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Product: WHEEL LOADER
Model: 980G WHEEL LOADER 2SR
Configuration: 3406C/3406E Engine Rebuild Kit and Related Parts for 980G &
980G Series II Wheel Loader 2SR00001-UP (MACHINE)
Reuse And Salvage Guidelines

Reuse and Salvage for Crankshafts {0674, 1202}
Media Number -SEBF8042-47 Publication Date -25/09/2015 Date Updated -28/02/2020
Caterpillar: Confidential Yellow
i08056659
Reuse and Salvage for Crankshafts {0674, 1202}

SMCS - 0674; 1202
Caterpillar Products
All Cat Engines
Introduction
Table 1
Revision Summary of Changes in SEBF8042
47–46 C175 Crankshaft Counterweight Mounting Pad update -New Serial Number Prefixes Added - Comments on Reman Cranks updated
45 C2.2 Specs- Wear Step Removed 3500- Update hardness verbiage
44 C27 C32 updates
43 New Serial Number Prefixes Added
© 2020 Caterpillar All Rights Reserved. This guideline is for the use of Cat dealers only. Unauthorized use of this document or the proprietary processes therein without permission may be violation of intellectual property law.
Information contained in this document is considered Caterpillar: Confidential Yellow.
This Reuse and Salvage Guideline contains the necessary information to allow a dealer to establish a parts reusability program. Reuse and salvage information enables Cat dealers and customers to benefit from cost reductions. Every
effort has been made to provide the most current information that is known to Caterpillar. Continuing improvement and advancement of product design might have caused changes to your product which are not included in this
publication. This Reuse and Salvage Guideline must be used with the latest technical information that is available from Caterpillar.
For technical questions when using this document, work with your Dealer Technical Communicator (TC).
To report suspected errors, inaccuracies, or suggestions regarding the document, submit a form for feedback in the Service Information System (SIS Web) interface.
Canceled Part Numbers and Replaced Part Numbers

This document may not include canceled part numbers and replaced part numbers. Use NPR on SIS for information about canceled part numbers and replaced part numbers. NPR will provide the current part numbers for replaced
parts.
Important Safety Information
Illustration 1 g02139237
Work safely. Most accidents that involve product operation, maintenance, and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills, and tools to perform these functions properly. Safety precautions and warnings are provided in this
instruction and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
Therefore, the warnings in this publication and the warnings that are on the product are not all inclusive. If a tool, a procedure, a work method, or operating technique that is not recommended by Caterpillar is used, then ensure that the
procedure is safe for you and other people. Ensure that the product will not be damaged or the product will not be made unsafe by the operation, lubrication, maintenance, or the repair procedures that are used.
Improper operation, lubrication, maintenance or repair of this product

can be dangerous and could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on

this product, until you have read and understood the operation,
lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the safety alert symbol which is followed by a signal word such as danger, warning, or caution. The "WARNING" safety alert symbol is shown below.
This safety alert symbol means:
Pay attention!
Become alert!
Your safety is involved.
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The message that appears under the safety alert symbol explains the hazard.
Operations that may cause product damage are identified by "NOTICE" labels on the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The safety information in this document and the safety information on the machine are not all inclusive. Determine that the
tools, procedures, work methods, and operating techniques are safe. Determine that the operation, lubrication, maintenance, and repair procedures will not damage the machine. Also, determine that the operation,
lubrication, maintenance, and repair procedures will not make the machine unsafe.
The information, the specifications, and the illustrations that exist in this guideline are based on information which was available at the time of publication. The specifications, torques, pressures, measurements, adjustments,
illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete, most current information before you start any job. Caterpillar dealers can supply the most
current information.
Summary
Inspection of a crankshaft is necessary at rebuild to determine if the crankshaft can be used again, salvaged, or discarded. The visual inspection will determine if the crankshaft can be used again as-is or after reconditioning. This
guideline provides the criteria for visual inspection and magnetic particle of crankshafts.
If a crankshaft is within the inspection guidance that is shown in this guideline and the guidelines that are referenced, then the crankshaft can be expected to give normal performance until the next overhaul when the crankshaft is used
again in the same application. If this guideline shows that a crankshaft cannot be used again, then do not use the crankshaft again. Correct any engine conditions that could have caused the need for reconditioning.
This guideline provides the procedures necessary for salvage machining, grinding, polishing, and shot peening Cat crankshafts. Many crankshafts can be used again in the same application after being salvaged.
The journals on a used crankshaft must be checked for size, roundness, straightness, wear on the thrust face, and the surface texture. If the crankshaft is ground undersize, then lobing, radius, straightness, and hardness of the journal
must also be checked.
This guideline gives the procedure for measuring and straightening of crankshafts. If a crankshaft meets the specifications found in this guideline, then the crankshaft can be expected perform normally until the next overhaul when the
crankshaft is used again in the same application.
Some bent crankshafts can be used again if the crankshaft is properly straightened. Measuring the crankshaft carefully is the first step in the salvage procedure.
Note: Crankshafts from C9, C10, C11, C12, C13, and C15 series engines should not be straightened. If the crankshaft from any of these engines are bent more than the allowable specifications listed, then the crankshaft should be
replaced.
Note: Grinding a crankshaft is not always necessary. Most crankshafts can be returned to service after only a light polishing and cleaning.
Crankshafts that have been reground for marine engines are approved by some marine certification societies and by some insurance companies. Contact the insurance company or a representative from the marine certification society
for acceptability of crankshafts that have been reground.
If the crankshaft is ground and polished according to this guideline, and meets the criteria of the inspection documents within the "Service Letters and Technical Information Bulletins" section of this publication, then the crankshaft
can be expected to give normal performance until the next rebuild.
Never install a crankshaft that fails specification references in this guideline. During reconditioning, correct any conditions that might have caused the original failure.
Service Letters and Technical Information Bulletins
NOTICE
The most recent Service Letters and Technical Information Bulletins

that are related to this component shall be reviewed before beginning
work. Often Service Letters and Technical Information Bulletins
contain upgrades in repair procedures, parts, and safety information
that pertain to the parts or components being repaired.
References
Table 2
References
Media Number Title
"Why Reuse and Salvage Parts"

Channel1
https://channel1.mediaspace.kaltura.com/media/Why+Reuse+and+Salvage+Parts/0_ae9rhu2z
SEHS8468 Special Instruction "Crankshaft Cleaning Procedure"
SEHS9031 Special Instructions , "Storage Procedure for Caterpillar Products"
SEHS9182 Special Instruction "Procedure for Handling, Cleaning, Assembly, Installation, and Protection of Service Replacement Crankshafts for 3600 Family Engines"
SMHS6959 Special Instruction "Installing Crankshaft Seals And Wear Sleeves Using The Former 9S-8868, 9S-8873, 9S-8881 And 9S-8888 Tools Groups"
Tooling and Equipment
NOTICE
Failure to follow the recommended procedure or the specified tooling

that is required for the procedure could result in damage to
components.
To avoid component damage, follow the recommended procedure using

the recommended tools.
Table 3
Required Tooling and Equipment
Part Number Description
0S-1616 1/4" - 20 X 1" Bolt
1A-4273 5/8" - 18 X 1 1/4" Bolt
1F-1160 Cold Chisel
1P-2321 Puller
1P-3075 Slide Hammer Puller
1U-5601 1/4" Drill Bit
1U-5608 25/64" Drill Bit
Nylon Bristle Brush

1P-5571
9.5 mm (⅜ inch)
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Nylon Bristle Brush

1P-5572
19 mm (¾ inch)
Nylon Bristle Brush

1P-5573
31.8 mm (1 ¼ inch)
Nylon Bristle Brush

1P-7429
114.3 mm (4 ½ inch)
Nylon Bristle Brush

1P-9788
127.0 mm (5.0 inch)
1U-7600 Slide Hammer Puller
2W-1733 Seal
2W-2288 Plug
3P-1568 Dial Indicator
3T-5447 Hydraulic Pump

4C-3377 1/4" Extractor
4C-4426 305 mm (12.0 inch) Extension
Nylon Bristles
4C-5552
57.2 mm (2 ¼ inch)
Nylon Bristle Brush

4C-6342
88.9 mm (3 ½ inch)
Nylon Bristle Brush

4C-6343
101.6 mm (4 inch)
Nylon Bristle Brush

4C-6344
139.7 mm (5 ½ inch)
Nylon Bristle Brush

4C-6345
152.4 mm (6 inch)
Nylon Bristle Brush

4C-6346
165.1 mm (6 ½ inch)
Nylon Bristle Brush

4C-6347
177.8 mm (7 inch)
Nylon Bristle Brush

4C-6348
190.5 mm (7 ½ inch)
Nylon Bristle Brush

4C-6349
203.2 mm (8 inch)
Nylon Bristle Brush

4C-6350
241.3 mm (9 ½ inch)
V.C.I Oil / Rust and Corrosion Preventative

4C-6792
18.93 L (5.00131 US gal)
V.C.I Oil / Rust and Corrosion Preventative

4C-6794
1.0 L (0.26420 US gal)
4W-6358 Bolt
4W-8089 Bolt
5P-0537 Washer
5P-4163 Indicator Contact Point
5P-8247 Washer
5P-8637 Crankshaft Support Group
6V-2010 Polishing Stone
6V-6000 Dial Indicator
6V-6035 Hardness Tester
Nylon Bristle Brush

6V-3182
7.9 mm (5/16 inch)
Nylon Bristle Brush

6V-3183
11.1 mm (7/16 inch)
Nylon Bristle Brush

6V-7067
6.4 mm (¼inch)
Nylon Bristle Brush

6V-7091
12.7 mm (½)
Nylon Bristle Brush

6V-7092
15.9 mm (⅝ inch)
Nylon Bristle Brush

6V-7093
25.4 mm (1.0 inch)
Nylon Bristle Brush
6V-7094
38.1 mm (1 ½ inch)
Nylon Bristle Brush

6V-7095
44.5 mm (1 ¾ inch)
Nylon Bristle Brush

6V-7096
50.8 mm (2.0 inch)
6V-7926 Dial Indicator Group
7B-0337 Surface Plate
7E-4201 Bolt
7E-4725 Washer
7H-1940 Universal Attachment
7H-1941 Dial Indicator Base
7H-1948 Swivel Post
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7H-3171 Plug
7N-2003 Dowel
8L-9802 Plug
8J-1600 Oil Filter
8J-8850 Oil Filter
8T-5096 Dial Indicator Test Group
9A-1593 Surface Texture Comparison Gauge
9F-2247 Plug
9S-9081 Sling
Ultrasonic Couplant
9U-7981
3.2 FL. oz (94 ml)
128-4845 Bolt Assembly
164-3310 Infrared Thermometer
168-7720
or Ultrasonic Wear Indicator Group Kit
415-4055
168-7721
or Ultrasonic Wear Indicator
415-4051
168-7722
or Ultrasonic Probe
415-4052
222-3061 Air Drill
Nylon Bristle Brush

262-9727
12.7 mm (½)
266-2281 1/4 " Nylon Brush
303-9339 Lint Free Shop Towels
334-0519 Grease
383-8887 Dual Scale Feeler Gauge Set
386-3364 Straight Edge Ruler
Profilometer
448-3698
Non-Bluetooth Feature
448-8941 Counterweight
Outside Electronic Micrometer Set

473-8691
2-6 inch
1" X 72" U243 X 16 (P1200)

516-4613
Polishing Belt
1" X 72" U245 X 16 (P2400)

516-4615
Polishing Belt
55.5 mm X 1828.8 mm U243 X 16 (P1200)

516-4616
Polishing Belt
115 mm X 1828.8 mm U243 X 16 (P1200)

516-4617
Polishing Belt
121.5 mm X 1828.8 mm U243 X 16 (P1200)

516-4618
Polishing Belt
55.5 mm X 1828.8 mm U254 X 5 (P2400)

516-4619
Polishing Belt
115 mm X 1828.8 mm U254 X 5 (P2400)

516-4620
Polishing Belt
121.5 mm X 1828.8 mm U254 X 5 (P2400)

516-4621
Polishing Belt
FT0128 Driver
FT0129 Sleeve
FT0130 Driver
FT0131 Sleeve
FT0132 Driver
FT0133 Sleeve
- Loctite® 620
Dealer Specific Machine for Grinding Crankshafts, Grinding Wheels, and Accessories
Dealer Specific Crankshaft Polisher
Dealer Specific Machine for Balancing Crankshafts
Dealer Specific Air Gauge
Dealer Specific Equotip or Ultrasonic Hardness Tester
Dealer Specific Oil Hole Cleaning Brush
Dealer Specific Oil Hole Chamfer Salvage Tooling
Dealer Specific Pneumatic machine for shot peening (1)
Dealer Specific Test fixture for Almen strips
Dealer Specific Standard test strips
Dealer Specific Holders for test strips
Dealer Specific Almen gauge in SAE Standard J442
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(1) Caterpillar prefers a pneumatic machine that is capable of producing consistent coverage with the intensity to meet Caterpillar requirements.
Crankshaft Nomenclature
(1) Flange
(2) Fillet
(3) Web
(4) Sidewall of the Journal
(5) Connecting Rod Journal
(6) Flange
(7) Front Shaft
(8) Main Journal
(9) Oil Hole
(10) Hub
(3) Web
(4) Sidewall of the Journal
(11) Machined Area of Sidewall
(12) Flash-line
(13) Trim Line for Flash-line
(6) Flange
(14) Threaded Area
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(14) Threaded Area

(15) Keyway
General Information
When a crankshaft is removed, installed, or moved, be careful not to damage the journals. Use nylon slings with a capacity greater than the weight of the crankshaft. Refer to Illustration 7.
Nylon straps
Put slings into position around two main journals or two rod journals that are equal distance from the ends of the crankshaft. Ensure that metallic objects do not come in contact with bearing journal surfaces, fillets, or other important
machined areas.
If a crankshaft is lifted by any other method, some type of protection such as thick rubber hose, plastic tubes, or soft brass must be put at the point of contact with the journals. These protective materials must be checked regularly for
signs of wear and/or embedded metal particles.
Prior to Visual Inspection

1. Immediately after a crankshaft has been removed from an engine, look for any clear signs of heavy damage that cannot be corrected by reconditioning.
2. Clean the outside of the crankshaft with a high-pressure wash, steam, solvent, degreasing vapor, or a caustic cleaning and rinse.
3. Perform "Crankshaft Cleaning Procedure".
4. Perform "Crankshaft Visual Inspection".
Crankshaft Cleaning Procedure

New or remanufactured crankshafts are covered in a rust preventative material. The crankshafts removed from engines are covered in engine oil, also a rust preventative. Before the crankshaft can be installed in an engine, the
crankshaft must be cleaned according to the procedure given in this instruction.
This cleaning procedure is necessary to remove all the rust preventative material and to clean all oil passages. After the cleaning procedure has been completed, install a plug in the hole at the side of each connecting rod journal.
Do not perform any procedure, outlined in this publication or order any parts until you read and understand the information contained within.
General Information
Note: For a new or remanufactured crankshaft, it is not necessary to remove the threaded plugs or core plugs that are at the side of the connecting rod journals. It is necessary to flush all oil passages according to the procedures in this
instruction.
If an original crankshaft is to be used again in an engine rebuild procedure, then the oil plugs must be replaced with new oil plugs. Remove and discard all the original oil plugs from the crankshaft and give the crankshaft and the oil
passages a complete and thorough cleaning. Refer to the "Plug Removal" section within this document for further guidance removing oil plugs.
Any debris from normal use such as carbon deposits or sludge not removed from the oil passages of a crankshaft will cause bearing failure. It is especially important to clean crankshafts that have been reground. No grinding debris
such as metal chips and abrasive material can remain in the oil passages.
Always use the procedure shown in this instruction to clean the crankshaft before it is installed in an engine.
If the crankshaft is not to be inspected or installed immediately, then flush the oil passages with clean oil and put plastic plugs in all oil passage openings. Put a rust inhibitor over the complete crankshaft to prevent damage. The
recommendation is to use VCI (Volatile Corrosion Inhibitor) storage bags if the storage period is to be for more than 30 days.
Brushes for Cleaning Procedure

Good quality nylon brushes are necessary to perform the cleaning procedure.
NOTICE
Do not use a brush that has worn or loose bristles. DO NOT use a
brush that has metal bristles. Metal bristles that break off and are not
removed can damage the bearings, crankshaft and/or other engine
parts.
If Using Cat Nylon Bristle Brushes
(A) Nylon Brush
(B) 4C-4426 Extension
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If Cat nylon bristle brushes are used to clean a bores, a 305 mm (12.0 inch) 4C-4426 Extension (B) is required to attach the brushes to the extension. Select the appropriately sized brush, based on the bore size.
1. To use the 4C-4426 Extension (B), cut the twisted wire handle off nylon bristle brush (A) to the length needed to perform the task.
2. Slide the twisted wire handle into extension .
3. Use the two setscrews to hold the brush in place.
Flushing (Cleaning) Tools
Crankshaft oil passages usually cannot be cleaned correctly or completely when only a high-pressure wash, or a high-pressure nozzle, is used to do the cleaning procedure. A nozzle that has an aerated (air assisted) liquid flow for
cleaning is recommended.
Use a 2 to 3 percent (by volume) alkaline cleaning solution (detergent) with the cleaning gun. Temperature of the cleaning solution must be 43° C to 66° C (110° F to 150° F). When connecting the cleaning gun, the recommendation is
to install a pump capable of supplying the cleaning solution at 114 liter/min (30 gpm) and 860 kPa (125 psi). Adjust the cleaning gun pressure to 620 kPa (90 psi).
Install a 20 micron filter for filtration of the cleaning solution. An 8J-8850 Oil Filter with an 8J-1600 Oil Filter can be installed as a filter for the cleaning solution.
Note: To accomplish the cleaning procedure, first clean all oil passages thoroughly with the correct brush size. To remove debris (sludge, metal chips, etc.), use the cleaning gun with the cleaning solution to flush (wash out) each oil
passage.
Use a flashlight and/or bore scope to inspect each passage and make sure that the passages are all clean. If the cleaning procedure is not done completely and thoroughly, debris in the crankshaft oil passages can loosen and cause
problems after the engine is rebuilt and put into operation.
Plug Removal
Removal and Installation of Threaded Plugs
Plugs must be removed, discarded, and replaced with new plugs. The oil passages must be thoroughly cleaned after visual inspection and any necessary reconditioning operations have been made.
1. If the oil plug is staked, then use a 10.0 mm (0.39 inch) drill to remove staked metal around the plug.
Note: If a plug cannot be removed easily with the use of a 3/16 in Allen Wrench, then drill through the plug with a 6.0 mm (0.24 inch) drill and remove the plug with a 1/4" easy out remover.
2. After the oil passage has been cleaned, check the threads of the oil passage for damage. Clean up any nicked threads or those with burrs using the appropriate chaser tap. Inspect worn threads with an oversize no go plug gauge.
Install with new plugs and tighten to the proper torque. Different crankshafts use different torques for the plugs. Refer to the specific specifications manual for your engine for the proper torque. Refer to "Crankshaft Cleaning
Procedure" for the procedure to clean the oil passages.
Some V-Engines with a 158.75 mm (6.250 inch) bore use a special self-locking bolt with a hexagonal socket head instead of the threaded plug. This bolt can be removed with a 3/8 in Allen Wrench. After the oil passage has been
cleaned, install a self-locking bolt and tighten to the proper torque.
Removal and Installation of Lightening Hole Plugs
1. Attempt to remove snap rings using snap ring pliers.
Note: Some snap rings can be difficult to remove with pliers, if that is the case try alternative methods. Attempt to remove the snap ring with two screwdrivers, or cut the snap ring in half with a 1F-1160 Cold Chisel. Regardless
of the method, be careful not to damage the snap ring groove or the bore.
2. Remove the plug with a 1P-3075 Slide Hammer Puller. Make a small hole a little off-center of the plug for easier removal.
3. Clean oil passages.
4. Install new core plugs. If the snap ring was twisted or cut during the removal process, install a new snap ring. Make sure that the new snap ring fits correctly in the snap ring groove. Refer to Table 4 for the correct drivers and
sleeves that are needed for the installation of the plug and the snap ring.
Note: Use 8L-9802 Plugs in V-Engines that have a 158.75 mm (6.250 inch) bore. Make sure that the plugs are installed.
Table 4
Drivers and Sleeves for the Installation of the Core Plug
Model Driver Sleeve
619C and 824 Tractor Engines D326, D337, D343, and D336 Engines FT0128 FT0129
641, 650, 651, 657, 660, and 666 Tractor Engines FT0130 FT0131
D353, D379, and D398 Engines in all applications FT0132 FT0133
Crankshaft Cleaning Procedure
Sludge, metal chips, and/or other foreign material that is forced from
the oil passages under pressure can cause personal injury if the proper
protective measures are not used.
Always wear protective clothing and eye protection when removing and
installing crankshaft plugs, cleaning oil passages with a brush and
electric drill, or when using the cleaning gun with the hot cleaning
solution.
1. During any disassembly of the crankshaft, use plugs or covers to protect crankshaft oil passages. Use the correct lifting device for each crankshaft to avoid damage to the bearing journals and seal surfaces.
2. Remove as much external dirt and oil as possible before the final cleaning procedure. This cleaning will reduce the amount of contamination to the cleaning solution and the cleaning solution tank. Use steam cleaning or another
similar procedure to remove external dirt and any rust preventive coating.
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Cross section of a typical crankshaft

