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LERV0928-01

INSTRUCTOR GUIDE

3600 FAMILY OF DIESEL ENGINES

MASTER MECHANIC

LERV0928-01 Introduction Lesson 1

Instructor Guide 1 - 2 1999

4 engine models6 & 8 cyl. are in-line

Slide 1-2

Introduction to the3600 Family ofDiesel Engines

Slide 1-3

3606/3608 Engines

There are four models in the 3600 diesel engine family. The 6 and8 cylinder engines are “in-line” engines.

INTRODUCTION TO THE 3600 FAMILY OF DIESEL ENGINES

The Caterpillar® 3600 Family of Diesel Engines training manual is intended to be abasic level class in 3600 diesel engines. The material in this manual identifiescomponents, covers the basic operation of the engine systems and goes throughdisassembly, assembly and adjusting procedures for the major areas of the engines.

Many of the views in the disassembly and assembly, and adjustments sections of thismanual came from photographs of a 3606 engine. The system functions, disassemblyand assembly procedures and component adjustments are the same or similar for all ofthe 3600 engine models.

This manual can be used by an instructor to teach the information or it can be used byan individual as a self-teaching guide.



All engines:• 280 mm Bore• 300 mm Stroke

Slide 1-4

3612/3616 Engines

Slide 1-5 3600 Diesel Engine Specifications

The 280 mm bore and 300 mm stroke are the same with all thediesel engines. Only the displacement varies with the number ofcylinders.

12 & 16 cyl. are “Vee” The 12 and 16 cylinder engines are “Vee” engines.



Slide 1-6 In-line Engine: Left Side View

Left side enginecomponents

IN-LINE ENGINES

Looking at the left side of the In-line engine we see the:

1. exhaust manifolds2. air shutoff3. aftercooler4. air inlets to the cylinder heads5. fuel filter covers (left hand service)6. oil filter covers (left hand service)7. fuel transfer pump8. fuel priming pump9. centrifugal oil filters

10. mounting feet11. air starter



Slide 1-7 In-line Engine: Right Side View

Right side enginecomponents

Governor mount

Governor drive

Control housingRack stop screw

On the right side we see the:1. breathers mounted on 2 of the valve covers2. fuel manifolds3. fuel lines to the cylinder heads4. camshaft access covers5. crankcase explosion relief valves6. engine barring device7. governor8. linkage control housing (control house)9. turbocharger10. fuel pressure control valve

The governor is mounted at the right rear of the engine on the topof the rear gear housing and is driven by the camshaft through anangle gear drive. The output of the governor couples to thecontrol housing through a linkage system. The control housingcontains the full load limit (rack stop) screw. A number ofoptional governors are available for the 3600 engines.



Slide 1-8 In-line Engine: Front View

Front enginecomponents On the front of the In-line engine we see the:

1. oil temperature regulators (thermostats)2. oil coolers3. oil filters4. oil filter control valve5. lube system priority valve and pressure relief valve6. oil pump7. oil pump suction line with a removable screen8. air driven prelube pump9. aftercooler and oil cooler water pump10. engine jacket water pump11. sea water pump12. vibration damper (behind the damper guard)



Slide 1-9 In-line Engine: Rear View

Rear enginecomponents

Inlet silencer

At the rear of the In-line engine we see the:

1. inlet air silencer2. flywheel3. air starter pinion

The inlet air silencer is used only when the engine is operating inan engine room having filtered ventilation air. The filteredventilation air must meet the same cleanliness requirements of airfrom an air filter. The silencer cannot be used in place of an airfilter.



Slide 1-10 Vee Engine: Left Side View

Vee Engines

Left side enginecomponents

VEE ENGINES

Looking at the left side of the Vee engine we see the:

1. left turbocharger and exhaust connections2. exhaust manifolds3. valve cover mounted breathers4. lifting brackets5. fuel manifolds6. fuel lines to the cylinder heads7. fuel filter covers (left hand service)8. oil filter covers (left hand service)9. fuel transfer pump10. jacket water inlet from the water pump11. crankcase explosion relief valves12. air starters13. mounting feet



Slide 1-11 Vee Engine: Right Side View

Right side enginecomponents

GovernorGovernor support &

drive

Looking at the right side of the Vee engine we also see the:

1. water manifolds2. 3161 governor3. governor drive4. fuel linkage control housing (control house)5. fuel pressure control valve6. jacket water inlet line7. camshaft access covers8. centrifugal oil filters9. engine mounting foot10. manual barring device

The governor mounts on the rear of the right-hand side of theengine and is driven by the camshaft through an angle drive inthe governor support.



