
injector plunger down. As the plunger moves
down, fuel is injected into the combustion
chamber. As the lower scroll on the plunger goes
beyond the lower port, injection stops. When the
rocker arm stops its downward movement, the
follower return spring pushes the follower up
with the plunger. The follower return spring also
keeps a force on the rocker arm push rod and
lifter. This force keeps the lifter in contact with
the cam.
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STUDENT NOTES:
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4
1
2
Looking at the cutaway of the injector, we can see the:

1.
2.
3.
4.
5.
plunger
barrel
lower port
upper port; and the
spill deflector
The plunger position shown is at the top of the stroke.

The barrel (2) has an upper port (4) and a lower
port (3). The relation of the scrolls to the ports:
(1) changes the length of the effective stoke and the
quantity of fuel per injection stroke;
(2) permits the start of the effective stroke to be
variable in relation to piston position.
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STUDENT NOTES:
The smaller the quantity (VOLUME) of fuel injected

during the injection stroke, the later (NEARER
TO TOP CENTER) injection takes place.
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4
1
2
The larger the quantity (VOLUME) of fuel injected

during the injection stroke, the earlier
(FARTHER FROM TOP CENTER) injection
takes place.
Movement of the control linkage and rack turns the
plunger and changes the quantity of fuel injected
and the point at which injection starts.
The action of the double scroll is a method of timing
advance.
Older injectors are double scroll. Newer injectors are
single scroll.
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STUDENT NOTES:
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2
90
Let us look at the nozzle of the injector. We see the:

1.
2.
3.
4.
5.
6.
7.
check valve
check valve cage
valve spring and seat
spring cage
needle valve
spray tip; and the
injector housing or nut
The spray tip has several small orifices. Each nozzle

has two dowels in the body which puts it in the
correct position when installed. This position
puts the rack in the correct location with the
bellcrank and the spray tip at the correct angle
with the surface of the piston.
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STUDENT NOTES:
The plunger position shown here is on the downward

stroke and the lower port is just closed.
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The plunger position shown here is the start of the

injection stroke. Both the lower port and the
upper port are closed. It is at the start of the
effective stroke.
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STUDENT NOTES:
During the effective stroke, the plunger forces fuel into

the nozzle of the injector. The fuel goes around
the check valve and through passages in the
check valve cage. After fuel goes through the
valve spring cage, it goes into the passages in the
spray tip. The passages sends the fuel to the
chamber around the needle valve. Here the fuel
pressure lifts the needle valve off the seat and
fuel flows through the spray tip and out the
orifices into the combustion chamber. Injection
of fuel continues until the lower scroll on the
plunger goes by the lower port, the pressure of
the fuel against the needle valve is less.
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The valve spring pushes the needle valve closed. This

stops the flow of fuel into the combustion
chamber. Also, when the fuel is released
through the lower port, the fuel pressure above
the check valve decreases. The fuel pressure in
the tip chamber then pushes the check valve up
against the end of the barrel. With the needle
valve on the seat and the check valve against

the end of the barrel, combustion gases
cannot get into the injector and cause
damage between injection strokes.
NOTE: If the needle valve is held open by foreign
particles between injection cycles,
combustion gases can come into the injector
and cause damage.
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STUDENT NOTES:
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ENGINE TURNING TOOL

The top bolt in the cover plate of the bore for the
engine turning tool is the timing bolt.
The timing bolt is used to find the location of No. 1
piston on top center (TC).
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 pipe plug (arrow) is removed from the flywheel
housing to install the timing bolt.
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STUDENT NOTES:
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The optional engine turning tool (3R1937) fits in the

bore in the flywheel housing and has teeth which
engage with the flywheel gear teeth.
The engine turning tool is a special tool used for
rotation of the crankshaft of the engine when
you need to make adjustments, time the engine,
or turn an engine in storage.
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STUDENT NOTES:
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A 1/2 inch drive ratchet is used to turn the tool and the
engine crankshaft.
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STUDENT NOTES:
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LOCATING TOP CENTER