(15) Crankshaft
(16) Plug
(17) Internal Oil Passage
Note: Step 3 is not necessary for a new or remanufactured crankshaft.
3. Remove all covers and plugs from the crankshaft oil passages. Refer to the section, "Plug Removal" within this guideline.
Use the correct brush to clean the oil passages thoroughly.
4. Clean the Oil Passages
It is important for the oil passages to be thoroughly cleaned. The oil holes must be cleaned from every possible angle to ensure that the oil holes are cleaned correctly. The oil holes must be cleaned from both the rod journal and
the main journal ends. Also, the oil holes must be cleaned through the holes that lighten the crankshaft or the plug end of the oil holes. To make sure that oil passages are kept free of debris, flush all passages with solvent during
the procedure to clean oil passages. After the oil passages are thoroughly cleaned, use an air hose to remove the remainder of the solvent.
NOTICE
Do not operate the electric drill unless the end of the brush is in the oil
passage. This step is especially important because crankshaft journals
can be damaged by the metal end of the brush. Operate the electric
drill at approximately 300 RPM.
a. Choose the correct size brush for the cleaning procedure. The diameter of the brush must be slightly larger than the diameter of the holes that are to be cleaned. Refer to Table 3 for brush specifications.
b. Put the brush in a variable speed electric drill. Use a petroleum base cleaning solvent, with the brush and electric drill, to loosen any debris (sludge, carbon deposits, etc.) in the oil passages.
c. Where possible, ensure that the end of the brush goes all the way to the end of each oil passage. Each oil passage must be cleaned from every possible direction. Clean all cross-drilled holes (holes that intersect) especially
at hole ends. Clean these holes from both directions.
d. When most of the debris has been removed using the brush and cleaning solvent, use a cleaning solution of detergent and water with the brush to remove all debris that can be seen.
After all visible debris has been removed and flushed away, continue the cleaning procedure, especially in those areas that cannot be seen, or where it is difficult to see. Use a vigorous cleaning action with the brush while
continuing to flush the passages with the cleaning gun and cleaning solution.
e. Refer to Illustration 9, for those crankshafts (15) that use a threaded plug (16) in the hole at the side of each connecting rod journal, inspect the threads in these holes. If any of the threads are damaged or have burrs, use the
correct size thread tap to clean or repair the threads. Again clean the plug hole and threads with the brush and cleaning solution.
5. Install New Oil Plugs
Normally with new or remanufactured crankshafts, the plugs are sent in a package with each crankshaft. If necessary, refer to the Parts Identification Manual to verify the plug part number and quantity. If the threads in the
crankshaft are oversized, then install the new plug with an even coating of Loctite 620 on the threads.
Note: Do not use a plug if it is damaged or has burrs. Inspect each plug and remove all burrs before installation.
Oil plug installed
(18) "Staked" Oil Plug
(19) Top of Oil Plug
(20) Threaded Oil Plug
a. Refer to Illustration 11, install the correct part number plug (20) in each hole at the side of a connecting rod journal. Top surface of each plug (19) must be a minimum of two threads below the bottom of the counter bore.
b. Refer to the appropriate Disassembly and Assembly manual for assembly specifications. Tighten each plug to its correct installation torque. If the crankshaft has a 9F-2247 Plug or 7H-3171 Plug, then "stake" the
crankshaft at one location at the side of each plug hole, refer to Illustration 11, location (18) to hold the plug-in position. To "stake" the crankshaft, use a center punch and hammer to move the metal from near the plug
hole, so it goes over the top of the plug.
Note: The 2W-2288 Plug is a self-locking plug so it is not necessary to do the "staking" procedure. It is necessary though, to ensure that the plug is tightened to the correct installation torque.
c. If the crankshaft uses core plugs and snap rings in the lightening holes, then install the necessary core plugs and snap rings. Ensure that the snap ring is correctly seated in the snap ring groove.
d. After the plugs have been installed, again flush all crankshaft oil passages with the detergent and water cleaning solution to wash out any metal particles caused during plug installation.
e. Use clean water (no detergent) under pressure to flush the remainder of the cleaning solution from the oil passages, then use air pressure to dry the crankshaft. (Do not let the crankshaft surface dry by evaporation).
Note: Put a coat of clean engine oil on the crankshaft and in the oil passages to prevent rust damage.
f. If the crankshaft is not to be installed immediately, then flush the oil passages with clean oil and put plastic plugs in all oil passage openings. Put a rust inhibitor over the complete crankshaft to prevent damage. The
recommendation is to use VCI (Volatile Corrosion Inhibitor) storage bags if the storage period is to be for more than 30 days.
g. Before using a stored crankshaft, be sure to remove the rust inhibitor and all plastic plugs. Clean the crankshaft as necessary with the detergent and water solution to remove all evidence of the rust inhibitor. Be sure to
flush the crankshaft with pressurized water, then dry and lubricate it as necessary before installation.
Crankshaft Visual Inspection

After cleaning the crankshaft, the crankshaft must be inspected. The purpose of the crankshaft visual inspection is to determine quickly if the crankshaft can be reused as is, if the crankshaft will need any form of salvage machining, or
if the crankshaft is damaged beyond repair. Salvage machining can include a polish only or an under size grind and polish procedure.
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The inspection process should have begun during the disassembly and cleaning stages. After the crankshaft has been cleaned, then inspect the crankshaft systematically beginning at the journals and move section by section toward the
counterweights. The following procedures will provide guidance through the visual inspection process.
Crankshaft Bearings
The crankshaft bearings reveal the health of the bottom end of an engine at time of disassembly. Assessment of the crankshaft bearings is a critical step in the crankshaft salvage process. This assessment is as important as inspection of
the crankshaft. The bearings can reveal many underlying issues with the crankshaft in particular, but also with the engine as a whole and the conditions in which the engine operated. Having the physical main and rod bearings on hand
throughout the crankshaft salvage process will help the decision-making process go smoothly with justification for the actions taken. If the physical bearings are impossible to retain, then a high-quality photograph of both the front and
back of the bearings should be used.
Proper bearing analysis can determine crankshaft straightness, journal profile, journal taper, prior rebuild quality, block, and connecting rod bore condition and operating conditions. Inspect the crankshaft bearings for any potential
underlying engine issue. For further assistance on how to read and understand bearings refer to Reuse and Salvage Guidelines, SEBF8064, "Reuse and Salvage for Connecting Rods". The Reuse and Salvage Guideline, SEBF8064, is
an excellent resource to explain the importance of a proper inspection, preventative measures, and the long-term benefits of a quality crankshaft regrind or polish.
Journal Surface
Begin the visual inspection process of the crankshaft at the journals. Visually inspect every journal for any signs of damage or defect to determine the potential for reusability.
Broken or Cracked Journals
A journal that has any visible break or crack cannot be salvaged. The crankshaft must be discarded and replaced.
Typical example of a broken crankshaft or a cracked crankshaft
Do not reuse.
Do not reuse.
Do not reuse.
Journals with Smearing
Smearing is a form of adhesive wear. During adhesive wear, surfaces make physical contact and small high spots generate heat and micro weld themselves together. Because lubricant is often absent, heat continues to build until more
general melting and adhesion smearing develops.
When inspecting the crankshaft for smearing, the smearing observed is the transfer of bearing material micro welded onto the crankshaft. Journals with smearing can usually be used again after all smearing is removed. It is possible to
polish out light smearing. However, it is more likely to require grinding to remove smearing.
Due to the heat involved in the smearing process, it is recommended to check hardness after removal of smeared material. For procedures to check the hardness and dimensions of the journal.
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Typical example of smearing.
Salvage processes can be attempted.
Typical example of smearing
Journals with Heat Damage
Heat damage often results from a lack of lubrication, a spun bearing, or excessive smearing. Smearing and adhesive wear are sometimes discolored to a blue/black shade as a result of heat. If little or no discoloration is present, this
indicates that a significant supply of lube oil prevented extreme temperatures as adhesive wear progressed. Sufficient heat can be generated by adhesive wear to negatively alter the crankshafts heat treatment. When this happens, the
crankshaft should not be ground undersized and reused.
Heat damage can affect the hardness of the journal surface. Extra caution must be used if salvaging such a crankshaft. Only attempt to salvage heat damaged crankshafts if discoloration is minor, if the hardness of the journal is
acceptable and if there is enough material on the journal to be reground to undersize specifications. The journal hardness must be checked after grinding. For procedures to check the hardness of the journal.
Journal that shows moderate signs of heat and smeared material
Salvage grinding processes can be attempted.
Journals that show signs of significant heat and significant bluing.
Salvage grinding processes should NOT be attempted.
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Journals that show signs of heat and smeared material
Journals with Dents or Scratches
Circumferential scratching of journal surfaces is a sign of abrasive wear. Since journals are heat treated to high hardness levels, abrasive scratching is usually caused by even harder particles such as sand, grit blast, or sanding disc
particles. Small, fine abrasive particles have a tendency to polish the journal surface while larger, course particles cut and gouge the surface. Steel, cast iron, and aluminum chips are softer and seldom scratch the surface.
The following crankshafts can be used again after the journals are salvaged and only if the profiles and the finishes of the journal surfaces are acceptable. For the measurement of the profile and the surface texture.
Crankshafts that have a deep scratch on a rod journal or on a main bearing journal might be salvageable. The depth and the location of the scratch on the crankshaft are the main considerations when making a salvage decision.
Example of lightly scratched bearing journals
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The journal has a single heavy scratch on the circumference.
A journal that has a deep scratch going around the circumference might be salvaged. Depending on how deep the scratch is, a regrind might be possible. After grinding, the journal must meet the surface profile and dimensions.
Small dent on rod journal
Deep scratch on rod bearing journal
Illustrations 24 and 25 show dents and scratches on a rod journal.
Due to the torsional loading on a rod journal, do not reuse a crankshaft that has a small dent or scratch on a rod journal which cannot be removed by grinding undersize.
Depending on how deep the dent or scratch is, a regrind might be possible. After grinding, the journal must meet the surface profile, surface texture, magnetic particle inspection, and dimensions.
Main journals have a constant rotational load it may be possible to salvage main journals by polishing off the high spots of the small dent or scratch. Use the crankshaft again only if the dent or the scratch is shorter than half the width
of the journal, the dent, or the scratch does not go beyond the width of the bearing and the dent or the scratch does not go into a fillet. Refer to Illustration 25 as an example of a scratched journal that meets these requirements. Remove
any burrs with a 6V-2010 Polishing Stone and then polish the journal. After polishing, inspect the journal for surface texture and magnetic particle inspection. If the journal is not acceptable, then a regrind might be possible. After
regrinding, the journal must meet the surface profile, surface texture, magnetic particle inspection, and dimensions.
NOTICE
The polishing stone is only to remove the burrs or any raised edges. Do
not use the 6V-2010 Polishing Stone to remove the entire defect.
Wear Steps on Journals
Wear steps can form on the journal surface from normal wear or from debris embedded in the bearing. If the wear step can be felt and has a sharp edge, it is likely from debris harder than the surface of the journal. This type of wear
step should be treated like a scratch. If a wear step can be felt on the surface of the connecting rod journal, do not reuse, but salvage processes may be attempted.
Wear steps that are worn into the crankshaft from normal operation usually cannot be felt easily. These are areas where the bearing micro-polishes the crankshaft. In these instances, do not regrind the crankshaft for only a visible wear
step. Use the crankshaft again without regrinding if the wear step maximum height of 0.018 mm (0.0007 inch) and the maximum width of 0.89 mm (0.035 inch) is not exceeded.
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Wear steps on the journal surface
This particular journal has other damage, for this example focus only on the wear steps.
Wear steps polished in the middle of the journal around the bearing oil passage. Inspect the journal surface for finish and diameters.
Acceptable step on a connecting rod journal
On some crankshafts, a wear step might become visible on double rod journals, refer to Illustration 27. In the situation of double rod journals, if the crankshaft journals do not need salvage techniques for any other reason, then do not
regrind the journal for only the visible wear step. If the journals are damaged to the point of needing a regrind, then it is acceptable to grind the rod journals with the double plunge method. Refer to section "Double Plunge Grinding"
for information on the double plunge method of grinding.
Wear step on the journal surface
Salvage processes may be attempted.
In Illustration 28, crankshaft journals with wear steps that can be seen or felt must be ground to an acceptable profile.
Water Damaged Journals
Unprotected crankshafts are susceptible to water damage through direct contact or humid environments. If water contacts the crankshaft, the metal begins to corrode. During the corrosion process pitting occurs and can destroy the
critical surface texture of the crankshaft journals. If heavy corrosion is present on the surface of the journals, then the oil passages must be inspected with a bore scope.
If corrosion is found within the oil passages, it is not recommended to salvage the crankshaft. If light corrosion is found on the journal surfaces and the oil passages are clear, then salvage processes can be attempted.
Typical example of corrosion.
The corrosion has destroyed the hardened surface of the crankshaft. Salvage grinding processes shouldNOTbe attempted.
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Typical example of corrosion.
The corrosion has pitted the hardened surface of the journals heavily. Salvage grinding processes shouldNOTbe attempted.
Visual damage from water on the journal surface.
Salvage processes can be attempted .Reuse a crankshaft that has damage from water only after the journal is polished and measured.
Visual damage from water on the journal surface.
Salvage processes can be attempted. Reuse a crankshaft that has damage from water only after the journal is polished and measured.
Journals Damaged During Machining
Careful salvaging of Cat crankshafts is critical for long-term durability. Sometimes damage may happen during the salvage machining process. Damage due to grinder heat or damage in critical areas such as in a fillet area or on the
journal surface must be inspected carefully to ensure the durability of the crankshaft.
Normal number of depressions on the bearing journal surface and a normal number of depressions in the fillet
Do not reuse the crankshaft if there is a high concentration of depressions on the surface of the bearing journal.
Reuse the crankshaft if there is few depressions on the surface of the bearing journal.
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Signs of chatter on bearing journal surface
Chatter is caused from the grinding wheel skipping on the surface of the journal. The journal must be reground. Chatter can be identified by horizontal, parallel lines on the journal surface. Reuse the crankshaft after the journal has
been ground, polished, inspected and the chatter can no longer be seen.
Improper finish of the journal
Do not reuse a crankshaft if the journal does not have the proper finish. If the surface texture is not within specifications, then the journal surface must be ground to the next undersize journal diameter. The finish must be suitable and
complete around the circumference of the journal.
Embedded metal particles and burrs on the surface of the bearing journal
Do not reuse a crankshaft if there are embedded metal particles and burrs on the surface of the bearing journal. The journal with embedded particles must be ground under size.
Oil Hole
Crankshafts with sharp edges at the oil holes can be used again after the sharp edges are removed and the oil holes are polished. Oil holes with debris in the oil hole must be thoroughly flushed of all debris. Refer to "Crankshaft
Cleaning Procedure".
Oil hole with sharp edges.
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Oil hole with sharp edges
Do not reuse a crankshaft if the oil holes have sharp edges.
Debris in oil hole
Do not reuse a crankshaft if there is debris in the oil hole. Clean and inspect all oil holes.
Fillet
Inspect the fillet area after the journals. Visually inspect every fillet for any signs of damage or defect to determine the potential for reusability. The fillet area is a stress riser for the crankshaft and is considered a high risk area. Extra
precaution must be made when making a reuse or salvage determination when visually inspecting the fillet area.
Signs of bearing material in the fillet
You may reuse a crankshaft if bearing material can be removed from the fillet by polishing.
Scalloped fillet on the main journal
You may reuse a crankshaft if a main journal has been scalloped. Scalloping looks like beach or lap marks. Usually scalloping is caused by chatter from the grinding wheel.
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Scalloped fillet on the rod journal
Do not reuse a crankshaft if a connecting rod journal has been scalloped. If there is enough material, it may be possible to grind the scalloping off the rod journal.
Pitting on a fillet
Do not reuse a crankshaft if pitting is present on a fillet. Use caution in making this reuse decision, the danger is in how deep the corrosion has penetrated the fillet area. If all pitting can be removed by grinding or polishing, then the
crankshaft may be salvaged. If pitting remains after grinding, then the crankshaft cannot be reused.
Pitting on a fillet
Do not reuse a crankshaft if pitting is present on a fillet. Use caution in making this reuse decision, the danger is in how deep the corrosion has penetrated the fillet area. If all pitting can be removed by grinding or polishing, then the
crankshaft may be salvaged. If pitting remains after grinding, then the crankshaft cannot be reused.
A journal that has been reground
After a journal has been reground, there may be a change in the contour of the lower part of the fillet. There may also be a change in the shape in the lower part of the fillet.
Reuse the crankshaft if the point of change in the contour of the fillet is above the point that is shown in Illustration 46. Make sure that the fillet blends smoothly with the journal surface.
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Fillets without a proper finish
Fillets without a proper finish must be ground to an acceptable finish according to the appropriate Crankshaft Specification Reuse and Salvage Guidelines.
Fillets without a proper finish
Fillets without a proper finish must be ground to an acceptable finish.
Fillet with marks from heat
You may reuse the crankshaft only if the hardness of the journal is acceptable.
Sidewall
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Wear step on the sidewall
Use the crankshaft again if the wear step is less than 0.12 mm (0.0047 inch) before grinding and the sidewall is smooth after grinding.
Damage to the sidewall
You may reuse the crankshaft after the raised material is removed and the sidewall is smooth.
Oil and carbon deposits on sidewall
You may reuse the crankshaft after the sidewall is polished and the deposits are removed. If polishing will not remove carbon deposits, then do not reuse the crankshaft.
Scratch on sidewall
You may reuse the crankshaft after the burrs are removed with the 6V-2010 Polishing Stone, and the sidewall is polished.
Use the following crankshafts after thorough inspection according to the section "Crankshaft Magnetic Particle Inspection for Cracks".
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Burns from grinding
Do not reuse a crankshaft that has burns from grinding.
Burns from grinding
Burns from grinding
Discoloration from grinding is caused by heat buildup generated during the grinding process. This excessive heat can damage the hardened surfaces of the crankshaft. The damage to the hardened surfaces can lead to a shortened
crankshaft life, even if the discoloration is removed. It is recommended not to reuse that any crankshaft that has any heat-related damage.
Thrust Face
Thrust Face Wear Step
Wear step on the thrust surface
You may reuse the crankshaft if the wear step is outside the surface of the thrust bearing and the dimensions are acceptable. If the wear step is in the surface of the thrust bearing, then the wear step must be ground out of the surface of
the thrust bearing. The dimensions must be acceptable after the step is ground.
Thrust Face Burr
On Certain machine C27/C32 engines the connecting rod may create a sharp burr on the thrust face of the crankshaft. The burr is commonly accompanied with radial scoring on the sidewall of the crankshaft and connecting rod.
If a sharp burr is found on the crankshaft, ensure that the mating connecting rod is inspected for any damage.
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Area between arrows is where side wall burr damage will occur.
Thrust Face Corrosion
Corrosion on thrust surface
You may reuse the crankshaft after the thrust face is polished and all corrosion is removed.
Thrust Face Smearing
Smearing on thrust face
You may reuse a crankshaft after the thrust face is polished and all bearing material is removed.
Thrust Face Wear Step
Wear steps on the thrust surface
The thrust face of the crankshaft is damaged in Illustration 61. Use the crankshaft only if the wear step can be ground clean without grinder burns and the dimensions of the thrust face meet the specifications.
Thrust Face Grinding Wheel Damage
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Damage from grinding wheel on thrust face
Do not reuse the crankshaft if the thrust surface has been damaged by the grinding wheel.
Thrust Face Grinder Burn
Grinder burns on the thrust surface
Do not reuse the crankshaft
Counterweight Inspection
Crankshaft counterweights are critical for balance and durability of the crankshaft. Some Cat crankshafts utilize a counterweight forged with the crankshaft, others utilized a bolt on counterweight. Counterweights need visual
inspection for damage. Sometimes, the joints between bolt on counterweights and crankshaft counterweight mounting pads require careful inspection.
Forged Counterweight Visual Inspection
Do not reuse a crankshaft with forged counterweights if there is excessive material or damage to the counterweight.
Damage to forged counterweight
Do Not Use
Bolt on Counterweight Inspection
If a bolt on counterweight is removed for any reason, then both surfaces of the joint must be inspected for fretting and other signs of damage. If fretting is excessive on the counterweight pad area, then either the counterweight or the
entire crankshaft assembly must be replaced. If the damaged counterweight is not serviceable, cannot be replaced, or the crankshaft cannot be rebalanced, then the crankshaft assembly must be replaced.
Note: It is recommended that the rear counterweight from crankshafts in machine engines be removed and inspect both surfaces of the joint.
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Graphical representation of counterweight fretting.