Slide 1-12 Vee Engine: Top Front View

Top enginecomponents

The exhaust manifolds (5) are located in the Vee and aresegmented for serviceability. Other components located in the Veeinclude the:

1. two section aftercooler2. air shutoff3. water manifolds4. jacket water temperature regulators5. exhaust manifolds



Slide 1-13 Vee Engine: Front View

Front enginecomponents Located on the front of the engine are the:

1. oil temperature regulators 2. oil coolers3. oil filters4. oil filter control valve 5. lube system priority valve and pressure relief valve6. oil pump7. aftercooler and oil cooler water pump8. jacket water pump9. jacket water crossover feed line10. sea water pump11. vibration dampers



Slide 1-14 Vee Engine: Rear View

Rear enginecomponents

At the rear of the Vee engines we see:

1. the inlet air silencers2. the flywheel

LERV0928-01 Lubrication System Lesson 2


Slide 2-1 Lubrication System

Lubrication System



Slide 2-2 Lubrication System Schematic

Oil flow: Oil pan toscreen to oil pumpor prelube pump

External sump andstrainer acceptable

Oil pump to oil temp.regulators, oilcoolers, priorityvalve, centrifugal oilfilters above 100 kPa(15 psi)

Prelube pumpCheck valve

Oil temperatureregulators

Oil coolers

Oil to engine 83° C(181° F)

Oil is pulled from the oil pan, and through a screen or strainer bythe main oil pump or the prelube pump. Some applications mayuse an external oil sump and strainer in place of the enginemounted oil pan and screen. Unfiltered pressurized oil movesfrom the oil pump to the oil temperature regulators, the oilcoolers, the priority valve and to the centrifugal oil filters. Oilwill flow through the centrifugal oil filters when the systempressure is above 100 kPa (15 psi).

A prelube pump fills the lube system with oil before starting orcranking the engine. A check valve prevents oil from flowingbackwards through the prelube pump and into the oil pump inletpiping when the engine is running.

Most of the unfiltered pressurized oil is piped to the oiltemperature regulators and the oil coolers. The regulators controlthe amount of oil that is allowed to flow through the oil coolers.The regulators mix cooled and uncooled oil in sufficient quantityto control the oil temperature to the engine at 83 C (181 F).

Oil flow: Regulators& oil coolers to filterchange valve andfilters

Service filters - enginerunning

Priority valve

Oil flow & pressurecontrol

Piston cooling jets140 kPa (20 psi)

Operating oil pressure428 kPa (62 psi)

Pressure control:senses filtered oil &bypasses unfilteredoil

Pressure relief - 1035kPa (150 psi)

Oil flows from the regulators and the oil coolers through amanifold to the oil filter change valve and the oil filters. The oilfilter change valve on the duplex filters can be used to shut off oilflow to the oil filters one-at-a-time to allow the oil filters to beserviced with the engine running.

From the oil filters, oil enters the priority valve. The priorityvalve is a flow and pressure control device. Pressurized, filteredoil acts on the main priority valve spool to direct oil flow. Duringprelubing and upon initial starting, all filtered oil is directed tothe main oil manifold. When the system pressure reaches 140 kPa(20 psi), the priority valve spool moves sufficiently to uncover theoil port to the piston cooling jet manifold and permit filtered oilto enter the manifold.

As the oil pressure continues to increase, the spool continues to bemoved until the oil pressure approaches 428 kPa (62 psi). Nearthis pressure, unfiltered oil which is also piped into anotherlocation on the priority valve, starts to escape past a second landin the spool and directly back to the oil sump. Therefore, thepriority valve senses filtered oil pressure and bypasses ordumps unfiltered oil back to the oil sump to control the engineoil pressure.

If the oil pressure exceeds 1035 kPa (150 psi), as it may on a coldstartup or with an emergency oil pump, a second spool (pressurerelief valve) in the priority valve will open and additionalunfiltered oil will bypass to the sump to prevent overpressurizingthe lubrication system.





Oil pump: reverserotation

Slide 2-3

3600 Oil Pump -Standard Rotation

Slide 2-4

3600 Oil Pump -Reverse Rotation

This view shows the oil pump installed for a reverse rotationengine. The pump is rotated 180 degrees from the standardrotation engine so the idler gear is above and inboard of thedriving gear. The oil pump orientation is the easiest way todetermine the rotation of an unknown engine.

Oil Pump: standardrotation

Driven 1.5 timesengine speed

The Caterpillar® 3600 engine oil pump is a gear type pumpmounted on the front gear housing. The pump is driven atapproximately 1.5 times engine speed by the front gear train. Thecomponents of the pump are the same for both standard andreverse rotation engines. The only difference is in the assemblyposition. This view shows the pump installed for a standardrotation engine. The idler (driven) gear is below and outboard ofthe driving gear. The driving gear is aligned with the inlet andoutlet piping.



Slide 2-5

3600 Oil Pump -Flange and GearEnd

Mounting flangedowel for correctinstallation

Move dowel foropposite rotation

Fuel transfer pumpdrive gear

5 sizes of oil pumps

Next size larger oilpump for low speedengines

An oil pump cannot be removed from a standard rotation engineand installed directly to a reverse rotation engine or visa versa. A single dowel in the mounting flange (1) prevents the pumpfrom being rotated 180° and installed. However, the dowel can bechanged to an alternate position, which is directly opposite on theflange (2). This will permit the pump to be rotated 180 degreesand installed for an opposite rotation engine. See the servicemanual for assembly details.