COMPRESSION STROKE FOR NO. 1
PISTON
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.
Next, turn the flywheel counterclockwise until the hole
in the flywheel is in alignment with the timing
bolt. When the timing bolt can be turned freely
in the threaded hole in the flywheel, the engine
No. 1 piston is on top center.
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STUDENT NOTES:
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To check to see if No. 1 piston is on compression

stroke, look at the valves of No. 1 cylinder. The
valves will be CLOSED if No. 1 cylinder is on
compression stroke. You should be able to move
the valve rocker arms up and down with your
hand.
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.
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STUDENT NOTES:
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VALVE AND BRIDGE ADJUSTMENT

With the valve cover removed, we can see the three
rocker arm assemblies. The rocker arm on the
left (1) activates the bridge and the two exhaust
valves. The center rocker arm (2) activates the
unit injector for fuel injection. The rocker arm
on the right (3) activates the bridge and the two
inlet (intake) valves.
NOTE: On production engines, lower thread bosses
are removed. EXHAUST and INTAKE are
stamped on housing.
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STUDENT NOTES:
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The valve arrangement is the same as other engine valves

activated by push rods, except a valve bridge. The
bridge activates the two inlet valves or exhaust valves
at the same time (similar to the 3400 Series Engines).
The bridge fits on a dowel which is the guide when the
bridge moves up and down. The bridge is moved
(activated) by the rocker arm. Adjustment of the valve
bridge is done when the engine is assembled and
when valve lash adjustment is made.
To adjust the bridge, loosen the locknut, push down on the
rocker arm (or point of contact) and turn the
adjustment screw clockwise until it contacts the stem
of the valve. Turn the adjustment screw an additional
20 to 30 degrees (1/3 to 1/2 of one side of the nut) to
position the guide of the bridge straight on the dowel.
Tighten the locknut to specifications.
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STUDENT NOTES:
NOTE: Normally, adjustment of the bridge will be done

with the rocker arm assembly off the cylinder head.
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VALVE CLEARANCE SETTING

Valve clearance or valve lash is measured with a feeler
gauge or 8T5207 setting gage, put between the
rocker arm contact and the bridge wear seat.
Valve clearance is changed using a screwdriver.
A 3/4 inch 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
bridge wear seat. 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 injectors can be done by putting
the engine crankshaft in two positions. Refer to
the Service Manual for these procedures.
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STUDENT NOTES:
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This is a cross-section drawing of the 3512 Engine. We

can see the internal construction of the engine and
some of the components.
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STUDENT NOTES:
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NOTE TO INSTRUCTOR: This slide is included for

use in training new servicemen. It can be used to
give instruction on the following:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
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STUDENT NOTES:
the air inlet and exhaust system

the valve mechanism and valve train
the aftercooler (construction and operation)
the cooling system (block construction and
water passages)
the lubrication system-internal components
the oil cooler (construction and operation)
the piston cooling jet manifolds, piston cooling
orifices (jets), pistons and functions
the fuel filters and manifolds
the unit injectors and mechanism; and
the fuel control shafts and linkages
END
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January 1999

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3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

3. Operation and Maintenance Guide

DIRECTIONS TO THE INSTRUCTOR

Estimated Time: 8 hours

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

This presentation is about the 3500 Series Engine. One

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

cylinder heads, block and oil pan

NOTE: This is the first Caterpillar engine designed to

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

On the front of the engine, we see:

the Caterpillar 3161 governor

The fan pulley and idler pulley is driven from the

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

On the left side we see:

the oil supply line (arrow)

Also on the rear we see three auxiliary drives above the

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

The starting motor is normally installed on the right

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

. . . on the left side. The two plates cover the openings

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

SERIAL NUMBER PLATE

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

The serial number plate has the model number, serial

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

On later engines, the plate is on the left-hand side in

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

CRANKCASE EXPLOSION RELIEF VALVES

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

This is the idler pulley used on some arrangements to

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

Some engine arrangements have a bracket with a bolt or

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

The alternator is located on the right front side and has

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

To check the tension of the alternator drive belts, push

3500 SERIES ENGINES

INTRODUCTION, SYSTEM, & MAINTENANCE

To make an adjustment to the alternator belts, loosen

3500 SERIES ENGINES