(21) Counterweight
(22) Counterweight Bolt Hole
(23) Fretting
3500 Counterweight pads are precisely machined with slight concavity and cannot be salvage machined. Due to the concave machining of the counterweight, fretting is normally seen at the outside edge of the counterweight and
crankshaft pads. The extent of fretting on the counterweight, and the location of the fretting, must be taken into account when making a reuse decision. Refer to Illustration 65 for a visual reference of fretting. Fretting on either surface
anywhere except the outside edges is not normal. C175 Counterwieght pads are machine to be flat, but the same visual inspections must be performed and examples below apply.
In general fretting is acceptable for reuse if the following are true:
Fretting is outward of the center line of the outer counterweight bolt bore.
Fretting that is not within 2 mm (0.08 inch) of the counterweight bolt bore.
The original machining marks are mostly still visible through the fretting.
Counterweight inspection.
Original machine marks are visible. Fretting is not present at the rim of the bolt hole. Fretting does not extend inward of the center line of the bolt hole.
Reuse
(A) 2 mm (0.08 inch) damage free zone surrounding bolt hole.
Original machine marks are mostly visible. Fretting is not extensive, not present at the bolt hole and does not extend inward of the center line of the bolt hole.
Reuse
Original machine marks are not visible and fretting is extensive (top arrow). Fretting is present within 2 mm (0.08 inch) of the bolt hole and extends inward of the center line of the bolt hole.
Do Not Reuse
Original machine marks are not visible and fretting is extensive. Fretting is within 2 mm (0.08 inch) of the bolt hole, extends past the center line of the bolt hole and into the inboard side of the counterweight. Distinctive fretting pits can be seen at the edge of the bolt hole.
Do Not Reuse
Crankshaft Counterweight Mounting Pad Inspection
Mounting pads with minor fretting outward of the center line of the outer bolt holes can be used again. The mounting pad may also be resurfaced slightly to remove pitting and to restore proper flatness.
Burrs or raised material can be removed from the mounting pad by using a 30 mm (1.2 inch) wide file. First, remove the dowel. Then use light pressure and remove only the material which prevents the counterweight from making
complete contact with the mounting pad.
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Counterweight Mounting Pad Inspection
Minor fretting toward the outside edge of the pad. Fretting is outward of the outer bolt hole center lines. Original machining marks are clearly visible through the fretting.
Reuse
Minor fretting outward of center line of the outside bolt holes. No fretting present at the edge of the bolt hole. Original machining marks are clearly visible through the fretting.
Reuse
Heavy fretting on mounting pad, worn through the machining marks. Fretting extends inward of center line of bolt hole.
Do Not Reuse Salvage Machine Mounting Pad if Possible
Heavy fretting and pitting on mounting pad, worn through the machining marks. Fretting is beyond center line of bolt hole and distinct at the edge of the bolt hole.
Do Not Reuse Salvage Machine Mounting Pad if Possible
NOTICE
For C175 only
Specifically C175 Counterweight pads can be machined only as an attempt to remove pitting. See diagram below. If machining is performed you must purchase new counterweights. Refer to your specific crankshaft part number to
ensure the correct counterweights are ordered.
NOTICE
If counterweights pads are machined and new counterweights are

installed the crankshaft must be balanced before returning to the
engine. Refer to the crankshaft balance section in this document.
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A. 112.0 +0.38 mm (4.41 +0.015 inch) 112.0 -0.5 mm (4.41 -0.02 inch)
B. 192.5 mm (7.58 inch)
C. 110.0 mm (4.330 inch)
Flattness once machined. 0.038 mm (0.0015 inch)
Surface finish to be Wsm 1.4 max with 2.5 cuttoff
Holes for Lightening the Crankshaft
Fine crack in lightening hole
Do not reuse a crankshaft if there are any cracks in the holes for lightening.
Keyway
Keyway of the crankshaft
You may reuse a crankshaft after the rough edges of the keyway have been removed with a file.
Tapered Shaft
Tapered shaft on the crankshaft
Use the crankshaft again after the burrs are removed with a 6V-2010 Polishing Stone.
Gear
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Crankshaft gears with broken teeth or pitted teeth
Do not reuse crankshafts with gears that have broken or pitted teeth.
Crankshaft gears with broken teeth or pitted teeth
Do not reuse crankshafts with gears that have broken or pitted teeth.
Seal Surface
Damaged seal surfaces can be reconditioned by installing a wear sleeve over the groove. Damaged seal surfaces can also be reconditioned by installing the seal to one side of the wear. For wear sleeve installation, refer to the Special
Instructions listed below for the process and refer to the Catalog listed below for the correct tooling. Refer to Special Instruction, SMHS6959, "Installing Wear Sleeves and Crankshaft Seals Using The Former 9S-8868, 9S-8873,
9S-8881, and 9S-8888 Tools Groups" for more information.
Groove on seal surface
Do not reuse a crankshaft if a groove is present on the circumference of the seal surface.
Groove on seal surface
Do not reuse a crankshaft if a groove is present on the circumference of the seal surface.
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Surface of oil slinger
The surface of the oil slinger on engines with a 158.75 mm (6.250 inch) bore must be free of scratches, burrs, or grooves.
Thread Inspection and Salvage
Inspect the flywheel and damper threads for damage. If the threads are damaged to the point of needing replacement, then it is acceptable to utilize the appropriate Heli-Coil standard insert. When utilizing a Heli-Coil insert, it is
recommended that adjacent holes should not be reworked and do not repair more than half the holes on either the flywheel or the damper end.
Following Visual Inspection

Specific instructions for the following steps are found in "Crankshaft Cleaning Procedure" in this guideline.
1. All threaded oil plugs must be removed and the oil passages cleaned thoroughly.
2. All the plugs from the core of the hole that lightens the crankshaft must be removed and the oil passages cleaned thoroughly.
Discard used oil plugs and replace with new after salvage process is complete.
3. The crankshaft must be prepared for storage.
Crankshaft Magnetic Particle Inspection for Cracks

Summary
This guideline provides the process for crankshaft magnetic particle inspection and the types of indications that could be detected. This guideline provides the acceptance criteria for cracks that may have been introduced during the
service life or during the reconditioning of the crankshaft. Crankshafts that meet the requirements in this guideline and in the specifications guidelines can be expected to give normal performance.
Note: Crankshafts that meet the Caterpillar criteria may not meet the criteria of marine certification societies.
Examples of marine certification societies are American Bureau of Shipping, Bureau Veritas, Korean Register of Shipping, Class NK, and RINA.
Glossary of Terms
Axial Indication - An indication traveling along the longest dimension of the component. Refer to the Section: "Circumferential and Axial Indications".
Circumferential Indication - An indication traveling around the circumference of the component. Refer to the Section: "Circumferential and Axial Indications".
Coil Shot - Longitudinally magnetizing the test part by placing the crankshaft inside a magnetizing coil and passing electrical current through the coil. This technique creates induced magnetization. The electrical current is only in the
coil and the magnetic field around the coil is induced into the component. Refer to the Section: "Magnetic Particle Techniques".
Continuous Magnetism Method - Magnetizing the test part immediately after or during application of the carrier solution.
Closed Indication - An indication that cannot be seen or felt after the particles have been removed. Refer to the Section: "Closed Indications".
Crack - A fracture in the steel. This type of discontinuity can be highly detrimental to the crankshaft. Refer to the Section: "Cracks".
Chicken Wire - A network of indications, normally only seen on unmachined, forged surfaces. Usually the result of excessive copper and heating.
Direct Magnetization - Circularly magnetizing the test part by securing the crankshaft between the head stocks and passing current through the crankshaft. Also referred to as “head shot” as electricity passes directly through the
component. Refer to the Section "Magnetic Particle Techniques".
Discontinuity - An interruption in the physical structure or configuration of a material or component. A discontinuity can be either a surface or subsurface discontinuity. (Examples: cracks, forging laps, machining tears). Refer to the
Section: "Important Areas of Inspection".
False Indication - Any collection of particles not held by a magnetic field and not caused by a material discontinuity. (Examples: fingerprints, smudges, drips). Refer to the Section: "Indication Examples".
Flash-line - An area along the length of a forging where the forging dies meet, often exhibiting concentrations of nonmetallic inclusions because of material flow during forging. This area is also referred to as the “parting line” or
“trim line”.
Forging Lap - A surface defect appearing as a fold in the steel. Forging laps occur during the forging of the crankshaft. Also referred to as "laps".
Grain Flow - The elongation of the crystalline structure of the steel. The grain flow is shaped by the forging dies. Grain flow is sometimes seen on magnetic particle inspection if the magnetizing amperage is too high.
Grinder Burn - A microstructural change in the material due to overheating at during grinding.
Grinder Cracks - Small cracks on a ground surface caused by overheating during grinding. Some grinder cracks are small and are rarely detectable by the unaided eye.
Head Shot - Circularly magnetizing the test part by securing the crankshaft between the head stocks and passing current through the crankshaft. Also referred to as “direct magnetization” as electricity passes directly through the
component. Refer to the Section "Magnetic Particle Techniques".
Indication - A collection of magnetic particles held in position by magnetic force. An indication can be relevant, non-relevant, or false. Refer to the section: "Indication Examples".
Imbedded Scale - Iron oxide, which flakes off during the forging operation and adheres to the forging dies. This scale will be imbedded into the crankshaft surface and will sometimes come out during machining, leaving a pit in the
machined surface. If the scale does not come out during machining, then the scale will be clearly visible.
Lap - A surface defect appearing as a fold in the steel. Laps occur during the forging of the crankshaft. Also referred to as "forging laps".
Linear Indications - An indication with length equal to, or greater than, three times the width. Refer to the Section: "Linear and Rounded Indications".
Longitudinal - Parallel to the crankshaft.
Manganese Sulfide Inclusion - A nonmetallic inclusion. Manganese sulfide inclusions are non-crystalline, relatively soft, elongated inclusions that usually do not affect the integrity of the crankshaft. Manganese sulfide inclusions are
often seen at the flash-line as manganese and sulfur are added to the steel for improved machinability. Refer to the Section: "Non-Metallic Inclusions".
Nonmetallic Inclusion - Chemical compounds and nonmetal material that is present in the steel.
Non-relevant Indication - An indication held by a magnetic field not due to a discontinuity (Examples: edges, corners, threads, machining marks). Refer to the Section: "Indication Examples".
Open Indication - An indication that can be seen or felt after the magnetic particles have been removed. Refer to the Section: "Open Indications".
Oxide Inclusion - A non-metallic inclusion that is hard, brittle, and angular. Oxide inclusions may be located away from the flash-line.
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Parting Line - An area along the length of a forging where the forging dies meet, often exhibiting concentrations of nonmetallic inclusions because of material flow during forging. This area is also referred to as the “flash line” or
“trim line”.
Ultraviolet Light - Light that has a higher frequency than white light. UV light is used to detect fluorescent magnetic particle indications.
Relevant Indication - An indication held by a magnetic field due to a discontinuity. Relevant indications can be open or closed, linear, or rounded, surface, or subsurface and circumferential or axial.
Residual Magnetism Method - Magnetizing the part before applying the carrier solution, relying upon the residual magnetism in the test part to attract particles. Refer to the Section: "Magnetic Particle Techniques".
Rounded Indications - An indication with a length less than three times the width. Refer to the Section: "Linear and Rounded Indications".
Scratch - A scratch is a form of an open indication. Scratches can look like cracks and must be checked with a magnifying glass. Upon inspection scratches are typically shiny at the bottom of the groove. Refer to Illustration 144.
Seam - Usually a long straight defect, found in most instances on the unmachined surface of the crankshaft. These are typically elongated laps or cracks in the original ingot or bar material.
Service Crack - A sharp discontinuity, individual or grouped, generally occurring on bearing or gear surfaces.
Stringer - Nonmetallic inclusions in material that has been elongated in the forging process.
Steady Rest Tear - A series of small cracks due to excess friction between the steady rest of the grinder and the crank journal.
Trim Line - An area along the length of a forging where the forging dies meet, often exhibiting concentrations of nonmetallic inclusions because of material flow during forging. This area is also referred to as the “parting line” or
“flash line”.
Indications
An indication is any collection of magnetic particles held in position by magnetic force that can indicate a discontinuity. There are three basic types of indications: relevant indications, non-relevant indications, and false indications.
Proper classification of the type of indication discovered is important. There are descriptive terms in use with indications. These terms include: linear indications, rounded indications, circumferential indications, axial indications,
surface discontinuities, and subsurface discontinuities.
Indication Examples
(1) Non-Relevant Indications - created by magnetism at corners and edges.
(2) Relevant Indication - created by this crack.
(3) False Indication - Fingerprints and smudges are not held by magnetism.
False Indications
False indications can be caused by any of the following: dirt, fingerprints, smudges, rust, an improper mixture of the carrier solution, and/or using too much current. A second inspection must be made after a false indication is found.
Thoroughly clean the area prior to the second inspection. False indications do not return. Refer to Illustration 83 for an example of a false indication.
Relevant Indications
An indication held by a magnetic field due to a discontinuity. Relevant indications can be open or closed, linear, or rounded, surface, or subsurface and circumferential or axial.
Open Indications
Note: An open indication is an indication that can be seen or felt after the magnetic particles have been removed. Open indications are caused by inclusions, pitting, large cracks, or heavy scratches. If an open indication cannot be
ground out or is found in a critical area, then the crankshaft cannot be reused. Refer to the section "Magnetic Particle Inspection" for further guidance.
An example of an open indication with the carrier solution under an ultraviolet light
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Illustration 84 without the carrier solution shown under white light.
An example of an open indication with the carrier solution under an ultraviolet light
Note: Scratches can look like open indications under magnetic inspection. Scratches can be checked with a magnifying glass and are shiny at the bottom of the groove. Refer to the section "Magnetic Particle Inspection" for further
guidance.
Closed Indications
Note: An indication that cannot be seen or felt after the magnetic particles have been removed. A closed indication is not necessarily a subsurface discontinuity nor does a closed indication imply acceptability. Often cracks, the most
serious type of defect, are closed indications.
An example of a closed indication with the carrier solution under an ultraviolet light.
An example of a closed indication with the carrier solution under an ultraviolet light.
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Cracks
Note: Cracks have rougher edges than other types of indications. Cracks are normally continuous. Some small cracks on journals might be able to be ground out. Cracks in any other area of the crankshaft are not permitted.
An example of a crack with the carrier solution under an ultraviolet light
Nonrelevant flash line indication due to trim line edge under ultraviolet light
Image 94 as seen under white light.
Some sharp linear indications may appear to be cracks but after further investigations are discovered not to be an actual crack. Sharp transitions near the flash-line can create non-relevant indications. Refer to Illustrations 94 and 95.
Linear and Rounded Indications
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Note: An indication with a length equal to, or greater than three times the width is considered linear. This length to width ratio is constant regardless the shape of the indication.
Examples of linear indications.
Note: An indication with a length less than three times the width is considered rounded. This length to width ratio is constant regardless the shape of the indication.
Examples of rounded indications.
Circumferential and Axial Indications
Indications can appear to travel along the axis or around the circumference of a component. Indications that travel along the axis is considered to be an axial indication. Indications that travel around the circumference of the component
is considered to be circumferential.
(4) Circumferential Indication
(5) Axial Indication
Forging Indications
Some abnormalities created in the forging process may have met the original manufacturing criteria for crankshafts. These indications will sometimes be discovered during reuse inspection. These indications will include forging laps,
seams, flash line, imbedded scale, and chicken wire.
Discontinuities
A discontinuity is any interruption in the normal physical structure of the steel. There are two general types of discontinuities: surface and subsurface discontinuities. Most relevant indications will be a type of discontinuity.
Note: A surface discontinuity extends to the surface of the crankshaft. Indications from surface discontinuities are typically bright, fine, and distinct.
An example of a surface discontinuity with the carrier solution under an ultraviolet light.
Note: Indications from subsurface discontinuities are typically broad, faint, and “fuzzy”. A subsurface discontinuity is wholly below the inspected surface.
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An example of a subsurface discontinuity with the carrier solution under an ultraviolet light.
Machining Discontinuities
After forging, the crankshaft must be machined. A result of machining process may cause various discontinuities. These discontinuities will include scratches, steady rest tears, grinder burn, and grinder cracks.
Non-Metallic Inclusions
Non-metallic inclusions are a form of discontinuity and are a result of segregated alloys in the steel. The inclusions are composed of chemical compounds and nonmetal material that is present in the steel. There are two likely types of
non-metallic inclusions: manganese sulfide inclusions and oxide inclusions.
Note: An inclusion that has been elongated due to the forging process is often referred to as a stringer.
Manganese Sulfide Inclusions
Manganese sulfide inclusions are non-crystalline, soft, elongated inclusions that usually do not affect the integrity of the crankshaft.

Example of a manganese sulfide inclusion
Oxide Inclusions
Oxide inclusions are of greater concern than manganese sulfide inclusions because oxides are often hard, brittle, and angular. Inclusions located away from the flash-line are typically suspected of being an oxide inclusion. Oxide
inclusions may appear distinctly brighter or wider than other flash-line indications.

Example of an oxide stringer.
Magnetic Particle Inspection
The crankshaft needs several inspections for cracks. A first inspection may show fine cracks in the journal. After the crankshaft is ground, a second inspection can show that the cracks were ground out. Crankshafts should be inspected
for cracks after any operation that includes straightening, grinding, or polishing. Inspect the journals, oil holes, and the fillets for cracks.
Note: The crankshaft must be cleaned thoroughly prior to beginning any inspection work. Dirty crankshafts can contaminate the solution and mask indications.
Equipment and Tooling
Table 5
Required Tooling
Equipment for magnetic particle inspection
Vee Blocks
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Machine for magnetic particle inspection
The magnetic particle inspection process must be used for crankshafts. Machines that use alternating current (AC) work better at detection than direct current (DC). The machine must utilize a carrier solution with the magnetic
particles. The magnetic particles must be seen under ultraviolet light.
The machine must be able to magnetize the crankshaft with contacts and a magnetizing coil.

The machine adapted for larger crankshafts.
The machine must be large enough to hold all crankshafts that will be inspected.

Carrier solution with magnetic particles
The carrier solution must not be seen under ultraviolet light. Follow the recommendations from the manufacturer for mixing the carrier solution with the magnetic particles. The solution must be mixed thoroughly by the pump.
Contaminated solution must be replaced following the manufacturer recommendation.
Magnetic Particle Techniques
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Circular Magnetization Method (Head Shot) - A circular magnetic field is utilized for locating defects in a longitudinal orientation. The technique is performed by securing the test part between the head stocks and energizing the
part end to end.
Longitudinal Magnetization Method (Coil Shot) - A longitudinal magnetic field is utilized for locating defects in a transverse orientation. The technique is performed by energizing a coil surrounding the test part.
Continuous Magnetism Method - The continuous magnetism method is utilized by magnetizing the test part immediately after or during the application of the carrier solution.
Residual Magnetism Method - The residual magnetism method is utilized by magnetizing the test part before applying the carrier solution. In this manner the technician is relying upon the residual magnetism in the test part to attract
particles.
Procedure for Crankshaft Magnetism Inspection

Inspection Microscope

Rests for crankshafts

Crankshaft on rests
1. Use the correct vee blocks and use the rests to ensure that the crankshaft is level.

Rollers
2. The crankshaft must be level for the magnetizing coil can move along the crankshaft. Use proper rollers making rotation possible.
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Set up for crankshaft with copper pads

Using a spacer
NOTICE
Be careful when utilizing a spacer on either end of a crankshaft. Once

the inspection is completed, check the ends of the crankshaft for
damage from sparks.
3. The ends of the crankshaft must make good contact with the pads. Use a spacer only when necessary. The use of braided copper pads helps to prevent sparks.
4. Magnetizing the crankshaft for 0.5 to 1.0 seconds is adequate. Magnetize and thoroughly inspect the crankshaft using both the head shot and coil shot techniques. Utilize the instructions given in Step 5 and Step 9 for amperage
guidelines.
Note: Alternating current concentrates the magnetic field at the part surface.

Controls for current
5. Adjust the controls on the machine for the correct longitudinal current. Refer to Table 6 for current recommendations.
There are various methods to determine adequate amperage:
Use a QQI or other manufactured defect gauge.
Use a hall effect meter to achieve a minimum 30 gauss at the inspection surface
Table 6
Current Recommendations for the Head Shot Method
Main Journal Diameter Approximate Amperage (AC) Approximate Amperage (HWDC, FWDC)
Up to 51 mm (2.0 inch) 700 A 1000 A
Up to 102 mm (4.0 inch) 1500 A 2000 A
Up to 153 mm (6 inch) 2300 A 3000 A
Up to 203 mm (8 inch) 3500 A 4000 A
6. Ensure that the concentration is correct. Thoroughly mix the carrier solution.
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7. Longer crankshafts are commonly processed in sections. More than one section can be inspected on smaller crankshafts. Pour the carrier solution along a section of the crankshaft. Immediately apply the current for 0.5 to 1.0
seconds while the solution drains. This technique represents the continuous method.