A spur gear (3) is bolted to the engine oil pump drive gear todrive the fuel transfer pump.

There are 5 oil pumps used on the 3600 engines. The supportflange and the oil line flanges are the same for all the oil pumps.Any one of the five pumps could be mounted on any of theengines. However, the correct pump for the engine should beused to assure satisfactory engine life and performance. An oilpump group number is stamped on the oil pump flange on allpumps built after mid-1990 to identify the oil pump.

The difference in pumps is in the length of the gears:

Engine High Speed Low Speed3606 95 mm 120 mm3608 120 mm 140 mm3612 140 mm 155 mm3616 155 mm 195 mm

High speed engines typically have 900 and 1000 rpm ratings andthe low speed engines have 720 and 750 rpm ratings.



Slide 2-6

Air OperatedPrelube Pump

Engine Prelubrication:required all 3600engines

Intermittent - prior tostarting or cranking

10 kPa (1.5 psi) starterinterlock

prelube pumps enginemounted or remote

Caterpillar orcustomer supplied

Air or electric pumps

Check valve

Engine prelubrication is required for all 3600 engines before eachstart. Two methods of prelubrication are available: intermittentand continuous. Intermittent prelubrication occurs for a shortinterval preceding engine start and provides oil to all the enginebearings. A pressure switch and starter interlock prevent starteroperation with less than 10 kPa (1.5 psi) lube system pressure.

Caterpillar supplied prelube pumps can be engine mounted orremote mounted and can be used with either wet or dry sumpengines. Customer supplied prelubrication systems can beinstalled if they meet all 3600 engine prelubrication systemrequirements.

The prelube pump can be driven by either an air motor or anelectric motor. The prelube pump in this view is an enginemounted pump (1) driven by an air motor (2). The one-waycheck valve (3) is located in the prelube pump outlet.



Continuous prelube:Engine componentsbelow cylinderheads prelubed

Requires pilot valveand bypass line tomaintain oil level

Slide 2-7

Electric PrelubePump

Slide 2-8

ContinuousPrelube SystemComponents

Continuous prelube operates continually any time the engine isnot running and maintains a set oil level in the engine that isbelow the cylinder heads. Continuous prelubrication requires aCaterpillar supplied engine mounted pilot valve (1) and bypassline (2) to maintain the correct prelubrication oil level. An oillevel detector, that disables the starting system if the prelube oillevel is too low, is also part of the system.

Engine mountedelectric prelube This is an engine mounted, electrically driven, prelube pump.

Pumps can be provided with 115/230 VAC, 50/60 Hz singlephase motors. They can also be equipped with 24 VDC or 60/70VDC motors. Higher voltage 3 phase motors are available forcontinuous prelubrication systems.



Slide 2-9

Oil TemperatureRegulators

Oil coolers

Oil temperatureregulators

Regulators: oiltemperature to 83 °C

Oil filter changeovervalve and oil filters

Pressurized oil from the oil pump flows first to the oil coolers (1)and the oil temperature regulators (2). The oil temperatureregulators regulate the temperature of the oil flowing to theengine at 83 C (181 F).

When the oil temperature is below 83 C (181 F), oil flows directlythrough the regulators, bypassing the oil coolers. As the oiltemperature approaches 83 C (181 F), the regulators start to openand part of the oil flow is diverted through the oil coolers to coolthe lube oil. As the oil temperature continues to increase, theregulators continue to open, and more hot oil flows to the oilcoolers, thus maintaining the temperature of the oil to the engineat 83 C (181 F).

From the regulators and oil coolers, the oil is piped to the oil filterchangeover valve (3) and the oil filters (4).



Slide 2-10

Oil Filters

2 oil filters - 3elements each

Oil filter change valve

3 operation modes

RUN

UPPER SERVICE

LOWER SERVICE

FILL

1000 hr change or 100kPa

Gauges measure oilpressure not filterdifferential

There are two oil filter housings (1) on all 3600 Engines withthree replaceable filter elements in each housing. An oil filterchange valve (2) allows the filter elements for each filter housingto be changed separately while the engine is operating.

There are three modes of operation:

RUN (3): Both filters are connected in parallel for normaloperation.

UPPER SERVICE (4): The upper oil filter can be drained andserviced. The lower filter is filtering all the engine oil.

LOWER SERVICE (5): The lower filter can be drained andserviced. The upper filter is filtering all the engine oil.

FILL (6): Both the upper and lower filters have a fill position forfilling and pressurizing the filters after servicing.

The normal oil filter change period is 1000 hours or when the oilfilter differential pressure drop across the filters reaches 100 kPa(15 psi), whichever occurs first.

NOTE: The gauges in the oil filter covers (7) measure oilpressure in the oil filter housings, not differential pressure. Aseparate differential pressure gage must be included in theengine monitoring system or gauge panel.



Open drain valve

WARNING: HOT OIL

Slide 2-11

Move the FilterChange Valve to“UPPER - SERVICE”

Slide 2-12

Drain Upper OilFilter Housing

Open the drain valve (1) and drain the upper filter housing.Watch the pressure gauge as the oil drains. The drain trays (2) arepart of the 9U5105 basic tool group.

