SEAL GP-CRANKSHAFT 2854073 - Caterpillar

Problem Solving Index
1. Starting Motor Fails to Crank2. Engine Fails to Start3. Misfiring4. Stalls at Low Speed5. Erratic Engine Speed6. Low Power7. Excessive Vibration8. Heavy Combustion Knock9. Crankshaft does not Turn Freely10. Valve Train Clicking Noise11. Oil in Coolant12. Mechanical Knock13. Excessive Fuel Consumption14. Loud Valve Train Noise15. Little Rocker Arm Movement and Excessive Lash16. Low Valve Stem Projection17. Spring Retainer Free18. Slobber19. Valve Lash Close-up20. Premature Engine Wear21. Coolant in Engine Lubricating Oil22. Excessive Black or Gray Smoke23. Excessive White or Blue Smoke24. Low Engine Oil Pressure25. High Lubricating Oil Consumption26. Abnormal Engine Coolant Temperature27. Alternator or Generator Fails to Charge28. Alternator or Generator Charging Rate Low or Unsteady29. Alternator or Generator Charging Rate Excessive30. Noisy Alternator or Generator Fuel System
Testing 9L9263 Fuel Injection Nozzles
8S2242 Nozzle Testing Group.8S2245 Injector Cleaning Tool Group.9S7354 Torque Wrench.9S3093 Adapter.Before testing a fuel injection pump or nozzle from an engine that is misfiring or puffing black smoke, a simple check can be made to determine which cylinder is causing the difficulty.With the engine running at a speed that makes the misfiring most pronounced, momentarily loosen the fuel line nut on an injection pump sufficiently to "cut out" that cylinder. Check each cylinder in the same manner. If one is found where loosening makes no difference in the irregular operation or causes puffing of black smoke to cease, the pump and valve for only that cylinder need be tested.Exhaust port temperature, when the engine is running at low idle speed, can be an indication of injection nozzle condition. Low temperature at an exhaust manifold port, indicates no fuel to the cylinder and a possibility of a clogged nozzle. Exceptionally high exhaust port temperature may indicate excess fuel injection caused by poor fuel cut off. Do not attempt to test or disassemble nozzles without the proper service tools.Before testing, remove loose carbon from the tip with the 8S2258 Brass Wire Brush. Remove the carbon seal dam and clean the groove and the body below the groove in the same manner. Any staining in this area is normal and not detrimental to the nozzle body. Carbon accumulations should be removed, but excessive brushing will remove the coating on the nozzle. Perform all test before cleaning or adjusting a nozzle. A test may show that the nozzle can not be used again.
When testing, keep the nozzle tip directed away from the operator and into the 8S2270 Fuel Collector to contain the spray. Fuel from the spray orifices can penetrate clothing and skin causing serious infection.
Connect nozzle (4) to tester (1) using tube assembly (2) and adapter (3). The nozzle may be tightened by hand if the 1H1023 Seal is not damaged.
Always use clean Kent-Moore J23300-585 or Shell 66631 calibration oil or equivalent when testing. Dirty test oil will damage nozzle components.
Kent-Moore J23300-585 calibration oil may be purchased from Kent-Moore Corp. 1501 South Jackson St., Jackson, Michigan 49203. Shell 66631 calibration oil may be purchased from Shell Oil Company.
CONNECTING NOZZLE TO TESTER
1. 8S2267 Nozzle