An example of a linear indication.
8. Inspect the crankshaft for cracks. Direct current magnetizing works best for finding linear indications.
9. Switch the current setting to go through the magnetizing coil. Adjust the controls on the machine for the correct coil shot current. Refer to Table 7 for current recommendations.
There are various methods to determine adequate amperage:
Use a QQI or other manufactured defect gauge.
Use a hall effect meter to achieve a minimum 30 gauss at the inspection surface
Note: Assume a strong field approximately 30.5 cm (12 inch) on either side of the coil. AC coils are often limited to approximately 1000 amps. Alternating current concentrates the magnetic field at the part surface.
Table 7
Current Recommendations for the Coil Shot Method
Approximate Amperage (AC) Approximate Amperage (AC)

Main Journal Diameter
Three turn coil Five turn coil
Up to 51 mm (2.0 inch) 2000 A 1000 A
Up to 102 mm (4.0 inch) 3000 A 2000 A
Up to 153 mm (6 inch) 4000 A 3000 A
Up to 203 mm (8 inch) 5000 A 4000 A
10. Longer crankshafts are commonly processed in sections. More than one section can be inspected on smaller crankshafts. Pour the carrier solution along a section of the crankshaft. Immediately apply the current for 0.5 to 1.0
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seconds while the solution drains. This technique represents the continuous method.

This circumferential indication represents a crack.
11. Inspect the crankshaft for cracks. The coil shot inspection will show the indications that go around the circumference of the journal.

Indicator of magnetic fields
12. Refer to the proper instructions for the machine to remove magnetism. The magnetic level must be less than five gauss. Use an indicator for magnetic fields to measure magnetism.
13. Thoroughly clean the crankshaft.
14. Remove the crankshaft from the machine.
15. Put a layer of oil on the crankshaft for protection.
Measurement Requirements
NOTICE
Precise measurements shall be made when the component and

measurement equipment are at 20° (68° F). Measurements shall be
made after both the component and measurement equipment have had
sufficient time to soak at 20° (68° F). This will ensure that both the
surface and core of the material is at the same temperature.
Important Areas of Inspection
Specific areas are shown in different colors according to importance.
Table 8
Red or A Yellow or B Green or C Orange or D White or E
No cracks allowed. No cracks allowed. No cracks allowed.

No cracks allowed. No cracks allowed.
No open indications allowed. No open indications allowed. Open indications smaller than 28.5 mm (1.12 inch) or wider than 0.15 mm (0.006 inch) permitted.
Fillet Area Inspection
Crankshafts with Fillet Radii Greater than 5.23 mm (0.206 inch)
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(1) Fillet
(2) Machined Journal Sidewall

(2) Fillet
Crankshafts with Fillet Radii Greater than 5.23 mm (0.206 inch)
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(2) Fillet
Crankshafts with fillet radii less than 5.23 mm (0.206 inch)

(2) Fillet
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(2) Fillet

(2) Fillet
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(2) Fillet
Fillet Area Inspection Examples
NOTICE
Do not use a crankshaft that has a crack affecting the fillet area.

Crack through the fillet area
Do not reuse the crankshaft.

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The indication at the junction of the fillet and the journal is a crack.

Fine fillet cracks

Fine fillet cracks

Fine cracks in fillet between two rod journals
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Fine cracks in fillet between two rod journals
Oil Hole Inspection
The nominal dimension outside the chamfer of the rod journal oil holes must be enlarged if the flash-line is in line with the oil hole.

The nominal 3.1 mm (0.12 inch) dimension outside the chamfer must be enlarged to 9.6 mm (0.38 inch) for the connecting rod journal oil holes if the flash-line is in line with the oil hole.

Example of flash line inline with oil hole.
Oil Hole Area Inspection Examples
The oil holes in the connecting rod journal are in line with the flash-line on these engines: D339, D342, D353, and D399.

Small crack in oil hole
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Small crack in oil hole

Fine cracks in the oil hole

Small cracks near the chamfer area
Journal Area Inspection
Journal Area Inspection Examples
Grind and polish the crankshaft to the next journal size if required. The crankshaft can be reused if there are no open indications within 3.0 mm (0.12 inch) of the chamfer area. There must be no cracks.
After a grind and polish procedure, reinspect the crankshaft. Ensure that all service cracks have been fully removed. Ensure that there are no grinder cracks introduced.
NOTICE
Check the hardness of all the journals after grinding.

This open indication is a scratch. The scratch is verified by the position of the indications combined with smooth edges.
Reuse the crankshaft.
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These indications are scratches. The scratches are verified by the position of the indications combined with smooth edges.

This indication is very fine and is representative of an inclusion or scratch and not a crack.

The ends of this horizontal indication travel at a 45° angle, this indication is typical of a torsional crack.

Multiple cracks.

This crack in the journal is connected and cannot be ground out.

The cracks are caused by heat.
Do not reuse unless fully removed.
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Larger cracks cannot be ground out.

Cracks remain after a crankshaft has been ground.
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The fine indication is visible after the crankshaft has been ground. The indication is not a crack and not in a critical area therefore can be reused.
Web Area Inspection
Do not reuse a crankshaft that has any indications in a “red zoned” web area. Do not reuse a crankshaft that has an open indication or a crack in the “yellow zoned” web area. Closed indications are permissible in this area.

Series 1100, Series 3100, Series 3208 and, Series 3508 engines
(1) “Red” Lightening Hole Area
(2) “Yellow” Web Area
(3) Rough Journal Sidewall
(5) “Red” Fillet Area
(6) “Yellow” Fillet Area
(7) “Yellow” Lightening Hole Area

The shaded areas are between the main and pin journal centerlines. There are no cracks allowed in the shaded portion of the web area.
(A) Accept
(R) Reject
Web Area Inspection Examples
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Groups of indications in the webs are normal. This indication is not a crack and is in the white zone.

This crack goes into a machined journal sidewall area.

This indication is on the web on the crankshaft and is not a crack. The indication does not touch the lightening hole. The indication does not go into a machined journal sidewall surface. Therefore the crankshaft can be reused.

Illustration 161 shown under white light. This indication is on the web and is not a crack. The indication does not touch the lightening hole. The indication does not go into a machined journal sidewall surface. Therefore the crankshaft can be reused.
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These forging laps are acceptable and can be any shape. Forging laps can be open or closed indications. Forging laps are often not as bright and distinct as a crack. Lap indications must not go more than 1.0 mm (0.04 inch) into a machined journal surface.

These forging laps are acceptable and can be any shape. Forging laps can be open or closed indications. Forging laps are often not as bright and distinct as a crack. Lap indications must not go more than 1.0 mm (0.04 inch) into a machined journal surface.

The lap indication goes around a corner. The area is in the counterweight which is away from any machined journal surface.

The indication was ground out in this large area. Make sure that any sharp edges are smooth.

The indication goes into a groove. Grinding revealed this indication was not a crack or a deep forging lap.
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A closer view of Illustration 167, highlighting the groove and the indication.

This indication is not a crack.

This indication is not a crack.

Crack in the lightening hole area.

Cracks in the lightening hole area
Illustrations 173 through 175 show that some shallow forging laps can be seen in several webs. These forging laps typically follow the shape of the crankshaft or the flash line. If there are no cracks, then the crankshaft can be used.
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Flange, the Shaft, and the Keyway Area Inspection
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(1) Front edge of keyway
Flange, the Shaft, and the Keyway Area Inspection Examples

(2) Cracks at the end of the keyway
(3) The gear is located in an area that has a crack.

(3) The gear is located in an area that has a crack.
Suppliers of Magnetic Particle Test Equipment
Note: Not all the manufacturers that follow have machines that can hold the larger Caterpillar crankshafts.
Magnaflux
3624 West Lake Avenue
Glenview, Illinois 60026
(847) 657-5300
(800) 421-1569 (Fax)
www.magnaflux.com
Magwerks
501 Commerce Dr.
Danville, IN 79455
(317) 241-8011
(317) 241-8015 (Fax)
www.magwerks.com
Gould-Bass
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1431 W. Second Street

Pomona, CA 91766
(909) 623-6793
(909) 629-1467 (Fax)
www.gould-bass.net
Measurement Requirements
NOTICE
Precise measurements shall be made when the component and

measurement equipment are at 20° (68° F). Measurements shall be
made after both the component and measurement equipment have had
sufficient time to soak at 20° (68° F). This will ensure that both the
surface and core of the material is at the same temperature.
Procedure to Measure Used Crankshafts for Bend

Tooling Setup

6V-7926 Dial Indicator
Use the 6V-7926 Dial Indicator for all measurements.

Typical air gauge and calibration blocks used for crankshaft measurement.

Air gauge tooling properly set up.

5P-8637 Supports
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Crankshaft support with rollers.
Crankshaft supports are sometimes referred to as V blocks.
Place two crankshaft supports on a machined granite slab, a surface plate, or a concrete floor. Do not use a work bench. The weight of the crankshaft may bend the work bench resulting in inaccurate measurements.

The magnetic base of the dial indicator must be held stationary with a piece of steel with three pads welded to the bottom.
Use a piece of steel to hold the magnetic base for the dial indicator. Weld three identical steel pads 120 degrees apart to the bottom of a piece of steel.
1. The crankshaft supports should be aligned before and after the crankshaft has been placed on the supports. Align the crankshaft supports such that both bases are an equal distance from an established reference point. A secured
metal strip that is parallel to the edge of a surface plate or a blue line on concrete are good reference points.

Position the crankshaft supports underneath the main journal bearings at the ends of the crankshaft.
2. Place the crankshaft with the crankshaft supports underneath the main journals at the ends of the crankshaft. Refer to Illustration 191. Check the crankshaft supports and the crankshaft to ensure that the supports are stationary
and aligned. The crankshaft must rotate in the supports, but not move horizontally.
Note: Ensure that the oil hole does not come in contact with the center of the crankshaft support. When possible, keep the crankshaft support to one side of the crankshaft journal but not into the fillet. The diameter of the
crankshaft journal should be the only point of contact with the crankshaft support.
Note: Use the same reference point used in Step 2 to align the base of the dial indicator. Using this reference point will ensure a more efficient procedure for setup and inspection.

The 5P-8637 Supports are positioned under the main journal bearings on the end of the crankshaft
3. Place the magnetic base of the dial indicator on the piece of steel. Put the contact point for the dial indicator on one of the main journals that are next to a crankshaft support. Refer to Illustration 192. Position the dial indicator so
the stem will not contact the oil hole. The contact point must be perpendicular to the bearing surface.
4. Once the adjustments are made, rotate the crankshaft 360 degrees to ensure that the travel of the dial indicator is sufficient. Adjust the dial indicator to zero.
Note: This procedure must be performed every time the crankshaft supports have been moved.
Procedure for Performing the Measurement
The procedure to be described is referred to as the step in method. This specific example is for a crankshaft with seven journals, but the basic principle applies to all crankshafts.
Table 9
Example V-Block and Measurement Positioning for a 16 Cylinder Engine
V-Block Journal Position Journal being measured
1 and 9 2 and 8
2 and 8 3 and 7
3 and 7 4 and 6
4 and 6 5
On all crankshafts, start by placing the 5P-8637 Supports on the farthest outside main journals and work inward. Take the Total Indicator Runout (TIR) measurement on the next interior main bearing journals directly next to the
crankshaft supports. Do not attempt any additional TIR measurements on other journals at this time. For example: If the crankshaft supports are on journals 1 and 7, then only journals 2 and 6 will be measured. When the crankshaft
supports are located on journals 3 and 5, only journal 4 will be measured. Refer to Table 9 for an example.
If you attempt to record the TIR for journal number 4 when the crankshaft supports are positioned at journals number 1 and 7 (or 2 and 6), you will take an inaccurate measurement because of sag at the center of the crankshaft. (The
same is true when the crankshaft supports are located on journals 3 and 5 and you attempt to measure journals 1 and 7.)
Note: The procedure for the 20 cylinder 359-0941 Crankshaft positions the V-blocks on main journals 1 and 11. The TIR for main journals 2 through 10 are then measured without moving the V-block position.
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The procedure used for the remaining C175 crankshafts is referred to as the step in method. This specific example is for a crankshaft with 7 journals, but the same principle applies to the 16 cylinder and 20 cylinder C175 crankshafts.
On these crankshafts, you will be placing the V-blocks on a specific main bearing journal and taking the TIR measurement on the main bearing journals to the INSIDE and next to the V-blocks. Do not make ANY other TIR
measurements besides the ones taken on the journals to the INSIDE next to the V-blocks. For example: Do NOT measure journals 3, 4, or 5 if the V-blocks are on journals 1 and 7. You should only be measuring journals 2 and 6. When
the V-blocks were on journals 3 and 5, you should only be measuring journal 4.
Note: The 3406, 3456, C15, and C18 crankshafts have a different TIR than other crankshafts and have different considerations for checking for straightness. Refer to "Special Considerations for 3406, 3456, C15, and C18 Crankshafts"
later in this document.
Note: Assume that the tooling was set up on the main journal.

5P-8637 Supports on journals 1 and 7 while measuring TIR of journals 2 and 6.
1. Position one support under each main journal on the far ends of the crankshaft. Refer to Illustration 193, the crankshaft supports are located on the main journals 1 and 7.
2. With the dial indicator set-up on journal number 2, rotate the crankshaft 360 degrees and record the Total Indicated Runout (TIR). The TIR is the difference between the highest readings and the lowest readings on the dial
indicator while the crankshaft is being rotated.
Note: If an oil hole comes in contact with a crankshaft support, the TIR will be incorrect. Try to keep the crankshaft supports to one side of the crankshaft journal, but not into the fillet, so the diameter of the crankshaft journal is
the only point of contact with the crankshaft support.
3. Move the dial indicator to journal number 6, and zero the dial indicator again. Rotate the crankshaft 360 degrees and record the TIR

5P-8637 Supports on main journals 2 and 6 while measuring TIR of journals 3 and 5.
4. Move the crankshaft supports towards the center of the crankshaft one journal to the main journals 2 and 6. Refer to Illustration 194.
5. Position the dial indicator on journal number 3 and zero the dial indicator. Rotate the crankshaft 360 degrees and record the total TIR. Repeat this step for journal number 5.

5P-8637 Supports on main journals 3 and 5 while measuring TIR of journal 4.
6. Move the crankshaft supports towards the center of the crankshaft one journal to the main journals 3 and 5. Refer to Illustration 195.
7. Position the dial indicator on journal 4 and zero the dial indicator. Rotate the crankshaft 360 degrees and record the total TIR.
Note: If there are two maximum points during the measurement of TIR, use an outside micrometer. Check for an out of round main journal.
Special Considerations for 3406, 3456, C15, and C18 Crankshafts
A different measuring procedure must be used for the 3406, 3456, C15, and C18 crankshafts. These crankshafts will use an adjacent journal check and a stack up tolerance check. You will be taking a TIR reading on main bearing
journal number 4 in each check. If the TIR readings on both checks are within specifications that are listed, the crankshaft is good.
Adjacent Journal Check
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Adjacent journal reading of main bearing number 4 with the crankshaft supports on journals 3 and 5
The adjacent journal check should be performed with the crankshaft supports positioned on main bearing journals 3 and 5. Perform the TIR reading on main bearing journal number 4 only. The TIR on main bearing journal number 4
should not exceed 0.18 mm (0.007 inch).
Stack-Up Tolerance Check

Stack up TIR reading on main bearing journal number 4
This check should be performed with the crankshaft supports positioned on main bearing journals 1 and 7. The TIR should be measured on bearing journal number 4 only. The TIR on journal number 4 should not exceed 0.54 mm
(0.021 inch).
Special Considerations for C175 Crankshafts
The following chart lists the position of the V-blocks and which corresponding journal that should be measured.
Table 10
C175-20
V-block Journal Position Journal to be Measured
1 and 11 2 and 10
2 and 10 3 and 9
3 and 9 4 and 8
4 and 8 5 and 7
5 and 7 6
C175-20 Part Number 359-0941
1 and 11 2 through 10
C175-16
V-block Journal Position Journal to be Measured
1 and 9 2 and 8
2 and 8 3 and 7
3 and 7 4 and 6
4 and 6 5
The TIR for C175 main bearing journals is 0.13 mm (0.005 inch). Since the journal that is resting on the V-block is considered "zero", the journal directly next to the V-block and to the INSIDE of the V-block cannot have a TIR that
exceeds 0.13 mm (0.005 inch).
In the following example, the TIR for journal 6 was 0.1778 mm (0.007 inch) when the V-blocks were resting on journals 3 and 7. Since the spec for the journal TIR for this crankshaft is 0.13 mm (0.005 inch), this crankshaft is out of
specs.

Example of a measured crankshaft. The C175-16 crankshaft is shown
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20 cylinder 359-0941 Crankshaft is shown
TIRs that are shown are the maximum allowable TIR for each journal. The TIRs are shown in INCHES
The TIR for the 20 cylinder 359-0941 Crankshaft will be taken with the V-blocks resting on main journals 1and 11. Measure the remaining main journals without moving the V-blocks from this position. The TIR increases towards the
center of this particular crankshaft to compensate for any deflection that may occur due to the length of the crankshaft.
Procedure to Measure Crankshafts after the Bearing Journals have been Ground
If a crankshaft is reground, journals must be in alignment with other surfaces of the crankshaft. The TIR for any of the measurements that follow cannot be more than specifications for the respective engine platform. The crankshaft
cannot be used again if the measurements are greater than specifications. Grind the crankshaft to the next standard size and then measure the crankshaft again.
Measurement of TIR on Hub Circumference or Flange for Flywheel
1. Put the crankshaft supports under the number two and six main journals. Put the contact point of the dial indicator on the circumference of the flywheel pilot. Refer to Illustration 200.
Note: The contact point must not be in the wear groove of the rear crankshaft seal.
Measuring the circumference of the front flange.

Measuring TIR

Measuring TIR
2. The contact point must be perpendicular to the surface and at the approximate centerline of the crankshaft. For all engines with a pilot hub for the flywheel, put the contact point for the dial indicator on the hub of the crankshaft.
Refer to Illustrations 201 and 202.
3. Turn the crankshaft 360 degrees and check TIR.
Measurement of TIR on Flange for Pulley or Damper and Flywheel

The measurement of the flange face for a pulley or a damper on a lathe. The measurement can also be made using 5P-8637 Supports if a lathe is not available.
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Refer to "Preventing Axial Movement of the Crankshaft" section of this guideline. Remove the 5P-4163 Indicator Contact Point. Install the 7H-1940 Universal Attachment to the dial indicator. Put the point for the universal attachment
on the face of the flange for the pulley or the damper. Refer to Illustration 205. The point of the universal attachment must be near the outer circumference of the flange face so that the point will not hit the holes in the crankshaft. Turn
the crankshaft 360 degrees and check TIR. Use the same procedure for the face of the flywheel flange.
Measurement of TIR on Main Bearing Journals

Measure the main bearing journals. Refer to "Procedure to Measure Used Crankshafts for Bend" section of this guideline. The maximum TIR specification for the main bearing journals of most reground crankshafts is 0.13 mm
(0.005 inch). The maximum TIR specification for the main bearing journals for 3406, 3456, C15, and C18 crankshafts are 0.18 mm (0.007 inch).
Measurement of TIR on Front Flange, Straight Front Shaft, or Hub Circumference

Perform the steps outlined under "Measurement of TIR on Hub Circumference or Flange for Flywheel" section of this guideline to check the TIR on the front flange, the straight front shaft, or the hub circumference. The contact point
must be perpendicular to the surface and at the approximate centerline of the crankshaft. Turn the crankshaft 360 degrees and check TIR. Do not allow the contact point to hit a keyway.
Measurement of TIR on Tapered Front Shaft

Measuring the tapered surface
Refer to "Preventing Axial Movement of the Crankshaft" section of this guideline. Put the contact point for the dial indicator near the end of the tapered surface. Refer to Illustration 204. The contact point must be perpendicular to the
tapered surface and at the approximate centerline of the crankshaft. Turn the crankshaft 360 degrees and check TIR. Do not allow the contact point to hit a keyway.
Preventing Axial Movement of the Crankshaft

The remainder of the measurements can only be done with accuracy if all axial movement of the crankshaft is prevented. One method is installing smaller crankshafts and medium crankshafts on a lathe in the center of the crankshaft.
Note: Do not use a lathe to check TIR of the main bearing journals of a large crankshaft. The weight of the crankshaft can cause an incorrect TIR.

Crankshaft with a steel ball that is pushed against a heavy steel object
A second method is by using supports with a hardened steel ball that has the diameter of 19.7 mm to 22.4 mm (0.62 inch to 0.88 inch). Put the steel ball in a machined center on the front end of a crankshaft. Push the crankshaft and the
steel ball against a heavy steel object. Refer to Illustration 205. Put oil on the steel ball. Do not move or dent the heavy steel object when pressure is applied. The crankshaft must be held against the steel object while the measurements
are taken.
Determine if a Bent Crankshaft Can Be Straightened

Note: Straightening of C175 crankshafts is not approved.
Note: Crankshafts from C9, C10, C11, C12, C13, and C15 series engines should not be straightened. If the crankshafts from these engines are bent more than the allowable specifications that are listed, then the crankshaft should be
replaced.
Follow this procedure to measure the overall TIR at the center main bearing.