WARNING — HOT OIL CAN CAUSE PERSONAL INJURY.DO NOT ALLOW HOT OIL OR HOT COMPONENTS TOCONTACT THE SKIN.

“UPPER SERVICE “ To change the upper filter elements when the engine is running,first rotate the control valve to the “UPPER SERVICE” position.



Pull wire rackRemove filtersMORE HOT OIL

Install new filtersINSPECT RUBBER

SEALS

Install cover

Close valve

Slide 2-13

Remove Oil FilterCover

Slide 2-14

Remove Oil FilterElements

Pull out the wire rack (1) to remove the dirty elements (2).MORE OIL WILL COME OUT WITH THE ELEMENTS. Use aclean, lint-free cloth to wipe the inside of the filter housing. Cleanthe cover and filter housing opening.

Install new filter elements. CHECK THAT THE RUBBERSEALS (3) ARE IN PLACE AND SECURE ON THE ENDS OFTHE FILTER ELEMENTS BEFORE INSTALLING THEELEMENTS IN THE HOUSING. Replace the o-ring seal on thecover and install the cover, making sure that the spring is seatedproperly between the elements and the cover. Close the drainvalve.

Zero pressure

Remove cover

WARNING: SPRINGFORCE & MOREHOT OIL

When the gauge on the oil filter cover (1) reads zero, and oilcoming from the filter cover drain valve has nearly stopped,loosen the cover bolts to permit more oil to escape. Remove thefilter cover (2).

WARNING -- 1. THERE IS A SPRING FORCE BEHIND THE COVER, SO REMOVE IT WITH CARE.2. MORE (HOT) OIL WILL ESCAPE WHEN THE COVER IS REMOVED. BE PREPARED TO



Equalize pressures

Control valve to“RUN”

Mechanical stop

Service lower filters

Slide 2-15

Rotate ControlValve To “Fill”Position

Slide 2-16

Rotate ControlValve to “RUN”Position

When the pressure reading in the upper filter pressure gauge (1)is equal to the pressure in the lower filter pressure gauge (2),move the control valve to the “RUN” position. A mechanical stopin the filter change valve prevents the control valve from beingrotated directly into the run position from either the upper orlower service positions, or the fill position, until the pressure isequal in both filter housings.

To service the lower filters, move the control valve to the“LOWER SERVICE” position and repeat the procedure you werejust shown.

Rotate control valveto “FILL” Rotate the control valve to the “FILL” position. Check the cover

for leaks.



Slide 2-17

Priority Valve

Priority valve

Controls flowRegulates pressure

Filtered oil entry

Unfiltered oil entry

The priority valve is located below the oil filters on the front ofthe engine. It controls the flow of oil to the piston cooling jets andregulates the oil pressure within the engine.

Filtered oil enters the priority valve from the oil line in the leftcenter of the view (1). Unfiltered oil is piped to an entry pointnear the middle of the priority valve (2), from the oil line in theright center of the view (3).



Slide 2-18

DisassembledPriority Valve

Disassembled priorityvalve

Oil flow control

Oil pressure control

Piston cooling jet oilflow

Nominal oil pressure:428 kPa (62 psi)

Filtered oil pressuremoves spool

Unfiltered oilbypasses to sump tocontrol pressure

Short spool

Oil trapped in cavity

Damping effect onlarge spool

This view of a disassembled priority valve shows the long spool(1) that controls the oil flow to the piston cooling jets. Oil thatenters the priority valve housing through the port on the left (2),flows directly to the main oil manifold (3) in the engine. As theoil pressure starts to increase, oil pressure acting on the left endof the spool starts to move the spool to the right against the forceof the spring (4).

When the engine oil pressure is less than 140 kPa (20 psi), thespool in the valve will allow oil to flow only to the main oilmanifold. When the oil pressure is more than 140 kPa (20 psi), oilwill begin to flow past the end of the spool into the piston coolingjet manifold (5).

The long spool also regulates engine oil pressure. As the engineoil pressure increases, the long spool moves farther to the right.Above 428 kPa (62 psi), unfiltered oil, which enters the priorityvalve through the port in the center of the valve (6), escapes pastthe cutout area (7) in the center of the long spool. This oil isdumped directly into the front gear housing (8) where it flowsback to the oil sump. The long spool, moving against the spring(4), controls the amount of unfiltered oil that is dumped. Thus itregulates the oil pressure in the engine lube system.

The short spool (9) shown at the right of the long spool andspring, pilots inside the long spool. Filtered oil flows through asmall drilled port in the long spool and is trapped inside theclosed cavity formed by the two spools. The oil can only escapethrough a small hole in the side of the long spool. The trapped oilin the cavity causes a damping effect on the long spool andreduces spool instability and chattering.