The crankshaft is installed on supports. Measure the TIR at the center main journal bearing only. This measurement will determine if the crankshaft can be straightened safely.
1. Perform steps 1 through 4 of "Tooling Setup" section of this guideline.
2. Place the contact point for the dial indicator on the center main bearing. Refer to Illustration 206. The contact point must be to the side of the oil hole, perpendicular to the bearing surface, and at the approximate centerline of the
crankshaft.
3. Rotate the crankshaft to 360 degrees after the adjustments have been made. Moving the crankshaft ensures that there is sufficient travel for the dial indicator. Adjust the dial indicator to zero.
4. Turn the crankshaft 360 degrees and check the dial indicator. Make a note of TIR.
5. The crankshaft can be straightened if TIR is within the specifications found within the appropriate specification.
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Straightening a Bent Crankshaft

Crankshafts from C9, C10, C11, C12, C13, and C15 series engines should not be straightened. If the crankshafts from these engines are bent more than the allowable specifications that are listed, then the crankshaft should be replaced.
Grinding the bearing surfaces is one method that is used to straighten bent crankshafts. Although grinding the surfaces is easier, grinding is limited because the bearing surfaces must be completely ground. The finished size must not
be smaller than the next available undersize bearing.
Equipment Needed to Straighten Bent Crankshafts
Oven
Heating the crankshaft with an oven is crucial. The oven must heat the crankshaft to 177° to 232° C (350° to 450° F). To prevent cracks, do not straighten the crankshaft at room temperature. Temperature of the crankshaft can be
measured with a 164-3310 Infrared Thermometer. The temperature can also be checked with temperature recording crayons.
Hydraulic Press for Straightening
A hydraulic press is necessary to straighten the crankshaft. The press must be equipped with one or more dial indicators to measure TIR on the main bearing journals while the crankshaft is in the press.
Hydraulic presses are available from the following corporations.
Eitel Presses Inc.

97 Pinedale Industrial Road
Orwigsburg, PA 17961
http://www.eitelpresses.com/
Phone 570 366 0585
Fax 570 366 2536
Dake Corporation
724 Robbins Rad
Grand Haven, MI 49417
http://www.dakecorp.com/
Phone 800 937 3253
Fax 800 846 3253
NOTICE
To prevent damage to the crankshaft, the anvil and the ram must be
made from soft steel or copper and narrower than the bearing journal.
The use of an anvil or a ram that is wider than the bearing journal can
damage the fillet. Do not use Crankshaft Supports as a support for
straightening the crankshaft.
Equipment for Magnetic Particle Inspection
A crankshaft that has been straightened must be checked for cracks. The magnetic particle procedure must be used after straightening the crankshaft.
Machine for Shot Peening
Shot peening the fillet of the bearing journal on some crankshafts may be necessary. This procedure must be done after the crankshaft has been straightened.
Procedure to Straighten Bent Crankshafts

NOTICE
This procedure is not applicable for micro alloyed crankshafts.
1. Heat the crankshaft in the oven for a minimum of 1 1/2 hours. Do not use a torch. A torch does not produce an even heat. Straighten the crankshaft when the temperature is between 177°C to 232°C (350°F to 450°F).
2. Put anvils on each side of the main journal that will be straightened. Check for burrs on the anvil and the surfaces of the ram.
3. Turn the crankshaft so that the ram can make contact at the high point. Put a dial indicator in position to measure the deflection of the crankshaft.
4. Carefully put the ram against the main journal that will be straightened.
5. Put a small amount of pressure on the crankshaft and release the ram. The deflection during this step must not be more than one half of the TIR measured in "Procedure to Measure Used Crankshafts for Bend" section of this
guideline.
6. Check the straightness of the crankshaft. Put the contact point for the dial indicator against the main bearing journals. The contact points must be to the side of the oil holes. Turn the crankshaft and look at the dial indicator.
Apply more pressure and increase the deflection if the TIR on the main bearing journals next to the Crankshaft Supports is more than 0.13 mm (0.005 inch). The TIR for 3406, 3456, C15, and C18 crankshafts must not be
more than 0.18 mm (0.007 inch). After increasing the deflection, measure the TIR again.
7. Increase the amount of pressure in small increments, until the TIR on this journal meets the specifications. Be careful not to use too much pressure since excessive pressure can cause the crankshaft to bend in the opposite
direction. Cracks will occur if the crankshaft is bent in the opposite direction.
8. Repeat step 3 through 6 to straighten any other bent areas on the crankshaft.
9. Measure the amount of bend in the crankshaft according to the directions in "Procedure to Measure Used Crankshafts for Bend" section of this guideline.
10. Check the crankshaft for cracks. Especially check the fillets of the journal on the opposite side of the ram. Use the magnetic particle inspection.
Crankshaft Measurement
Preparing for Crankshaft Measurement

A crankshaft installed on three 5P-8637 Supports.
Place the crankshaft on a minimum of three supports. Place two supports on each end and at least one at the center of the crankshaft to eliminate sag. Refer to Illustration 207. The blocks should be on a sturdy work surface to hold the
crankshaft during the following procedures.
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Use an air gauge for taking measurements. If an air gauge is not available, then an outside micrometer with a vernier scale and a friction thimble must be used. The micrometer must have a graduation of 0.001 mm (0.0001 inch). For
greatest accuracy, use a gauge block to adjust the micrometer before each crankshaft is checked.
Procedure to Check for Out Of Round and Diameter

Measuring for out of round of the journal diameter
1. Air gauges are the preferred tooling however, outside micrometers are acceptable. Measure the rods and mains journal diameter at top dead center TDC.
2. Measure the rod and main journals 90 degrees from TDC. Refer to Illustration 208.
3. Be sure to keep the tooling out of the oil hole and the immediate area around the oil hole where the journal surface is lower.
The dimensions must be no greater than the specifications for the respective engine platform. The diameter of two rod journals can be 0.005 mm (0.0002 inch) under the minimum specifications.
Note: If the crankshaft has been ground undersize, subtract the undersize dimension of the crankshaft from the minimum or maximum dimensions. Refer to the Reuse and Salvage Guideline specifications for the respective engine
platform for the correct dimensions.
Procedure to Check for Taper

Taking the measurement on one side of the journal
Air gauges are the tooling for measuring, however outside micrometers with a graduation of 0.001 mm (0.00004 inch) are acceptable. Measure the diameter of the rod journal at TDC next to but not on each fillet . Measurements must
be taken on both sides of the journal. Refer to Illustration 209. The difference of the two measurements must not exceed the dimensions of taper.
Example
The diameter of the main bearing journal of a 2P-2842 Crankshaft on a 3306 Engine
Table 11
3306 Crankshaft
88.890 mm
One fillet
(3.4996 inch)
88.877 mm
Other fillet
(3.4991 inch)
0.013 mm
Difference
(0.0005 inch)
The difference is less than the reusable specification of 0.015 mm (0.0006 inch) for maximum taper. The journal has acceptable taper.
Procedure to Check for Wear of the Thrust Face
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Measuring the wear of the thrust face with a micrometer

The distance between thrust surfaces that should be measured
Use an inside micrometer. Measure the distance between the thrust surfaces. Refer to Illustration 210. The measurement between the thrust faces must be between the maximum and the minimum reusable specifications.
Note: When the crankshaft is installed, check for the correct crankshaft end play.
Procedure to Check Journal Straightness
Follow this procedure when specific measurements of journal straightness are necessary. The following tooling is required for this test. Refer to Illustration 213.
Table 12
Tooling for Measuring Profile
3P-1568 Dial Indicator or a similar indicator with the accuracy of 0.002 mm (0.0001 inch)
7H-1941 Dial Indicator Base and 7H-1948 Swivel Post Snug

Both parts are included in the 8S-2328 Dial Indicator Group.
7B-0337 Surface Plate
5P-8637 Vee Blocks

Crankshaft supports on a machined granite slab aligned with a machined straight edge.
1. Put the crankshaft supports on a concrete floor, a sturdy surface, or preferably a machined granite slab. Refer to Illustration 212.
2. Align the crankshaft supports with a machined straight edge and place the crankshaft on the supports. Ensure that the crankshaft is fully supported to eliminate any effects of sagging. Put a surface plate under the journal that will
be measured.

Measuring the profile of the crankshaft
3. Adjust the dial indicator so the contact point will slide against the top of the journal that will be measured.
4. Adjust the dial indicator to zero at the highest point of the journal diameter. Move the dial indicator base on the surface plate to stroke the journal diameter horizontally at intervals of 3 mm (0.1 inch). Refer to Illustration 216.
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5. Mark the location of each maximum indication reading on graph paper. When all the readings are taken, connect the points on the graph paper. Refer to Illustration 214.

The graph is acceptable because all points are within the width of 0.005 mm (0.0002 inch).
6. Place a second sheet of graph paper over the original piece to check that all the points are within the width of 0.005 mm (0.0002 inch). Refer to Illustration 215. If any points are outside this width, do not use the crankshaft again
unless the crankshaft has been ground.

The crankshaft is installed between centers on a lathe. A 3P-1568 Dial Indicator is mounted on the tool holder.
Use additional crankshaft supports to support the center of the crankshaft as needed.
Specific measurements of the journal profile can be taken by using both procedures. The procedures for checking a journal taper and profile are similar. The difference is placing the crankshafts on the centers of a lathe instead of
supports. A 3P-1568 Dial Indicator is mounted on the tool holder. The contact point is then adjusted to slide against the main journal or the rod journal horizontally at 3.0 mm (0.12 inch) intervals. Refer to Illustration 216. Repeat the
checking for taper procedure steps 5 and 6.
Equipment needed to Measure the Profile
Several companies make equipment for measuring the profile.
Taylor Hobson Ltd

PO Box 36
2 New Star Road
Leicester, LE4 9JQ, England
www.taylor-hobson.com
Phone 44 (0) 116 276 3771
Fax 44 (0) 116 246 0579
Mahr Federal Inc

1144 Eddy Street
Providence, RI 02905
USA
http://www.mahrfederal.com
Phone 1-800-343-2050
Fax 1 (401) 784-3246
Procedure to Check the Fillet of the Journal

There are two procedures for checking the radius of the fillet. Using the correct size of gauges is the preferred method. Use the bracket check method if the correct gauges are not available.
Procedure to Check Radius with Correct Gauge
Follow this procedure to check the fillet of the journal after the crankshaft has been ground.
1. Use a decimal radius gauge with a range of 2 mm to 20 mm (0.095 inch to 0.75 inch). Compare the profile of the radius gauge with the profile of the fillet. If the radius gauge matches the fillet, there will be no space between the
fillet and gauge. Refer to Illustration 218. A radius gauge in fractions can be used after the fractions are accurately converted to the decimal or metric equivalents.
Radius gauges are available from several companies, one of them is listed below.
Starrett
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www.starrett.com
Phone (978) 249-3551
Fax (978) 249-8495
1. Put the correct size of radius gauge into the fillet. The radius gauge must come into contact with the center of the radius.

Measuring the radius of the fillet

The gauge is the correct size because the entire gauge is in contact with the radius of the fillet.

The radius is too large. The nose of the gauge is the only part of the gauge that contacts the fillet.

The radius is too small. The gauge is contacting the radius at the shoulders of the gauge.
2. The radius of the crankshaft must meet the specifications for the respective engine platform to be reused.
Note: The appropriate engine platform specifications contain dimensions of radii before the peening operation. When possible, measure the fillets before the peening operation.
Procedure for Bracket Checking the Radii of the Journal Fillet
The bracket check should be used when the exact gauges cannot be found. It will be necessary to measure the radius of the fillet by using other gauges that have a larger radius and smaller radius than the specified fillet. Refer to the
following example.
1. Use a gauge that is smaller than the radius of the fillet. The nose of the gauge should contact the contour of the fillet. Refer to Illustration 219. If the shoulders of the gauge contact the fillet, then the gauge is larger than the fillet.
2. Use a gauge that is larger than the radius of the fillet. The nose of the gauge should not contact the contour of the fillet. Refer to Illustration 220. If the nose of the gauge contacts the fillet, the gauge is smaller than the fillet.
3. The bracket check method should show that the radius of the fillet is between the gauges. The crankshaft will give normal performance if the selected gauges are close to the specified radius of the fillet. The crankshafts must
also meet the other physical requirements.
Special Checking Procedure for Specific Crankshafts

The following information is used to check the radius of the rod and the main fillet. This information is only used for 1W-0400, 0R-5560, 0R-5474, and 0R-5164 crankshaft.
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Checking the radius of the rod
(9) Max Point of Tangency with Sidewall
(10) Typical Profile
The profile of the fillet must fall within Zones (A, B, and C).
The minimum radius in Zone (C) is 0.76 mm (0.030 inch).
The minimum radius in Zone (B) is 4.88 mm (0.192 inch).
The minimum radius in Zone (A) is 0.76 mm (0.030 inch). Double fillet intersection may occur in Zone (A). The intersection may contain a sharp peak. Refer to item (10).

Checking the radius of the main fillet
(9) Max Point of Tangency with Sidewall
(10) Typical Profile
The profile of the fillet must fall within Zones (A, B, and C).
The minimum radius in Zone (C) is 0.76 mm (0.030 inch).
The minimum radius in Zone (B) is 2.34 mm (0.092 inch).
The minimum radius in Zone (A) is 0.76 mm (0.030 inch). Double fillet intersection may occur in Zone (A). The intersection may contain a sharp peak. Refer to the Typical Profile.
Procedure to Inspect the Journal

Procedure to Check the Hardness of the Journal
Note: The hardness of the journals should be checked before any polishing operation.
If a journal shows signs of high heat or grinding, check the hardness of journal. A Non-Destructive Test (NDT) method such as using an Equotip hardness testing tool can be used.
Note: Do not use a sclerometer since this method may damage the crankshaft.
Follow the recommendations of the manufacturer for use of the hardness tester. The hardness readings must be within these tolerances.
Note: A soft spot may be found on a journal. Check both sides of the soft area if a soft area is discovered. If the hardness of the journal is within the specifications on both sides of the soft area, then the hardness of the journal is
acceptable.
NOTICE
On crankshafts such as the Series 3208 and Series 3300 families of

engines, the rear half of the rear main journal and the rear fillet can be
softer.
Procedure to Check Surface Texture

Example of profilometer checking the surface texture
The surface texture of bearing journals should be checked with 448-3698 Profilometer that will stroke the journal automatically. The radius of the stylus must be approximately 0.013 mm (0.0005 inch) and the unit should have a
0.80 mm (0.0315 inch) cutoff length.
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The travel direction of the surface texture measurement should be perpendicular to the grinding marks (A), as shown in Illustration 224.
Note: Do not exceed the The maximum permissible surface roughness for bearing journals.
Polish the journals if the surface roughness does not meet the specifications.
The surface texture of the thrust face must be at least 0.45 mm (0.018 inch). Ensure that no wear steps or marks occur from grinding on the surface.
Specifications and Measuring Procedures for C2.2C4.4, C6.6, and C7.1 Engines
Crankshaft Reusability and Salvage for C2.2 Engines
NOTICE
Standard Grind only
Table 13
Dimension
Standard Run Out Surface Texture (Ra)
Number
1 68.0 mm (2.677 inch) 0.04 mm (0.00157 in) 0.25 µm (9.842520 µinch)
2 52.0 -0.025 / -0.042 mm (2.047 -0.00098 / -0.00165 in)
7 90.0 -0.030 / -0.043 mm (3.543 -0.00118 / -0.00169 in)
Crankshaft Reusability and Salvage for C4.4 Engines
The reuse of the main bearing cap fasteners at first assembly is allowed up to three times. New fasteners are required should more than four torque attempts be required during first assembly. For prototype build and assembly slave
fixings must be used during the parent & fitted bore measurements, final assembly should then be completed with the original as supplied main bearing cap fasteners. If this tightening and reuse process is not followed, a main bearing
cap or crankshaft failure may occur.
Shell bearings can be reused provided there is no significant polish/scuffing on the bearing surface and that the bearing can be retained within the bearing housing (No significant loss in free spread)
Thrust washers can be reused provided there is no significant polish/scuffing on the bearing surface.
Note: For factory reworks where the crankshaft / main bearing caps are removed, new main bearing cap fasteners must be used.
For both the cast and forged crankshafts the mains and large end journals can be reground. SGI Crankshafts = 2 regrinds ( 359-0715, 359-0716, 376-4076, 455-3692, 455-3693, and 455-3694) Steel Crankshafts = 3 regrinds (
232-7400, 364-2829, and 466-4921). The regrinding depths are 0.250 mm (0.00984 inch), 0.510 mm (0.02008 inch), 0.760 mm (0.02992 inch). A journal surface texture of 0.25 µm (9.842520 µinch) Ra (Maximum) must be
maintained.
For both the cast and forged crankshafts, the crankshaft thrust faces can be reground once.
For both the cast and forged crankshafts the crankshaft palm can be reground to the minimum of the specified sealing diameter tolerance 133.27 mm (5.24684 inch) / 133.32 mm (5.24881 inch). A crankshaft palm surface texture of
3.0 - 6.0 µm (118.1102 - 236.2205 µinch) Rz and 6.5 µm (255.9055 µinch) Rz Max must be maintained without spirals.
Note: For Tier 2/3 Steel ( 232-7400 and 364-2829) components, a reapplication of the surface treatment is required on overhaul.
Specifications for C4.4 Crankshafts
Table 14
C4.4 Crankshaft Re-Manufacture Specifications (Tier 2/3)( 359-0715 and 359-0716)
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( 455-3692 and 455-3693)
Dimension Run
Standard 0.25 0.51 0.190 Surface Texture (Ra)
Number Out
76.180 mm (2.9992 inch) to 75.930 mm (2.9894 inch) to 75.670 mm (2.9791 inch) to Main 1:
1 0.25 µm (9.842520 µinch)
76.159 mm (2.9984 inch) 75.909 mm (2.9885 inch) 75.649 mm (2.9783 inch) N/A
68.01 mm (2.678 inch) to 67.76 mm (2.668 inch) to 67.50 mm (2.657 inch) to Main 2:
2 0.25 µm (9.842520 µinch)
67.99 mm (2.677 inch) 67.74 mm (2.667 inch) 67.48 mm (2.657 inch) 0.08
N/A
Main 3:
3 40.48 mm (1.594 inch) Maximum N/A
0.15
Main 4:
0.08
44.60 mm (1.756 inch) to Main 5:

5 44.22 mm (1.741 inch) to 44.15 mm (1.738 inch) 0.30 µm (0.01181 µinch) Ra (Maximum)
44.53 mm (1.753 inch) N/A
6 33.67 mm (1.326 inch) Minimum N/A

N/A N/A 3.0 - 6.0 µm (118.1102 - 236.2205 µinch) Rz 6.5 µm
7 133.27 mm (5.247 inch) Minimum
(255.9055 µinch) Rz Max
Minimum web Thickness Over Collar Face: Webbing 1: Webbing 2, 3, 6, and 7: Webbing 4 and 5: Web 8:
N/A
SGI Iron 18.98 18.53 19.28 22.83
Crankshaft End
Must be between 0.05 mm (0.00197 inch) and 0.38 mm (0.01496 inch) N/A
Float
Thrust Face Regrinding Depth 0.190 mm (0.00748 inch)
Thrust Face Surface Texture (5) 0.30 µm (0.01181 µinch) Ra (Maximum)
Crankshaft Balance SGI Crankshafts ( 455-3692 and 455-3693) 50 g.cm, each end
Table 15
C4.4 Crankshaft Re-Manufacture Specifications (Tier 2/3)
( 232-7400 and 364-2829)
Dimension Run
Standard 0.25 0.51 0.76 0.190 Surface Texture (Ra)
Number Out
76.180 mm (2.9992 inch) to 75.930 mm (2.9894 inch) to 75.670 mm (2.97913 inch) to 76.420 mm (3.0087 inch) to Main 1:
1 0.25 µm (9.842520 µinch)
76.159 mm (2.9984 inch) 75.909 mm (2.9885 inch) 75.649 mm (2.97830 inch) 75.399 mm (2.9685 inch) N/A
2 0.25 µm (9.842520 µinch)
63.470 mm (2.4988 inch) 63.220 mm (2.4890 inch) 62.960 mm (2.4787 inch) 62.710 mm (2.4689 inch) 0.08
N/A
Main 3:
0.15
Main 4:
0.08
44.60 mm (1.756 inch) to Main 5:

5 44.22 mm (1.741 inch) to 44.15 mm (1.738 inch) 0.30 µm (0.01181 µinch) Ra (Maximum)
44.53 mm (1.753 inch) N/A
6 34.17 mm (1.345 inch) Minimum N/A

N/A N/A 3.0 - 6.0 µm (118.1102 - 236.2205 µinch) Rz
7 133.27 mm (5.247 inch) Minimum
6.5 µm (255.9055 µinch) Rz Max
Number 1, 2, 3, 6, and 7: Number 4 and 5 Web 8:

Minimum web Thickness Over Collar Face:
18.44 19.3 22.73
Crankshaft
Must be between 0.05 mm (0.00197 inch) and 0.38 mm (0.01496 inch)
End Float
Thrust Face Surface Texture (5) 0.30 mm (0.01181 inch) Ra (Maximum)
Crankshaft Balance Steel Crankshafts ( 232-7400 and 364-2829) 100 g.cm, each end
Table 16
C4.4 Crankshaft Re-Manufacture Specifications (Tier 4) ( 376-4076, 455-3694, and 466-4921)
Dimension
Standard 0.25 0.51 0.76 0.200 Run Out Surface Texture (Ra)
Number
83.75 mm (3.29724 inch) 83.49 mm (3.28700 inch) 83.24 mm (3.27716 inch)