Instructor Manual 2 - 15 1999

Inline cylinder block:

Main oil manifoldPiston cooling jet oil

manifold

Slide 2-19

Front of In-lineCylinder Block

This is the front of an in-line engine block. We see two smallopenings near the center. The one at the right (1) supplies oil tothe main (2) and camshaft (3) bearings and to the rest of theengine. The one at the left (4) is the manifold that feeds the pistoncooling jets.

Pressure relief valve

1035 kPa (150 psi)

Surplus unfiltered oilto sump

The priority valve also has a pressure relief valve. If theunfiltered oil pressure exceeds 1035 kPa (150 psi), such as it mayduring a cold startup or during the operation of an emergency orstandby lube oil pump, the lower spool (10) shown in the view onthe previous page opens to allow additional unfiltered oil fromthe oil pump bypass line to dump directly into the sump.



Vee engine cylinderblock

Main and pistoncooling jetmanifolds

Slide 2-20

Front of In-lineCylinder Blockwith CrossoverTube

Slide 2-21

Front of Vee EngineCylinder Block

The Vee engine cylinder block has three oil manifolds. The one atthe center (1) supplies the main (2) and camshaft (3) bearings.The two outer manifolds (4) supply the piston cooling spray jets.

Lube oil inlets

Common locationwith Vee engines

Crossover piping is bolted to the front of the in-line block. Theinlets to the crossover are aligned with the openings in the frontgear housing and the priority valve and provide a commonlocation with the Vee engine.



Piston cooling jets

Jets easily installed

Slide 2-22

Vee EngineCylinder Blockwith Piping

Slide 2-23

Piston Cooling Jet

The piston cooling jets cool the pistons by spraying oil into acavity between the crown and skirt. The jets are located on theright side of the In-line engines and on the outboard side of thepistons in the Vee engines.

The jets are very easily installed. Two bolts hold the jets in place.The bolts go through two close fitting hollow dowels (1). Noaiming is necessary when installing the jets.

Piston cooling jetmanifoldsconnected together

Front housing andpriority valve sameon In-line and Veeengines

The oil inlet manifold system piping on the Vee engines has a teeto connect the two piston cooling jet manifolds together. Notethat the inlets for the main engine manifold and the pistoncooling jet manifold are oriented the same as on the in-lineengines. The front housing and the priority valve are the same onboth the In-line and Vee-type engines.



Lines inject oil intomanifold

Check flow at 2000 hrservice periods

Slide 2-24

Inlet Valve LubeMetering Pump

Slide 2-25

Valve LubricatorLines

Lines from the pump inject oil into the inlet manifold at 3locations on the 3606, 4 locations on the 3608 and 3612 and at 8locations on the 3616 engine.

One of the oil lines should be disconnected with the enginerunning at idle every 2000 hour service period to assure that thepump is functioning properly. Oil will flow (drip) from the linevery slowly.

Inlet valve lube pump

Meters small amountoil oil into intakemanifold

Camshaft drivespump

One pump: 3606,3608, 3612

Two pumps: 3616

Flow adjustable

Ref: Service Manual

The inlet valve lubricating pump is a low volume metering pumpthat injects a small amount of oil into the inlet manifold. There, itmixes with the intake air and lubricates the inlet valves and valveseats to reduce wear. The pump is located on the right front ofthe In-line engines and is driven off the end of the camshaft. Thepump on the 3612 engines is mounted on the left front of theengine and is driven by the left camshaft. The 3616 has twopumps, one mounted on each side of the front of the engine. Thesame pump is used on all the 3600 engines.

The amount of flow is adjustable (1) and varies according to theengine model. The settings for each model are listed in theservice manuals.



Slide 2-26

Centrifugal OilFilter

Centrifugal Oil Filters

Extend oil and filterlife

Return filtered oil tosump

Oil enters filter

OIl filtered bycentrifugal force

Oil flows through jets

Jets drive filter at4000 rpm

Shuttle valve: no oilflow less than 100kPa

17 L/min oil flow3.6 kg capacity

1000 hr cleaninginterval

More often if deposits>19 mm

CENTRIFUGAL OIL FILTERS

The centrifugal oil filters extend the life of the oil and oil filterelements, and remove some particles smaller than what the oilfilters will normally take out. Unfiltered oil is taken near the oilpump outlet, processed through the centrifugal filters andreturned directly back to the sump.

Oil enters the center spindle (1), flows from the spindle into acavity between the spindle and the filter rotating base tube (2),then into the top part of the rotating assembly cover (3) where it isdirected downward into the main cavity (4). Centrifugal forcesettles out sediment and sludge which collects on the side of thecover (5). Centrifuged oil passes through a screen (6), enters acavity in the lower part of the rotating assembly (7) flows throughthe oil jets (8) in the rotating base and then back into the sump (9).The flow of oil through the jets causes the rotor assembly to rotateat about 4000 rpm.

A shuttle valve (10) in the filter mounting base prevents flowwhen the oil pressure is less than 100 kPa (15 psi). Oil flowthrough each filter is 17 L/min. (5.5 gpm) and the dirt capacity is3.6 kg (8 lb).