84.00 mm (3.30708 inch) to
1 to 83.73 mm to 83.47 mm to 83.22 mm Main 1: N/A 0.25 µm (9.842520 µinch)
83.98 mm (3.30629 inch)
(3.29645 inch) (3.28621 inch) (3.27637 inch)

68.01 mm (2.67755 inch) to Main 2: 0.08 mm
2 to 67.74 mm to 67.48 mm to 67.23 mm 0.25 µm (9.842520 µinch)
67.99 mm (2.67677 inch) N/A (0.00315 inch)
(2.66692 inch) (2.65669 inch) (2.64685 inch)
Main 3: 0.15 mm
(0.00591 inch)
Main 4: 0.08 mm
(0.00315 inch)
39.835 mm (1.56830 inch) 40.235 mm (1.58405 inch)

5 to 39.765 mm N/A to 40.165 mm Main 5: N/A 0.30 µm (0.01181 µinch) Ra (Maximum)
(1.56555 inch) (1.58130 inch)
6 39.39 mm (1.55078 inch) Maximum 0.25 µm (9.842520 µinch)

N/A N/A 3.0 - 6.0 µm (118.1102 - 236.2205 µinch)
7 133.27 mm (5.24684 inch) Minimum
Rz 6.5 µm (255.9055 µinch) Rz Max
Minimum web Thickness Over Collar Number 4 and 5:

Number 1: Number 2, 3, 6, and 7: Web 8:
Face: 19.51 mm
SG Iron Crankshafts (0.76811 inch)
Minimum web Thickness Over Collar Number 4 and 5:

Number 1: Number 2, 3, 6, and 7: Web 8:
Face: 19.51 mm
Steel Crankshafts (0.76811 inch)
Crankshaft End Float Must be between 0.10 mm (0.00394 inch) and 0.41 mm (0.01614 inch)
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Steel Crankshafts ( 466-4921) 100 g.cm, each end

Crankshaft Balance
SGI Crankshafts ( 455-3694) 50 g.cm, each end
Table 17
Crankshaft Journal Hardness for Tier 2/3 C4.4 Engines (Shore scale)
Steel Crankshafts ( 232-7400 and 364-2829) 63 Minimum
SGI Crankshafts (Induction Hardened) ( 359-0715 and 359-0716) 70 Minimum
SGI Crankshafts (Non-Induction Hardened) ( 455-3692 and 455-3693) 37 - 46
Table 18
Crankshaft Journal Hardness for Tier 4 C4.4 Engines (Shore scale)
Steel Crankshafts ( 466-4921) 67 Minimum
SGI Crankshafts (Induction Hardened) ( 376-4076) 70 Minimum
SGI Crankshafts (Non-induction Hardened) ( 455-3694) 37 - 46
The hardness of the journals should be checked before any polishing operation. If a journal shows signs of high heat or grinding check the hardness of the journal. A non-destructive Test (NDT) method such as using an Equotip
hardness testing tool can be used. Follow the recommendations of the manufacture for the use of the hardness tester.
Note: A soft spot may be found on a journal. Check both sides of the soft area if a soft spot occurs. If the hardness of the journal is within the specifications on both sides of the soft area, then the hardness of the journal is acceptable.
NOTICE
Do not use a sclerometer to test the hardness of the crankshaft as it

may damage the journal surfaces.
Bearings - Mains, Large Ends, and Thrust for C4.4
Oversize bearings are available to support the various crankshaft regrind options listed in "Crankshaft Reusability and Salvage for C4.4 Engines" Three oversize grades are available for the mains and large end shell bearings, 0.250,
0.510, & 0.760 mm. The thrust washer has one oversize grade 0.190 mm (0.00748 inch) (Tier 2/3) and 0.200 mm (0.00787 inch) (Tier 4) available. All oversize bearings are uniquely identified.
When servicing the crankshaft locate the fasteners within the bearing caps. If the caps have an interference fit, the caps must be pulled into place by tightening the fasteners (The caps must not be knocked into position as that may
dislodge the bearing shell).
Replace main bearing cap fasteners after three uses in a fully torqued assembly.
Table 19
C4.4 Journal Bearings
Crankshaft Part Numbers Undersize Options Bearing Part Number
Standard-Size Bearings 353-7423
0.25 mm Undersize 353-7424

232-7400, 359-0715, 359-0716, 364-2829, 455-3692, and 455-3693.(1)
Standard-Size Bearings 360-3988

376-4076, 455-3694, and 466-4921.(2)

(1) C4.4 Non-Emission, Tier 2, and Tier 3 Engines
(2) C4.4 Tier 4 Engines
Crankshaft Reusability and Salvage for C6.6 and C7.1 Engines
The crankshaft main and large end journals can be reground up to three times. The regrinding depths are 0.250 mm (0.0098 inch), 0.510 mm (0.0201 in)& 0.760 mm (0.0299 inch). A journal surface texture of 0.25 µm
(9.842520 µinch) Ra (Maximum) must be maintained.
The crankshaft thrust faces can be reground once, corresponding to a regrinding depth of 0.200 mm (0.0079 inch). A thrust face surface texture of 0.30 µm (0.01181 µinch) Ra (Maximum) must be maintained.
The crankshaft palm can be reground to the minimum of the specified sealing diameter tolerance 133.32 mm (5.249 inch)/ 133.27 mm (5.247 inch). A crankshaft palm surface texture of 3.0 - 6.0 µm (118.1102 - 236.2205 µinch) Rz
6.5 µm (255.9055 µinch) Rz Max must be maintained without spirals.
For specifications on reuse and salvage, refer to Illustration 227.
Note: After remanufacturing, the main and pin journals are to be free of burrs/damage or indentations.
Note: A review of the crankshaft journals and radii must be completed post remanufacture for cracks if cracks are present the crankshaft should be disposed of.
The crankshaft end float must be between 0.10 mm (0.004 inch) and 0.41 mm (0.016 inch)
Specifications for C6.6 and C7.1 Crankshafts
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Table 20
Crankshaft Re-Manufacture Dimensions for C6.6 and C7.1
Dimension
Standard 0.25 0.51 0.76 0.200 Run Out Surface Texture (Ra)
Number
1 0.25 µm (9.842520 µinch)
2 0.25 µm (9.842520 µinch)
71.97 mm (2.833 inch) 71.72 mm (2.824 inch) 71.46 mm (2.813 inch) 71.21 mm (2.804 inch) 0.15
Main 3:
3 38.038 mm (1.4976 inch) Maximum N/A N/A
0.15
Main 4:
0.15
Main 5:
0.15
35.635 mm (1.4029 inch) to Main 6: 0.30 µm (0.01181 µinch) Ra

6 35.235 mm (1.3872 inch) to 35.165 mm (1.3845 inch)
35.565 mm (1.4002 inch) N/A (Maximum)
7 133.27 mm (5.247 inch) Minimum N/A N/A N/A
Number
Number 1: Number 2,4,6,8: Number 3,5,7,9: Number 10: Number 12:
Minimum web Thickness Over Collar Face 11:
25.61 23.36 23.36 23.61 27.36
23.15
Crankshaft End Float Between 0.1 mm (0.00394 inch) and 0.41 mm (0.01614 inch)
Crankshaft Balance Steel - 100 g.cm at each end
Crankshaft Journal Hardness 67 Shore Minimum
Crankshaft Journal Surface Texture 0.25 µm (9.842520 µinch)Ra (Maximum)
The hardness of the journals should be checked before any polishing operation. If a journal shows signs of high heat or grinding check the hardness of the journal. A non-destructive Test (NDT) method such as using an Equotip
hardness testing tool can be used. Follow the recommendations of the manufacture for the use of the hardness tester.
Note: A soft spot may be found on a journal. Check both sides of the soft area if this occurs. If the hardness of the journal is within the specifications on both sides of the soft area, then the hardness of the journal is acceptable.
NOTICE
Do not use a sclerometer to test the hardness of the crankshaft as it

may damage the journal surfaces.
Bearings - Mains, Large Ends, and Thrust forC6.6 and C7.1
Oversize bearings are available to support the various crankshaft regrind options listed in "Crankshaft Reusability and Salvage for C6.6 and C7.1 Engines". Three oversize grades are available for the mains and large end shell bearings:
0.250 mm (0.00984 inch), 0.510 mm (0.02008 inch), and 0.760 mm (0.02992 inch). The thrust washer has one oversize grade 0.200 mm (0.0079 inch) available. All oversize bearings are uniquely identified.
The reuse of the main bearing cap fasteners at first assembly is allowed up to three times. New fasteners are required should more than four torque attempts be required during first assembly. For prototype build and assembly slave
fixings must be used during the parent & fitted bore measurements, final assembly should then be completed with the original as supplied main bearing cap fasteners. If this tightening and reuse process is not followed, a main bearing
cap or crankshaft failure may occur.
Shell bearings can be reused provided there is no significant polish/scuffing on the bearing surface and that the bearing can bed retained within the bearing housing (No significant loss in free spread.)
Table 21
C6.6 and C7.1 Journal Bearings
Undersize Options Bearing Part Number
Standard-Size Bearings 360-1978(1)
0.25 mm Undersize 454-3745(2)
0.50 mm Undersize 454-3931(3)
0.75 mm Undersize 454-3935(4)

(1) 448-4217 for engine prefixes 881, D8T, and 7L3
Specifications and Measuring Procedures for C7 through C175 Engines
NOTICE
For all C9 engines, with few exceptions, the wear sleeve will only need
replacement at engine overhaul.
C9 engines that require a crankshaft rear seal installation will need a visual inspection of the seal mating surfaces. Inspect the crankshaft mating seal area for grooves, burrs, scratches, poor surface texture, and visual out of roundness.
Refer to the "Seal Surface" section for additional guidance.
If the crankshaft mating seal area is damaged, then a wear sleeve replacement would be required. Refer to the Disassembly and Assembly manual for further replacement instructions.
Note: Lip seals are sensitive to the quality of the mating components. Mating component surfaces should be checked for defects that would compromise sealing. Do not use the seal if defects are found. These defects include burrs,
nicks or large scratches, foreign contamination, poor surface texture, or porosity and visual out of roundness. Use care when handling seals. Clean cardboard or plastic separators are recommended to prevent damage during the
transportation and storage of texture-mating components. Mating components should be handled in such a way to reduce the risk of damage or contamination.
Total Indicator Runout (TIR) Reuse
The maximum "Use Again" TIR for most used crankshafts without straightening or grinding can be found in Table 22. Do not use the crankshaft "as is" if the TIR is more than the specification that is found in Table 22.
If a crankshaft is reground, the journals must be in alignment with other surfaces of the crankshaft. The TIR for crankshafts that have been reground is given in Table 22. The crankshaft cannot be used "as is" if the TIR for any of the
measurements that follow is more than the specifications that are shown in Table 22. If it is possible, grind the crankshaft to the next standard size and measure the crankshaft again. The measurement for the TIR is not an overall
dimension and the measurement is different from the specifications that are shown in Table 23.
High displacement crankshafts must have the fillets of the journals shot peened if the journals are ground undersize. Refer to section "Procedure to Shot Peen 3512, 3516, and 3524 High Displacement Crankshafts" for further
information on how to shot peen a 3500 crankshaft.
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Note: The 3406, 3456, C15, and C18 crankshafts have different considerations for checking for straightness.

c7-
(1) Pilot hub diameter for flywheel
(2) Flange face for flywheel
(3) Flange for flywheel
(4) Main bearing journals
(5) Flange or shoulder for pulley, gear, or damper
(6) Straight shaft or tapered shaft
(7) Flange face for pulley or damper
(8) Pilot hub outer diameter for damper

3500
The counterweights are not shown for clarity
(1) Pilot hub for flywheel
(2) Flange face for flywheel
(3) Flange for flywheel
(5) Gear assembly pilot diameter
(6) Straight shaft or tapered shaft
(7) Flange face for pulley or damper
(8) Pilot hub for damper

3600
(2) Flange Face for Flywheel
(5) Flange or Shoulder for Pulley, Gear, or Damper
(6) Straight Shaft
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C175
(1) Pilot Hub Diameter for Flywheel
(2) Flange Face for Flywheel
(3) Flange for Flywheel
(5) Flange or Shoulder for Pulley, Gear, or Damper
Table 22
Measurements of the Maximum TIR Before Straightening the Crankshaft
The maximum TIR for the main bearing journals on the used crankshafts and the crankshafts that have been reground is shown in the column named Main Bearing Journals. The other specifications are only for
crankshafts that have been reground. It is not necessary to check a used crankshaft for the other dimensions unless the crankshaft has been reground. Crankshafts that have been reground must meet the
specifications that follow. If the crankshafts do not meet the specifications, check the method that was used to grind.
Part Pilot Hub Diameter for Flange Face for Flange for Main Bearing Flange or Shoulder for Straight Shaft or Flange Face for Pulley Pilot Hub Outer
Number Flywheel (1) Flywheel (2) Flywheel (3) Journals (4) Pulley, Gear, or Damper (5) Tapered Shaft (6) or Damper (7) Diameter for Damper (8)
D334 and 1674

146.0 mm (5.75 inch)
4S-5349
9S-0124 0.05 mm 0.13 mm
N/A 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) 0.08 mm (0.003 inch) 0.13 mm (0.005 inch) N/A
9S-0168 (0.002 inch) (0.005 inch)
9L-6388
D342
146.0 mm (5.75 inch)
4S-7436 0.05 mm 0.08 mm

N/A 0.03 mm (0.001 inch) 0.08 mm (0.003 inch) 0.08 mm (0.003 inch) 0.13 mm (0.005 inch) 0.13 mm (0.005 inch)
6N-2823 (0.002 inch) (0.003 inch)
D343 and 1693

137 mm (5.4 inch)
0.05 mm 0.08 mm
2P-3839 N/A 0.03 mm (0.001 inch) 0.08 mm (0.003 inch) 0.08 mm (0.003 inch) N/A N/A
(0.002 inch) (0.003 inch)
D346
137 mm (5.4 inch)
3N-4439
4S-9763 0.05 mm 0.10 mm
0.05 mm (0.002 inch) 0.03 mm (0.001 inch) 0.08 mm (0.003 inch) 0.08 mm (0.003 inch) 0.13 mm (0.005 inch) N/A
6N-8324 (0.002 inch) (0.004 inch)
7S-9746
D348
137 mm (5.4 inch)
1W-7578
3N-4438 0.025 mm 0.05 mm 0.10 mm
6N-7899 (0.0010 inch) (0.002 inch) (0.004 inch)
9S-2034
D349
137 mm (5.4 inch)
3N-4440
6N-8337 0.05 mm 0.08 mm
0.05 mm (0.002 inch) 0.03 mm (0.001 inch) 0.08 mm (0.003 inch) 0.08 mm (0.003 in) 0.13 mm (0.005 inch) N/A
8L-9626 (0.002 inch) (0.003 inch)
8S-9203
D353
159.0 mm (6.25 inch)
1M-2800 0.05 mm 0.08 mm

N/A 0.03 mm (0.001 inch) N/A 0.08 mm (0.003 inch) 0.13 mm (0.005 inch) 0.08 mm (0.003 inch)
6H-5841 (0.002 inch) (0.003 inch)
D379
159.0 mm (6.25 inch)
3N-2957 0.05 mm 0.08 mm

N/A 0.03 mm (0.001 inch) N/A 0.05 mm (0.002 inch) 0.03 mm (0.001 inch) N/A
5L-6286 (0.002 inch) (0.003 inch)
D398
159.0 mm (6.25 inch)
3N-3002
5L-6293
0.05 mm 0.08 mm
4W-7613 N/A 0.03 mm (0.001 inch) N/A 0.05 mm (0.002 inch) 0.03 mm (0.001 inch) N/A
(0.002 inch) (0.003 inch)
4W-7614
4W-7615
D399
159.0 mm (6.25 inch)
3N-2958
4W-7718 0.05 mm 0.08 mm
N/A 0.03 mm (0.001 inch) N/A 0.05 mm (0.002 inch) 0.03 mm (0.001 inch) N/A
4W-7719 (0.002 inch) (0.003 inch)
6L-8246
C7
110.0 mm (4.33 inch)
227-5480
271-5658 0.06 mm 0.05 mm 0.08 mm 0.13 mm 0.05 mm 0.07 mm 0.08 mm
N/A
489-2731 (0.002 inch) (0.002 inch) (0.003 inch) (0.005 inch) (0.0020 inch) (0.003 inch) (0.003 inch)
544-3940
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C9
112.0 mm (4.41 inch)
115.0 mm (4.53 inch)
261-1544 0.06 mm 0.05 mm 0.08 mm 0.13 mm 0.05 mm 0.07 mm 0.03 mm

N/A
C10
125.0 mm (4.92 inch)
132-3211
151-2920 0.06 mm 0.03 mm 0.08 mm 0.10 mm 0.08 mm 0.05 mm 0.03 mm
N/A
326-4278
C11
130.0 mm (5.12 inch)
221-9362 0.06 mm 0.03 mm 0.08 mm 0.10 mm 0.08 mm 0.05 mm 0.03 mm 0.06 mm

313-3996 (0.002 inch) (0.001 inch) (0.003 inch) (0.004 inch) (0.003 inch) (0.002 inch) (0.001 inch) (0.002 inch)
C-12
130.0 mm (5.12 inch)
132-3213
326-4280
C13
130.0 mm (5.12 inch)

C-15 and C15(1)

137.0 mm (5.39 inch)
160-1799
221-9360
0.075 mm 0.1 mm 0.20 mm 0.18 mm 0.05 mm 0.20 mm 0.1 mm 0.075 mm
337-0201
(0.0030 inch) (0.0039 inch) (0.008 inch) (0.007 inch) (0.002 inch) (0.008 inch) (0.0039 inch) (0.0030 inch)
352-1225
361-8230
C16
140.0 mm (5.51 inch)
137-5920
155-6632
187-8989
C18(1)
145.0 mm (5.71 inch)
189-4918
353-8012
468-5120
468-5121
C27
137.0 mm (5.39 inch)

C30
145.0 mm (5.71 inch)

C32
145.0 mm (5.71 inch)

C175
359-0941
0.025 mm 0.05 mm 0.13 mm 0.5 mm
356-7064 0.025 mm (0.0010 inch) N/A N/A N/A
(0.0010 inch) (0.0020 inch) (0.005 inch) (0.02 inch)
397-8617
3044
94.0 mm (3.70 inch)
0.15 mm
234-4794 N/A N/A NA N/A Straight N/A N/A
(0.006 inch)
3046
94.0 mm (3.70 inch)
107-0992 0.15 mm
N/A N/A N/A N/A Straight N/A N/A
117-2830 (0.006 inch)
3054
100.0 mm (3.94 inch) or 103.0 mm (4.06 inch)
4P-9948
139-7018
165-4640 0.08 mm (0.003 inch)
0.05 mm
232-7400 N/A N/A 0.15 mm 0.05 mm (0.002 inch) N/A N/A N/A
(0.002 inch)
225-8841 (0.006 inch)
359-0715
484-8067
3064
102.0 mm (4.02 inch)
5I-7844 0.020 mm
N/A N/A N/A N/A Straight N/A N/A
135-2419 (0.0008 inch)
3066
102.0 mm (4.02 inch)
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0.020 mm
125-3005 N/A N/A N/A N/A Straight N/A N/A
(0.0008 inch)
3114
105 mm (4.13 inch)
0.08 mm 0.13 mm
4W-3989 0.06 mm (0.002 inch) 0.05 mm (0.002 inch) 0.05 mm (0.002 inch) 0.07 mm (0.003 inch) 0.08 mm (0.003 inch) N/A
(0.003 inch) (0.005 inch)
3116
105.0 mm (4.13 inch)
3126
110.0 mm (4.33 inch)
4W-3498
105-1725
0.08 mm 0.13 mm
259-3246 0.06 mm (0.002 inch) 0.05 mm (0.002 inch) 0.05 mm (0.002 inch) 0.07 mm (0.003 inch) 0.08 mm (0.003 inch) N/A
(0.003 inch) (0.005 inch)
271-5658
489-2731
1140, 1145, and 3145

114 mm (4.5 inch)
9L-6264
0.038 mm 0.08 mm 0.064 mm
9L-7604 0.03 mm (0.001 inch) 0.08 mm (0.003 inch) 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) N/A
(0.0015 inch) (0.003 inch) (0.0025 inch)
9L-8127
1150 and 3150

114.3 mm (4.50 inch)
9L-7603 0.038 mm 0.08 mm 0.064 mm
9L-8128 (0.0015 inch) (0.003 inch) (0.0025 inch)
1160 and 3160

114 mm (4.5 inch)
0.13 mm
9L-6266
0.038 mm (0.005 inch)(2) 0.064 mm
9L-7605 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) N/A
(0.0015 inch) 0.08 mm (0.0025 inch)
9L-8142
(0.003 inch)(3)
3176
125.0 mm (4.92 inch)
122-0721 0.03 mm 0.08 mm 0.10 mm