The centrifugal filters should normally be cleaned every 1000hours. However, if the thickness of the deposits in the cover are19 mm (.75 in.) or more, the cleaning interval should beshortened. Cleaning efficiency is greatly reduced by the time thedeposits reach 19 mm thickness.



Remove cover

Slide 2-27

Shut Off OilSupply to theCentrifugal Filter

Slide 2-28

RemoveCentrifugal FilterCover

Loosen the cover clamp and “tee” nut and remove the cover.

Engine running:

Close oil supplyvalve(s)

Shutoff valves

Before cleaning the centrifugal oil filter, stop the engine. If theengine is to remain running, close the valve to the centrifugal oilfilter(s).

Some engines will have a shutoff valve at each filter. Some willhave a single valve prior to the first filter that will shut off flow toall the filters.

WARNING — HOT OIL OR COMPONENTS CAN CAUSEBURNS. USE CAUTION WHEN DRAINING OIL ANDCLEANING CENTRIFUGAL FILTERS.



Remove nut

Remove rotor cover

Slide 2-29

Remove RotorAssembly

Slide 2-30

Remove RotorCover

Hold the rotor and remove the large knurled nut.

Use the 8T0890 Puller group to easily remove the rotor coverfrom the base. The cover may be stuck tightly to the base by thesludge. Do not hammer on the top of the rotor or drop the rotoron it's top to dislodge the cover because that may damage therotor bearings.

Drain filter andremove Allow the oil to drain from the nozzles. Lift the rotor assembly off

the spindle carefully so the bearings are not damaged.



Clean nozzles

Slide 2-31

Centrifugal FilterParts with PaperLiner

Slide 2-32

Base with Nozzles

Clean the nozzles in the base. Do not enlarge the holes.

Clean and wash parts Clean the sludge and the 7C8390 paper liner (if used) from therotor cover. Use a plastic scraper and cleaning solvent to removethe remaining deposits from all the rotor parts. Do not scratch ordamage the rotor cover.



Slide 3-33

Shuttle ValveComponents

Clean and oil shuttlevalve

Reassemble filter andturn on oil supply

Rotor componentsmust be clean

Unbalance: reducecleaning efficiencyand increasebearing wear

Clean and oil the pressure controlled shuttle valve components.

Reassemble the filter, turn on the oil supply (or restart theengine), and check for leaks.

Note: Be sure all the rotor components are thoroughly cleanedbefore the rotor is reassembled. Failure to do so can cause an “outof balance” condition which will lead to reduced cleaningefficiency and rapid bearing and spindle wear.

LERV0928-01 Lubricating Oil Lesson 3


Slide 3-1 Lubricating Oil

Lubricating Oil



Slide 3 -2

Lubricating Oils

Lubricating OIls

Proper maintenanceimportant

Five functions:

1. Lubricates2. Cools3. Cleans4. Supports5. Protects

Lubricating Oils

Proper maintenance is important to ensure continuous, trouble-free operation. Selecting the correct lubricating oil is a vital key.

An engine oil serves five vital functions in a modern dieselengine:

1. Lubricates friction surfaces by forming a fluid film.2. Cools internal engine parts by absorbing heat from them.3. Cleans the engine by flushing away dirt and wear particles.4. Supports the crankshaft and bearings.5. Protects the engine from harmful acids, rust and deposits.



Slide 3-3

History

First lube oil for Catdiesels: mineral oil

Better oil needed

1935 first additive oil:Superior Lubricantsfor CaterpillarEngines

Performancestandards from testson single cylindertest engine

Test run, deposits andwear measured

1940’s extensivetesting with oilindustry

New performancelevels established

Lubricating oil used in the first Caterpillar® Diesel Engines,introduced more than 50 years ago, was a straight mineralcrankcase oil. When the engines began experiencing ring stickingand cylinder liner scratching, it became apparent that a moreeffective oil was needed.

In 1935 the first additive crankcase oil was developed in acooperative effort between several western U. S. oil companiesand Caterpillar. This crankcase oil was called “SuperiorLubricants for Caterpillar Engines” and was initially sold only byCaterpillar Dealers. Other oil companies soon came on themarket with similar oils.

The performance standards for this and subsequent oils wereestablished by tests run on a single cylinder test engine designedand manufactured by Caterpillar. These same types of tests andengines are still being used today.

The test engine was run for a designated time at a predeterminedload and speed with the test oil in the crankcase. The engine wasthen disassembled and the special test piston was inspected. Thecolor change caused by lacquering was observed and recorded.Other critical factors such as ring wear and deposits weremeasured.

In the 1940's, Caterpillar began an extensive testing program incooperation with the oil industry. The program included bothlaboratory and field testing. The studies pointed out thedamaging effects of fuel impurities and the heavy depositsformed in high output engine cylinders. New performance levelsfor lubricating oils were established.