326-4278 (0.00118 inch) (0.003 inch) (0.004 inch)
0.08 mm 0.10 mm
116-1081 0.06 mm (0.002 inch) 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) 0.05 mm (0.002 inch) 0.03 mm (0.001 inch) N/A
(0.003 inch) (0.004 inch)
3196
130.0 mm (5.12 inch)
0.08 mm 0.10 mm
326-4280 0.06 mm (0.002 inch) 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) 0.05 mm (0.002 inch) 0.03 mm (0.001 inch) 0.06 mm (0.002 inch)
(0.003 inch) (0.004 inch)
3204
114 mm (4.5 inch)
1W-0401 0.04 mm 0.08 mm

0.03 mm (0.001 inch) 0.03 mm (0.001 inch) 0.08 mm (0.003 inch) 0.08 mm (0.003 inch) 0.13 mm (0.005 inch) N/A
1W-9771 (0.002 inch) (0.003 inch)
3208
114 mm (4.5 inch)
0.13 mm
9N-6221 0.076 mm (0.005 inch)(2) 0.127 mm
9Y-7605 (0.0030 inch) 0.08 mm (0.0050 inch)
(0.003 inch)(3)
D330C and 3304

121 mm (4.75 inch)
2P-6214
2W-7960
4N-7692 0.05 mm 0.13 mm
N/A 0.03 mm (0.001 inch) 0.08 mm (0.003 inch) 0.08 mm (0.003 inch) 0.13 mm (0.005 inch) N/A
5Y-1544 (0.002 inch) (0.005 inch)
6C-3288
337-0872
D333C, 3306, G3306and 1673C

121.0 mm (4.75 inch)
2P-6219
2W-7458
2Y-4507
4N-7693
0.025 mm 0.05 mm 0.13 mm
4N-7697 N/A 0.08 mm (0.003 inch) 0.08 mm (0.003 inch) 0.13 mm (0.005 inch) N/A
(0.0010 inch) (0.002 inch) (0.005 inch)
4P-9857
5Y-1546
334-8389
344-2603
3406(1)
137.0 mm (5.39 inch)
0.20 mm 0.18 mm
1W-7821 0.075 mm (0.0030 inch) 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) 0.20 mm (0.008 inch) 0.025 mm (0.001 inch) 0.076 mm (0.0030 inch)
(0.008 inch) (0.007 inch)
0.13 mm
0.038 mm (0.005 inch)(2) 0.064 mm
4W-0741 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) N/A
(0.0015 inch) 0.08 mm (0.0025 inch)
(0.003 inch)(3)
7C-4859 0.20 mm 0.18 mm

0.075 mm (0.0030 inch) 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) 0.20 mm (0.008 inch) 0.025 mm (0.001 inch) 0.076 mm (0.0030 inch)
117-0457 (0.008 inch) (0.007 inch)
6I-1453
0.20 mm 0.18 mm
(0.008 inch) (0.007 inch)
430-2593
0.20 mm 0.18 mm
(0.008 inch) (0.007 inch)
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0.20 mm 0.18 mm 0.080 mm

137-5920 0.075 mm (0.0030 inch) 0.03 mm (0.001 inch) 0.05 mm (0.002 inch) 0.025 mm (0.001 inch) 0.075 mm (0.0030 inch)
(0.008 inch) (0.007 inch) (0.0031 inch)
3408
137.0 mm (5.39 inch)
0.13 mm
0.025 mm 0.20 mm (0.005 inch)(2)
1W-5009 0.08 mm (0.003 inch) 0.05 mm (0.002 inch) 0.20 mm (0.008 inch) 0.025 mm (0.0010 inch) 0.08 mm (0.003 inch)
(0.0010 inch) (0.008 inch) 0.08 mm
(0.003 inch)(3)
0.025 mm 0.20 mm 0.13 mm

1W-6209 0.08 mm (0.003 inch) 0.05 mm (0.002 inch) 0.20 mm (0.008 inch) 0.025 mm (0.0010 inch) 0.08 mm (0.003 inch)
(0.0010 inch) (0.008 inch) (0.005 inch)
3412
137.0 mm (5.39 inch)
1W-6213
0.025 mm 0.20 mm 0.13 mm
9Y-5381 0.127 mm (0.0050 inch) 0.05 mm (0.002 inch) 0.20 mm (0.008 inch) 0.025 mm (0.0010 inch) 0.127 mm (0.0050 inch)
(0.0010 inch) (0.008 inch) (0.005 inch)
261-9647
213-3202 0.025 mm 0.20 mm 0.13 mm

0.075 mm (0.0030 inch) 0.05 mm (0.002 inch) 0.20 mm (0.008 inch) 0.025 mm (0.0010 inch) 0.075 mm (0.0030 inch)
384-9906 (0.0010 inch) (0.008 inch) (0.005 inch)
3456
140.0 mm (5.51 inch)
0.2 mm 0.18 mm
(0.008 inch) (0.007 inch)
3508
170.0 mm (6.69 inch)
7E-3912
7E-4899
7W-0210
9Y-3798
152-4994
152-7625
153-3928
3512
170.0 mm (6.69 inch)
1W-5001
7E-4897
7W-0214
8N-7105
128-6786
173-1812
201-4250
322-9879
354-2977
416-8754
3512
3524
High Displacement
170.0 mm (6.69 inch)

3516
170.0 mm (6.69 inch)
7E-3916
7E-5165
7W-0218
8N-9700
128-6788
153-6509
448-8940
3516
High Displacement
170.0 mm (6.69 inch)
160-5916
172-0916
347-0966
448-8942
448-8943
506-1982
506-1983
3520
170.0 mm (6.69 inch)
140-1164
245-1336
315-1391
(0.0010 inch) (0.0010 inch) (0.002 inch) (0.005 inch) (0.002 inch) (0.002 inch) (0.0010 inch) (0.0010 inch.)
322-9885
351-9210
3606
C280-6
280.0 mm (11.02 inch)
7C-7973
159-5216 0.05 mm 0.08 mm 0.5 mm 0.05 mm
N/A N/A N/A N/A
179-3573 (0.002 inch) (0.003 inch) (0.02 inch) (0.002 inch)
361-8845
3608
C280-8
280.0 mm (11.02 inch)
7C-7974
0.05 mm 0.08 mm 0.5 mm 0.05 mm
193-5845 N/A N/A N/A N/A
361-8847
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3612
C280-12
280.0 mm (11.02 inch)
7C-7975
191-5424 0.05 mm 0.08 mm 0.5 mm 0.05 mm
N/A N/A N/A N/A
361-8850
3616
C280-16
280.0 mm (11.02 inch)
7C-7976
0.05 mm 0.08 mm 0.5 mm 0.05 mm
189-2499 N/A N/A N/A N/A
361-8851
3618
280.0 mm (11.02 inch)
0.05 mm 0.08 mm 0.5 mm 0.05 mm

137-0140 N/A N/A N/A N/A
(1) Refer to section "Special Considerations for 3406, 3456, C15, and C18 Crankshafts".
(2) Main Bearing Journals 2 and 4
(3) Main Bearing Journal 3
Specifications for Straightening a Crankshaft
The maximum TIR for straightening most Caterpillar crankshafts is found in Table 23.
If the TIR for any of the measurements that follow is more than the specifications shown in Table 23, the crankshaft cannot be straightened. Do not straighten crankshafts which are bent beyond these specifications. The measurement
is an overall dimension and the measurement is different from the specifications that are shown in Table 22.
Table 23
Specifications for Straightening a Crankshaft
This table shows the maximum TIR for straightening most Caterpillar crankshafts. The dimensions must be used for straightening purposes only. Do not straighten crankshafts which are bent beyond these
specifications. The measurement is an overall dimension and the measurement is different from the specifications and procedures that are shown in “Procedure to Measure Used Crankshafts for Bend”.
Fillet Processing
Part Number Center Main Maximum TIR for Straightening a Crankshaft
Induction Hardened Shot Peening
D333 and 1673

114 mm (4.5 inch)
9M-2337 1.52 mm (0.060 inch) All Fillets -
D334 and 1674
9S-0124 1.52 mm (0.060 inch) N/A None
D336 and 1676

114 mm (4.5 in)
9S-0647 1.52 mm (0.060 inch) All Fillets -
D342
146.0 mm (5.75 inch)
3L-8455 3.05 mm (0.120 inch) All Fillets NA
4S-7436
2.54 mm (0.100 inch) None None
6N-2823
D343 and 1693

137 mm (5.4 inch)
2P-3839
2.03 mm (0.080 inch) None None
7M-9201
D346
137 mm (5.4 inch) (60° V-8)
6N-8324 1.02 mm (0.040 inch) None All fillets except the gauge length of the journal
D348
137 mm (5.4 inch) (60° V-12)
1W-7578 2.03 mm (0.080 inch) N/A None
D349
137 mm (5.4 inch) (60° V-16)
6N-8337 2.54 mm (0.100 inch) N/A None
D353
159 mm (6.25 inch)
7L-5468 2.54 mm (0.100 inch) All Fillets None
D379
159.0 mm (6.25 inch) (V-8)
3N-2957 1.52 mm (0.060 inch) All Fillets None
D398
159.0 mm (6.25 inch) (V-12)
3N-3001
2.54 mm (0.100 inch) N/A None
4W-7613
D399
159.0 mm (6.25 inch) (V-16)
3N-2958 3.05 mm (0.120 in) All Fillets N/A
4W-7718 3.05 mm (0.120 inch) N/A All except front main bearings and rear main bearings
C7
110.0 mm (4.33 inch)
227-5480
271-5658
Do Not Straighten. All Fillets N/A
489-2731
544-3940
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C9
112.0 mm (4.41 inch)
115.0 mm (4.53 inch)
261-1544
282-7958
C10
125.0 mm (4.92 inch)
132-3210
151-2920
169-4187
326-4278
C11
130.0 mm (5.12 inch)
221-9362
313-3996
C12
130.0 mm (5.12 inch)
132-3213
169-4189
243-4815
326-4280
C13
130.0 mm (5.12 inch)
313-3997
361-5594
C15
137.0 mm (5.39 inch)
1.52 mm
160-1799 All Fillets N/A
(0.060 inch)
221-9360(1)
337-0201
Do not Straighten. All Fillets N/A
352-1225
361-8230
C16
140.0 mm (5.51 inch)
137-5920
1.52 mm
(0.060 inch)
187-8989
C18
145.0 mm (5.71 inch)
189-4918
353-8012
366-2498 1.52 mm
All Fillets N/A
468-5119 (0.060 inch)
468-5120
468-5121
C27
137.0 mm (5.39 inch)
225-6053 2.03 mm
N/A None
384-9907 (0.080 inch)
C30
145.0 mm (5.71 inch)
213-3202 2.03 mm
N/A None
384-9906 (0.080 inch)
C32
145.0 mm (5.71 inch)
224-3252 2.03 mm
N/A None
384-9908 (0.080 inch)
3044
94.0 mm (3.70 inch)
234-4794 0.050 mm (0.0020 inch) N/A N/A

3046
94.0 mm (3.70 inch)
107-0992
0.050 mm (0.0020 inch) N/A N/A
117-2830
3054
100.0 mm (3.94 inch)
103.0 mm (4.06 inch)
4P-9948
139-7018
165-4640
225-8841 1.02 mm (0.040 inch) All Fillets N/A
232-7400
359-0715
484-8067
3056
100.0 mm (3.94 inch)
103.0 mm (4.06 inch)
100-4034
1.02 mm (0.040 inch) All Fillets N/A
240-8467
3064
102.0 mm (4.02 inch)
5I-7844
0.050 mm (0.0020 inch) All Fillets N/A
135-2419
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3066
102.0 mm (4.02 inch)
3114
105.0 mm (4.13 inch)
4W-3989 Do Not Straighten. N/A None
3116
105.0 mm (4.13 inch)
3126
110.0 mm (4.33 inch)
4W-3498
105-1725
227-5480
259-3246
271-5658
489-2731
1140, 1145, and 3145

114 mm (4.5 inch) (90° V-8)
9L-6264
9L-7604 1.02 mm (0.040 inch) N/A None
9L-8127
1150 and 3150

114 mm (4.5 in) (90° V-8)
9L-7603
9L-8128
1160 and 3160

114 mm (4.5 inch) (90° V-8)
9L-6266
9L-7605 1.02 mm (0.040 inch) N/A None
9L-8142
3176
125.0 mm (4.92 inch)
116-1080
122-0721 Do Not Straighten. All Fillets N/A
326-4278
3196
130.0 mm (5.12 inch)
326-4280 Do Not Straighten. All Fillets N/A
3204
114 mm (4.5 in)
1W-0401
1W-9771
3208
114 mm (4.5 inch)
9N-6221
9Y-7605
D330C and 3304

121.0 mm (4.75 inch)
2P-6214
2W-7960
4N-7692
5Y-1544
6C-3288
337-0872
D333C, 1673C, G3306 and 3306

121.0 mm (4.75 inch)
2P-6219
2W-7458
2Y-4507
4N-7693
4N-7697 1.52 mm (0.060 inch) N/A None
4P-9857
5Y-1546
334-8389
344-2603
3406
137.0 mm (5.39 inch)
1W-7821
6I-1453
7C-4859
101-1717 Do not Straighten. All Fillets N/A
117-0457
136-8882
430-2593
3408
137.0 mm (5.39 inch)
1W-5009
1W-6209
3412
137.0 mm (5.39 inch)
1W-6213
9Y-5381 1.52 mm (0.060 inch) All Fillets None
261-9647
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3456
140.0 mm (5.51 inch)
3508
170.0 mm (6.69 inch) (60° V-8)
7E-3912
7E-4899
7W-0210
2.03 mm
9Y-3798 N/A None
(0.080 inch)
152-4994
152-7625
153-3928
3512
170.0 mm (6.69 inch) (60° V-12)
1W-5001
7E-4897
7W-0214
8N-7105
128-6786
153-6508 2.54 mm
All Fillets None
161-2512 (0.100 inch)
173-1812
201-4250
322-9879
354-2977
416-8754
3512
3524
High Displacement
170.0 mm (6.69 inch) (60° V-12)
201-4250 2.54 mm
All Fillets All Fillets
354-2977 (0.100 inch)
3516
170.0 mm (6.69 inch) (60° V-16)
7E-3916
7E-5165
7W-0218
3.05 mm
8N-9700 All Fillets None
(0.120 inch)
128-6788
153-6509
448-8940
3516
High Displacement
170.0 mm (6.69 inch) (60° V-16)
160-5916
172-0916
347-0966
3.05 mm
448-8942 All Fillets All Fillets
(0.120 inch)
448-8943
506-1982
506-1983
3520
170.0 mm (6.69 inch)
140-1164
245-1336
3.05 mm
(0.120 inch)
322-9885
351-9210
3606
280.0 mm (11.02 inch)
7C-7973
159-5216 3.05 mm
All Fillets N/A
179-3573 (0.120 inch)
361-8845
3608
280.0 mm (11.02 inch)
7C-7974
3.05 mm
(0.120 inch)
361-8847
3612
280.0 mm (11.02 inch)
7C-7975
191-5424 3.05 mm
All Fillets N/A
361-8849 (0.120 inch)
361-8850
3616
280.0 mm (11.02 inch)
7C-7976
3.05 mm
(0.120 inch)
361-8851
3618
280.0 mm (11.02 inch)
3.05 mm
(0.120 inch)
(1) ACERT Engine
Crankshaft Measurement Specifications
Crankshafts must be measured if salvage machining has been performed on the crankshaft or to verify if salvage machining can be performed on the crankshaft. The only measuring technique that has the potential to damage the
crankshaft is the hardness inspection. Crankshafts that show no visible signs of wear on the journals or irregularities on the bearing surfaces should not need inspecting for surface texture, hardness, out of round, diameter, or taper.
78 of 121 2020-03-12, 12:46 PM

Specification for Surface Texture
The maximum permissible surface roughness for bearing journals is given in Table 24.
If the journals are rougher than the specification the journals must be polished.
The surface texture of the thrust face must be at least 0.45 µm (18 µinch). Ensure that there are no wear steps on the surface or marks from grinding on the surface.
Specification for Out of Round and Diameter
This is the diameter of the bearing journal before grinding. The allowable diameter of a rod journal or main journal must not be more than the dimensions that are shown in Table 24. Two rod journals can measure 0.005 mm
(0.0002 inch) under the minimum specifications for the diameter that are shown in the table.

Section view of main bearing journal. Measure the journal diameter in several places, as shown.

Graphical representation of the 20° zone around the oil hole.
The 3500 crankshaft must measure within a diameter and an out of round specification. Illustration 232 demonstrates some various locations to measure diameter. These measurements verify that the crankshaft is within diameter and
out of round tolerance. The minimum allowable diameters of a rod journal or main journal are shown in Table 24.
The out of round tolerance has two dimensions, within 20° of the oil hole and everywhere else. Refer to Illustration 233 to help identify the oil hole zone. When measuring within the 20° zone around the oil hole, the diametrical
tolerance is 0.0203 mm (0.00080 inch). When measuring outside of that zone, the diametrical tolerance is 0.0152 mm (0.00060 inch). For example, if the average journal diameter measures 160.01 mm (6.30 inch), then all measured
points will have to be within 160.0024 mm (6.29929 inch) and 160.0227 mm (6.3001 inch) to meet the roundness specification.
Two rod journals can measure 0.005 mm (0.0002 inch) under the minimum diameter specifications that are shown in Table 24.
Specification for Taper
The taper of a rod journal or main journal must not exceed the dimensions that are found in Table 24.

Measure each journal in several different places to check for taper.
The 3508 crankshaft is shown with offset connecting rod journals
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Measure each journal in several places to check for taper.

3500 crankshaft with shared connecting rod journals
The taper of a rod journal or main journal must not exceed the dimensions that are found in Table 24.
Specification for Wear on the Thrust Face
The measurement between the thrust faces must be within the specifications that are found in Table 24.
Only D330C, 3304, D333C, and 3306 engines have two thicknesses of thrust bearings that are available. The 7N-9343 Thrust Plate was released for the spacer plate block. This 6.73 mm (0.265 inch) thick thrust plate can be used
instead of the thinner plate on earlier models when the thrust faces must be ground to make the crankshaft usable.
In all other engines, the thrust faces must be ground very lightly. The faces should be ground approximately between 0.02 mm (0.001 inch) and 0.05 mm (0.002 inch) to clean up damaged surfaces. Refer to the explanation of footnote
3 in Table 24. Thrust faces must have a surface texture of 0.45 µm (18.000 µinch) or less after being polished.

(9) Thrust Face
(10) Distance between thrust faces
The measurement between the thrust faces must be within the specifications that are found in Table 24.
The thrust faces must be ground lightly. Grind the faces approximately between 0.02 mm (0.001 inch) and 0.05 mm (0.002 inch.) to clean up damaged surfaces. Refer to the explanation of footnote 3 in Table 24. Thrust faces must have
a surface texture of 0.45 µm (18.000 µinch) or less after being polished.
Specification for Radii of the Fillet for the Journal
There are two procedures for checking the radius of the fillet. The preferred method is using the correct size of gauge. However, if the correct gauge is not available, use the "Bracket-Check" method.
If the radius does not meet the specifications that are shown in Table 24, do not use the crankshaft again.
Note: The dimensions of the radius that are given in Table 24 are before the procedure of shot peening. When possible, measure the fillets before the procedure of shot peening. Refer to section "Procedure to Shot Peen 3512, 3516, and
3524 High Displacement Crankshafts" for more information.