More oilimprovements, newadditive package

Superior LubricantsSeries 2recommended forCat Engines

1947 - APIClassificationsystem

Regular, Premium,Heavy Duty

1956 - Series 3required in Catturbochargedengines

1970 - classificationsystem revised

Cat dropped testing &classifying, suppliedtest engines to testlabs

New API performancecategoryclassifications

C - Diesel enginesS - gasoline engines

CD oil satisfactory forCat engines in 1970

High ratings &reduced emissions

Higher pistontemperatures

CG4 required

CD upgraded to CF

More upgradescoming

Fuel with higher sulfur content became common during the mid40's. This with along with the higher output engines broughtabout the need for more lube oil improvements. Pooled efforts byCaterpillar and the major oil companies brought about a newadditive package that resulted in new oils that were named“Superior Lubricants Series 2”. Caterpillar recommendedexclusive use of these oils in Caterpillar Engines.

In 1947 the American Petroleum Institute (API) introduced an oilclassification system which categorized the existing oils into 3types based on engine service: regular, premium and heavy duty.

In 1956, further lube oil improvements established the Series 3classification. Caterpillar required the use of Series 3 oils inCaterpillar turbocharged engines.

In 1970, the API, American Society for Testing and Materials(ASTM) and the Society of Automotive Engineers (SAE) revisedthe classification system. Their new system was based on thesame type of performance specifications which Caterpillar andothers had been using.

Caterpillar dropped its classification system in 1972 but suppliedthe industry standard, single cylinder test engines to the oilcompanies and independent testing labs for future oil testing.

The new API system established letter designations for oilperformance category classifications. These refer to performancelevels in engine tests.

The “C” designated oils are commercial oils (diesel). The “S”designated oils are for automotive use (gasoline engine).

API CD oils were the best quality oils available with the newclassification system. All Caterpillar diesel engines could operatewith any CD oil satisfactorily.

In recent years lube oils have had to be further improved toperform satisfactorily in the newer diesel engines. Higher ratingsand reduced emissions have caused higher piston and ringtemperatures. CF4 and most recently CG4 oils were developed toaddress these needs. The CD performance category oil has mostrecently been upgraded to CF. Both these oil classifications willbe further upgraded in the coming years as engine demandscontinue to increase.





Slide 3-4

3600 EngineAcceptable LubeOils

3600 Requirements

High operatingefficiency

High loads andcylinder pressures

Not all CD oilsacceptable

CD upgraded to CF

No published lists ofacceptable oils

Only CF and CG4 oilsconsidered

Not all CF & CG4 oilsacceptable

Establish source ofsatisfactory oil

MIcro-oxidation test

3600 Lube Oil Requirements

Starting in the early 1970’s Caterpillar diesel engines weredesigned to operate on any CD performance category oil. The3600 engine was designed to have low fuel consumption and ahigh operating efficiency. The high load levels with high cylinderpressures placed more demands on the pistons, rings andlubricating oil. During the development of the 3600 engine, itwas found that not all CD oils gave acceptable deposit formationperformance. CD oils have recently been improved andupgraded to CF, but not all CF oils are satisfactory for 3600engines.

There are no published lists of acceptable lube oils for the 3600family of engines, and with the exception of Caterpillar brandedoils, Caterpillar does not recommend lubricating oils by brandname.

In general, only CF or CG4 oils should be considered. A CF oil ispreferred but a CG4 oil may be acceptable. Not all CF and CG4oils are acceptable, however. A test was developed that willevaluate an engine oil to determine if it is an acceptable candidatefor 3600 engine application.

On new engine installations, Caterpillar dealers and customersshould work together to establish a local source for a satisfactorylubricating oil. A deposit formation test known as a micro-oxidation test must be run by Caterpillar on an oil sample fromeach source before an oil can be judged acceptable for use. Alloils should be tested unless the oil has a proven satisfactoryoperating history.



Viscosity

SAE 40 recommended

SAE 30, SAE 15W-40,SAE 20W-40acceptable

Slide 3-5

Lubricant Viscosityfor 3600 Engines

Viscosity

SAE 40 is the recommended lubricating oil viscosity for most 3600applications. SAE 30, SAE 15W - 40, and SAE 20W - 40 engineoils can be used if the application requires. They must meet thesame deposit formation test and field test requirements as SAE 40lube oil.

Lube oils change -rerun micro-oxidation test

Micro-oxidation test -oil may besatisfactory

Verify with 7000 hrtest

Oils more limited forresidual fuel engines

Lube oil formulations vary around the world and change fromtime to time. If an acceptable lube oil has been reformulated or ifa customer desires to change to a different lube oil, the micro-oxidation test must be run on the new or reformulated oil.

The Micro-oxidation Test only indicates that an oil may besatisfactory. If no oil related problems occur during the first 7000hours, then the oil is considered acceptable for the applicationand load factor.

Acceptable lube oils for 3600 residual fuel engines are even morelimited at the present time so it is very important to have theintended oil tested.



Slide 3-6

3600 Engine OilChange Period

Oil Change period:application, sumpsize, fuel quality

Change period:hours or oil analysis

Hours - chart in O & MManuals

S•O•S - trend analysis

Condemning limits

S•O•S - 250 hours

First change by chart

Extend 250 hrs eachchange periodbased on analysis

Analysis for life ofengine

Reduce period ifnecessary with age

The oil change period will be different from engine to engine andwill be affected by application (EPG, marine, load factor,operating environment), oil sump size, and fuel quality. Oilchange periods for residual or heavy fuel engines will usually bemuch less than for distillate fuel engines, even when a lube oilpurifier is used.

The oil change period can be determined two ways: a set numberof hours or by lube oil analysis. If the oil must be changed basedon a set number of hours or if S•O•S oil analysis is not availablefor an engine, then the oil change period is conservatively set atthe hours shown in the Refill Capacity and Oil Change Intervalcharts. These charts can be found in the 3600 Engine Operationand Maintenance Manuals dated January 1996 or later.

To give the engine the best protection possible and still get asmuch life as possible from the engine oil, S•O•S oil analysis mustbe used. Oil change intervals are based on trend analysis' of theoil sample results and the condemning limits established for theengine.

To establish an oil change period determined by lube oil analysis,oil samples must be taken every 250 engine hours and analyzed.The first oil change will be made based on the chart shown in the3600 Engine Operation and Maintenance Manual.

If the last oil analysis of the change period so indicates, thesecond oil change period can be extended an additional 250hours. This process is repeated until the oil analysis resultsindicate that maximum life has been obtained. Oil samples mustbe taken every 250 hours for the life of the engine and the changeperiod reduced if necessary as the engine ages.



Slide 3-7

S•O•S Oil Analysis

Oil analysis results:Wear analysisOil condition

1. Wear analysis:trend linesestablished limits

Increase - additivesdepleted

Increase - impendingfailure

Analysis' performed on samples taken every 250 operating hoursfor determining oil change periods, requires two test procedures:wear analysis and oil condition analysis.

1. Wear analysis—Trend lines can be drawn for the individualwear elements when 3 or more S•O•S samples have beenanalyzed. The S•O•S program has established limits for allappropriate wear elements.

• Wear elements will show an abnormal increase when some ofthe lube oil additives are nearly depleted. • A large increase in one or more of the wear elements canindicate a problem area which may be an impending failure.



Slide 3-8

S•O•S Oil Analysis

2. Oil condition

Infrared analysis:soot productsoxidationsulfur

WaterGlycolFuel dilution

TBNOil viscosity change

New oil sample

Results: comparisonused and new oil

2. Oil condition -- Infrared analysis is now used to monitor soot,oxidation and sulfur products. Other tests measure water andglycol content, fuel dilution, TBN and any change in oil viscosity.These are the condemning limits for each:

• Soot Products and Oxidation are 100% of Caterpillarestablished program values• Sulfur Products indicate an unfavorable oil condition trend• Water content is more than 0.5%• Glycol is present• Fuel dilution is greater than 3%• TBN is 50% or less that of new oil• Oil viscosity change is more than 3 cSt when compared withnew oil at 100° C

Lube oil labs require a sample of unused oil, of the lube oil beinganalyzed, to make an accurate evaluation of the used oilcondition. Infrared Analysis results, wear materials, TBN andviscosity change are all based on the changes seen in the analysiscompared to new oil.

It is a good idea to submit a sample of unused oil periodically.Some labs suggest sending an unused sample along with the firstused sample after each oil change.



Slide 3-9

Oil SampleEquipment

“Live” oil sample kit

Easy to obtainLess contamination

Sample adapters

Sample kits fromdealers

Sample valve in oilline

A sampling “kit” is available that can take a “live” oil samplewhen the engine is running. This live oil sampling kit makes iteasy to obtain an oil sample with less chance of contamination.The 8T9190 sampling “kit” includes a bottle with a disposablesample probe and a cap. A mailing container with a label canalso be obtained. Sample valves or adapters with a rubber dirtcover are available for permanent installation on the engine.

These sampling kits, valves and mailing contaiers can bepurchased from a Caterpillar Dealer and may have pre-addressedmailing labels for easy S•O•S processing. Processing can also beincluded in the purchase price if desired.

The sample valve should be placed in a pressurized oil line (mainoil manifold preferred) where the oil is actively flowing.



Slide 3-10

Taking Oil Sample

Take oil sample:engine hotpurge sample valve

insert probefill bottle to markerremove probecap bottle

fill out labelssend to dealer foranalysis

Before taking an oil sample with the “live” oil sampling kit,operate the engine until it is at the normal operating temperature.Take a small amount of oil from the sample valve with an oldsample probe to purge any dirt from the valve and to bring freshoil into the valve.

Insert the probe of a new sample bottle and fill it to the marker onthe bottle. Remove the probe from the sample valve, remove anddiscard the sample probe from the bottle, and press the capsecurely on to the top of the bottle.

Fill out the sample and shipping labels and send the samplecontainer to your Caterpillar Dealer for the S•O•S analysis.Make sure the engine serial number, engine hours, hours on theoil and oil brand designation are indicated. An oil samplewithout the requested information on the sample label has littlevalue.

© 1999 Caterpillar Inc.

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