Fillet locations
(11) Main journal fillet
(12) Rod journal fillet
Procedure to Check the Hardness of the Journal
Inspect the hardness of a journal if the journal shows signs of high heat damage and after grinding. Use a Non-Destructive Test (NDT) method such as using an Equotip hardness testing tool. Follow the recommendations of the
manufacturer for use of the hardness tester.
Note: The hardness of the journals should be checked before any polishing operation.
Note: Do not use a sclerometer since this method may damage the crankshaft.
The readings must be within the tolerances that are shown in Table 24.
Note: At times, a soft area will be found on a journal. If this occurs check both sides of this soft area. If the hardness of the journal is within the specifications on both sides of the soft area, the hardness of the journal is acceptable.
On some crankshafts, the rear half of the rear main journal and the far rear fillet can be softer than the specifications that are shown in Table 24.
Note: The hardness of the journals is measured by using an Equotip hardness testing tool. The 6V-6035 Hardness Tester uses the Rockwell C scale. A document is included with the tester to allow conversion from the
Rockwell C scale to the Shore scale.
Table 24
Crankshaft Measurement Specifications
Hardness of
Part Out of Round Journal Brg Journal
Taper Thrust Face(1) Radius(2)
Number (Diameter) Shore Surf. Texture
Sclerometer(3)
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Measured by
using the
Main Rod Main Rod Main Rod
Shore scale
D333 and 1673

114 mm (4.5 inch)
88.888 ± 0.020 mm 76.188 ± 0.020 mm 0.018 mm 0.018 mm 42.863 ± 0.064 mm 6.10 ± 0.20 mm 5.74 ± 0.20 mm 0.25 µm
9M-2337 54 to 62
(3.4995 ± 0.0008 inch) (2.9995 ± 0.0008 inch) (0.0007 inch) (0.0007 inch) (1.6875 ± 0.0025 inch) (0.240 ± 0.008 inch) (0.226 ± 0.008 inch) (9.842520 µinch)
D334 and 1674

121.0 mm (4.75 inch)
4S-5349 5.54 ± 0.20 mm

9L-6388 88.880 ± 0.020 mm 76.180 ± 0.020 mm 0.015 mm 0.015 mm 42.863 + 0.140 mm − 0.064 mm (0.218 ± 0.008 inch) 5.74 ± 0.20 mm 0.20 µm
64 Min
9S-0124 (3.4992 ± 0.0008 inch) (2.9995 ± 0.0008 inch) (0.0006 inch) (0.0006 inch) (1.6875 + 0.0055 inch − 0.0025 inch) 5.74 ± 0.20 mm (0.226 ± 0.008 inch) (7.874016 µinch)
9S-0168 (0.226 ± 0.008 inch)(4)
D336 and 1676

121.0 mm (4.75 inch)
9S-0647 54 to 62
D342
137 mm (5.4 inch)
3L-8455 54 to 62
7.52 mm (.296 in)

4S-7436 108.204 ± 0.025 mm 92.050 ± 0.025 mm 0.025 mm 0.025 mm 98.43 ± 0.13 mm Min(5) 7.72 ± 0.20 mm 0.25 µm
54 to 62
6N-2823 (4.2600 ± 0.0010 inch) (3.6240 ± 0.0010 inch) (0.0010 inch) (0.0010 inch) (3.875 ± 0.005 inch) 7.72 ± 0.20 mm (0.304 ± 0.008 inch) (9.842520 µinch)
(0.304 ± 0.008 inch)(6)
D343 and 1693

137 mm (5.4 inch)
5.89 mm (0.232 in) Min

2P-3839 114.292 ± 0.020 mm 89.908 ± 0.020 mm 0.020 mm 0.020 mm 53.34 + 0.15 mm − 0.08 mm 6.10 ± 0.20 mm 0.20 µm
8.38 ± 0.208 mm 54 to 62
7M-9201 (4.4997 ± 0.0008 inch) (3.5397 ± 0.0008 inch) (0.0008 inch) (0.0008 inch) (2.100 + 0.006 inch − 0.003 in) (0.240 ± 0.008 inch) (7.874016 µinch)
(0.330 ± 0.008 inch)(16)
D346
137 mm (5.4 inch)
3N-4439 5.54 ± 0.20 mm

4S-9763 133.342 ± 0.020 mm 111.117 ± 0.020 mm 0.023 mm 0.018 mm 60.60 + 0.15 mm − 0.08 mm (0.218 ± 0.008 inch) 5.74 ± 0.20 mm 0.25 µm
54 to 62
6N-8324 (5.2497 ± 0.0008 inch) (4.3747 ± 0.0008 inch) (0.0009 inch) (0.0007 inch) (2.386 + 0.006 in − 0.003 inch) 5.74 ± 0.20 mm (0.226 ± 0.008 inch) (9.842520 µinch)
7S-9746 (0.226 ± 0.008 inch)(4)
D348
137 mm (5.4 inch)
5.54 ± 0.20 mm
1W-7578
(0.218 ± 0.008 inch)
3N-4438 133.342 ± 0.020 mm 111.117 ± 0.020 mm 0.023 mm 0.018 mm 60.60 + 0.15 mm − 0.08 mm 5.74 ± 0.20 mm 0.25 µm
Min 64 to 74
6N-7899 (5.2497 ± 0.0008 inch) (4.3747 ± 0.0008 inch) (0.0009 inch) (0.0007 inch) (2.386 + 0.006 inch − 0.003 inch) (0.226 ± 0.008 inch) (9.842520 µinch)
5.74 ± 0.20 mm
9S-2034
(0.226 ± 0.008 inch)(16)
D349
137 mm (5.4 inch)
3N-4440 5.54 ± 0.20 mm

6N-8337 (0.218 ± 0.008 inch)
133.342 ± 0.020 mm 111.117 ± 0.020 mm 0.023 mm 0.018 mm 60.60 + 0.15 mm − 0.08 mm 5.74 ± 0.20 mm 0.25 µm
6N-8337 Min(7) 54 to 62
(5.2497 ± 0.0008 inch) (4.3747 ± 0.0008 inch) (0.0009 inch) (0.0007 inch) (2.386 + 0.006 in − 0.003 inch) (0.226 ± 0.008 inch) (9.842520 µinch)
8L-9626 5.74 ± 0.20 mm
8S-9203 (0.226 ± 0.008 inch)(8)
D353
159.0 mm (6.25 inch)
8.28 mm (0.326 in)

1M-2800
117.450 ± 0.025 mm 104.750 ± 0.025 mm 0.023 mm 0.018 mm 93.612 ± 0.064 mm Min(9) 7.72 ± 0.15 mm 0.25 µm
6H-5841 54 to 62
(4.6240 ± 0.0010 inch) (4.1240 ± 0.0010 inch) (0.0009 inch) (0.0007 inch) (3.6855 ± 0.0025 inch) 8.48 ± 0.20 mm (0.304 ± 0.006 inch) (9.842520 µinch)
7L-5468
(0.334 ± 0.008 inch)(10)
D379
159.0 mm (6.25 inch)
10.13 mm (0.399 inch)

3N-2957 146.030 ± 0.025 mm 126.980 ± 0.025 mm 0.025 mm 0.025 mm 76.200 ± 0.064 mm Min(15) 10.31 ± 0.18 mm 0.25 µm
54 to 62
5L-6286 (5.7492 ± 0.0010 inch) (4.9992 ± 0.0010 inch) (0.0010 inch) (0.0010 inch) (3.0000 ± 0.0025 inch) 10.31 ± 0.1812 mm (0.406 ± 0.007 inch) (9.842520 µinch)
(0.406 ± 0.007 inch)(11)
D398
159.0 mm (6.25 inch)
10.13 mm (0.399 in)

3N-3002
146.030 ± 0.025 mm 126.980 ± 0.025 mm 0.025 mm 0.025 mm 76.12 + 0.018 mm − 0.008 mm Min(15) 10.31 ± 0.18 mm 0.25 µm
4W-7614 54 to 62
(5.7492 ± .0010 inch) (4.999 ± 0.0010 inch) (0.0010 inch) (0.0010 inch) (3.000 + 0.0007 inch − 0.0003 inch) 10.31 ± 0.18 mm (0.406 ± 0.007 inch) (9.842520 µinch)
4W-7615
(0.4059 ± 0.007 inch)(9)
10.13 mm (0.399 in)

146.030 ± 0.025 mm 109.847 ± 0.025 mm 0.025 mm 0.025 mm 76.12 + 0.018 mm − 0.008 mm Min(15) 10.31 ± 0.18 mm 0.25 µm
4W-7613 54 to 62
(5.7492 ± .0010 inch) (4.3247 ± 0.0010 inch) (0.0010 inch) (0.0010 inch) (3.000 + 0.0007 inch − 0.0003 inch) 10.31 ± 0.18 mm (0.406 ± 0.007 inch) (9.842520 µinch)
(0.4059 ± 0.007 inch)(9)
D399
159.0 mm (6.25 inch)
3N-2958 10.13 mm (0.399 inch)

4W-7718 146.030 ± 0.025 mm 109.847 ± 0.025 mm 0.025 mm 0.025 mm 76.12 + 0.018 mm − 0.008 mm Min(15) 10.31 ± 0.18 mm 0.25 µm
54 to 62
4W-7719 (5.7492 ± .0010 inch) (4.3247 ± 0.0010 inch) (0.0010 inch) (0.0010 inch) (3.000 + 0.0007 inch − 0.0003 inch) 10.31 ± 0.18 mm (0.406 ± 0.007 inch) (9.842520 µinch)
6L-8246 (0.406 ± 0.007 inch)(9)
C7
110.0 mm (4.33 inch)
227-5480
271-5658 90.00 ± 0.02 mm 70.00 ± 0.02 mm 0.008 mm 0.008 mm 38.00 + 0.13 mm − 0.05 mm 2.5 ± 0.2 mm 2.5 ± 0.2 mm 0.25 µm
66 to 75
489-2731 (3.543 ± 0.001 inch) (2.756 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.496 + 0.051 in − 0.002 inch) (0.098 ± 0.008 inch) (0.098 ± 0.007 inch) (9.842520 µinch)
544-3940
C9
112.0 mm (4.41 inch)
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66 to 75
282-7958 (4.095 ± 0.001 inch) (3.150 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.496 + 0.051 in − 0.002 inch) (0.098 ± 0.007 inch) (0.138 ± 0.008 inch) (5.11811 µinch)
C10
125.0 mm (4.92 inch)
132-3211
2.80 mm 2.80 mm
151-2920 108.00 ± 0.020 mm 82.00 ± 0.020 mm 0.008 mm 0.008 mm 44.00 ± 0.10 mm 0.13 µm
(0.110 inch) (0.110 inch) 66 to 75
169-4187 (4.252 ± 0.0008 inch) (3.228 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.732 ± 0.004 inch) (5.11811 µinch)
Min Min
326-4278
C11
130.0 mm (5.12 inch)
221-9362 108.000 ± 0.020 mm 89.000 ± 0.02 mm 0.008 mm 0.008 mm 44.00 ± 0.10 mm 3.0 ± 0.2 mm 3.0 ± 0.2 mm 0.13 µm
66 to 75
313-3996 (4.2520 ± 0.0008 inch) (3.5039 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.732 ± 0.004 inch) (0.12 ± 0.008 inch) (0.12 ± 0.008 inch) (5.11811 µinch)
C12
125.0 mm (4.92 inch)
132-3213
66 to 75
326-4280
C13
130.0 mm (5.12 inch)
66 to 75
C15 (ACERT)
137.0 mm (5.39 inch)
221-9360
66 to 75
361-8230
C-15
137.0 mm (5.39 inch)
C16
140.0 mm (5.51 inch)
137-5920
66 Min
187-8989
C18
145.0 mm (5.71 inch)
189-4918
353-8012
66 Min
468-5120
468-5121
C27
137.0 mm (5.39 inch)
66 Min
C30
145.0 mm (5.71 inch)
66 Min
C32
145.0 mm (5.71 inch)
66 Min
C175
359-0941
200.0 ± 0.025 mm 142 ± 0.025 mm 0.03 mm 0.03 mm 6 ± 0.25 mm 8 ± 0.25 mm 0.125 µm
C175-20 68 ± 0.1 mm (2.677 ± 0.04 inch) 46 to 53
(7.87400 ± 0.00098 inch) (5.5905 ± 0.00098 inch) 0.0012 inch 0.0012 inch (0.24 ± 0.0098 inch) (0.315 ± 0.0098 inch) (4.921260 µinch)
Type II
356-7064
200.0 ± 0.025 mm 142 ± 0.025 mm 0.03 mm 0.03 mm 6 ± 0.25 mm 8 ± 0.25 mm 0.125 µm
C175-16 68 ± 0.1 mm (2.677 ± 0.04 inch) 46 to 53
Type II
397-8617(12)
200.0 ± 0.025 mm 142 ± 0.025 mm 0.03 mm 0.03 mm 6 ± 0.25 mm 8 ± 0.25 mm 0.125 µm
C175-16 68 ± 0.1 mm (2.677 ± 0.04 inch) 46 to 53
Type II
3044
94.0 mm (3.70 inch)
0.030 mm 0.030 mm 31.019 ± .019 mm

234-4794 0.030 mm (0.0012 inch) 0.030 mm (0.0012 inch) 3.00 mm (0.118 inch) 3.00 mm (0.118 inch) 75 min N/A
(0.0012 inch) (0.0012 inch) (1.2212 ± 0.0007 inch)
3046
94.0 mm (3.70 inch)
107-0992 0.030 mm 0.030 mm 31.019 ± .019 mm

0.030 mm (0.0012 inch) 0.030 mm (0.0012 inch) 3.00 mm (0.118 inch) 3.00 mm (0.118 inch) 75 min N/A
117-2830 (0.0012 inch) (0.0012 inch) (1.2212 ± 0.0007 inch)
3054
100.0 mm (3.94 inch)
103.0 mm (4.06 inch)
4P-9948
139-7018
165-4640
76.17 ± 0.010 mm 63.48 ± 0.010 mm 44.18 ± 0.04 mm 3.82 ± 0.14 mm 3.82 ± 0.14 mm 0.40 µm
225-8841 N/A N/A N/A
(2.999 ± 0.0004 inch) (2.499 ± 0.0004 inch) (1.739 ± 0.002 inch) (0.150 ± 0.006 inch) (0.150 ± 0.006 inch) (15.74803 µinch)
232-7400
359-0715
484-8067
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3056
100.0 mm (3.94 inch)
103.0 mm (4.06 inch)
100-4035 76.17 ± 0.010 mm 63.48 ± 0.010 mm 44.18 ± 0.04 mm 3.82 ± 0.14 mm 3.82 ± 0.14 mm
N/A N/A N/A N/A
240-8467(13) (2.999 ± 0.0004 inch) (2.499 ± 0.0004 inch) (1.739 ± 0.002 inch) (0.150 ± 0.006 inch) (0.150 ± 0.006 inch)
3064
102.0 mm (4.02 inch)
5I-7844 0.030 mm 0.030 mm 33.019 ± .019 mm

0.030 mm (0.0012 inch) 0.030 mm (0.0012 inch) 3.00 mm (0.118 inch) 3.00 mm (0.118 inch) 75 min N/A
135-2419 (0.0012 inch) (0.0012 inch) (1.3000 ± 0.0007 inch)
3066
102.0 mm (4.02 inch)
0.030 mm 0.030 mm 33.019 ± .019 mm

125-3005 0.030 mm (0.0012 inch) 0.030 mm (0.0012 inch) 3.00 mm (0.118 inch) 3.00 mm (0.118 inch) 75 min N/A
(0.0012 inch) (0.0012 inch) (1.3000 ± 0.0007 inch)
3114
105.0 mm (4.13 inch)
90.00 ± 0.020 mm 70.00 ± 0.020 mm 0.008 mm 0.008 mm 38.00 mm + 0.10 mm − 0.05 mm 2.5 ± 0.2 mm 2.30 mm (0.091 inch) 0.13 µm
4W-3989 66 to 74
(3.543 ± 0.0008 inch) (2.756 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.496 + 0.004 inch − 0.002 inch) (0.10 ± 0.008 inch) Min (5.11811 µinch)
3116
105.0 mm (4.13 inch)
3126
110.0 mm (4.33 inch)
90.00 ± 0.020 mm 70.00 ± 0.020 mm 0.008 mm 0.008 mm 38.00 + 0.10 mm − 0.05 mm 2.5 ± 0.2 mm 2.5 ± 0.2 mm 0.13 µm
4W-3498 66 to 74
(3.543 ± 0.0008 inch) (2.756 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.496 + 0.004 inch − 0.002 inch) (0.10 ± 0.008 inch) (0.10 ± 0.008 inch) (5.11811 µinch)
105-1725
227-5480 49 to 56
259-3246
49 to 56
489-2731 (3.543 ± 0.0008 inch) (2.756 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.496 + 0.004 inch − 0.002 inch) (0.10 ± 0.008 inch) (0.10 ± 0.008 inch) (9.842520 µinch)
1140, 1145 and 3145

114 mm (4.5 inch)
9L-6264
9L-7604 64 Min
9L-8127
1150 and 3150

114 mm (4.5 inch)
9L-6265
9L-7603 64 Min
9L-8128
1160 and 3160

114 mm (4.5 inch)
9L-6266
9L-7605 64 Min
9L-8142
3176
125.0 mm (4.92 inch)
66 to 75
116-1081
151-2920 66 to 75
169-4187
3196
125.0 mm (4.92 inch)
66 to 75
3204
114 mm (4.5 inch)
1W-0401(14) 88.880 ± 0.020 mm 69.842 ± 0.020 mm 0.0127 mm 0.015 mm 37.084 ± 0.064 mm 2.54 ± 0.20 mm 2.54 ± 0.20 mm 0.25 µm
64 Min
1W-9771 (3.4992 ± 0.0008 inch) (2.7497 ± 0.0006 inch) (0.0005 inch) (0.0006 inch) (1.4600 ± 0.0025 inch) (0.100 ± 0.008 inch) (0.100 ± 0.008 inch) (9.842520 µinch)
3208
114 mm (4.5 inch)
9Y-7605 88.887 ± 0.015 mm 69.840 ± 0.015 mm 0.010 mm 0.018 mm 31.953 + 0.102 mm − 0.051 mm 2.54 ± 0.20 mm 2.54 ± 0.20 mm 0.25 µm
64 Min
9N-6221 (3.4995 ± 0.0006 inch) (2.7496 ± 0.0008 inch) (0.0004 inch) (0.0007 inch) (1.2580 + 0.0040 inch − 0.0020 inch) (0.100 ± 0.008 inch) (0.100 ± 0.008 inch) (9.842520 µinch)
9L-6266 64 Min
D330C and 3304

121.0 mm (4.75 inch)
2P-6214
5.54 mm (0.218 in)(15)
2W-7960
88.880 ± 0.020 mm 76.180 ± 0.020 mm 0.015 mm 0.013 mm 40.475 + 0.140 mm − 0.064 mm Min 5.74 ± 0.20 mm 0.25 µm
5Y-1544 54 to 62
(3.4992 ± 0.0008 inch) (2.9992 ± 0.0008 inch) (0.0006 inch) (0.0005 inch) (1.5935 + 0.0055 inch − 0.0025 inch) 5.74 ± 0.20 mm (0.226 ± 0.008 inch) (9.842520 µinch)
6C-3288
(0.226 ± 0.008 inch)(16)
337-0872
4N-7692 64 Min
D333C, 1673C and 3306

114 mm (4.5 inch)
2P-6219
2Y-4507
4N-7693 54 to 62
4N-7697
5Y-1546
2W-7458
4P-9857 88.880 ± 0.020 mm 76.180 ± 0.020 mm 0.015 mm 0.020 mm 40.475 + 0.140 mm − 0.064 mm 5.74 ± 0.20 mm 5.74 ± 0.20 mm 0.25 µm
64 Min
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344-2603
3406
137.0 mm (5.39 inch)
101-1717 58 to 64
160-1799 64 Min
7C-4859 120.650 ± 0.020 mm 90.000 ± 0.020 mm 0.020 mm 0.020 mm 48.140 ± 0.100 mm 2.36 ± 0.2 mm 2.36 ± 0.2 mm 0.125 µm
58 to 64
120.650 ± 0.020 mm 97.028 mm 0.020 mm 0.020 mm 48.140 ± 0.100 mm 2.36 ± 0.2 mm 2.36 ± 0.2 mm 0.125 µm
1W-7821 58 to 64
(4.7500 ± 0.0008 inch) (3.8200 inch) (0.0008 inch) (0.0008 inch) (1.895 ± 0.0039 inch) (0.093 ± 0.008 inch) (0.093 ± 0.008 inch) (4.921260 µinch)
137-5920 64 Min
(4.7500 ± 0.0008 in) (3.5433 ± 0.0008 in) (0.0003 in) (0.0003 in) (1.895 ± 0.0039 in) (0.093 ± 0.008 in) (0.093 ± 0.008 in) (5.11811 µinch)
3408
137.0 mm (5.39 inch)
1W-6209 64 Min
1W-5009 64 Min
3412
137.0 mm (5.39 inch)
1W-6213
9Y-5381 66 to 74
261-9647
66 Min
3456
140.0 mm (5.51 inch)
137-5920
155-6632 64 Min
187-8989
3508
170.0 mm (6.69 inch)
7E-3912
7E-4899
7W-0210
9Y-3798 64 to 69
(6.2992 ± 0.0010 inch) (5.3150 ± 0.0010 inch) (0.001 inch) (0.001 inch) (2.835 ± 0.004 inch) (0.276 ± 0.010 inch) (0.276 ± 0.010 inch) (5 µinch)
152-4994
152-7625
153-3928
3512
170.0 mm (6.69 inch)
1W-5001
7E-4897
7W-0214
8N-7105
128-6786
56 to 64
161-2512 (6.2992 ± 0.0010 inch) (5.3150 ± 0.0010 inch) (0.001 inch) (0.001 inch) (2.835 ± 0.004 inch) (0.276 ± 0.010 inch) (0.276 ± 0.010 inch) (5 µinch)
173-1812
201-4250
322-9879
354-2977
416-8754
3512
3524
High Displacement
170.0 mm (6.69 inch)
201-4250 160.00 ± .025 mm 135.000 ± 0.025 mm 0.03 mm 0.03 mm 72.00 ± 0.10 mm 7.00 ± 0.25 mm 7.00 ± 0.25 mm 0.125 µm
60 to 68
354-2977 (6.299 ± 0.001 inch) (5.3150 ± 0.0010 inch.) (0.001 inch) (0.001 inch) (2.835 ± 0.004 inch) (0.276 ± 0.010 inch) (0.276 ± 0.010 inch) (5 µinch)
3516
170.0 mm (6.69 inch)
7E-3916
7E-5165
7W-0218
160.00 ± .025 mm 135.000 ± 0.025 mm 0.03 mm 0.03 mm 72.00 ± 0.10 mm 7.00 ± 0.25 mm 7.00 ± 0.25 mm 0.125 µm
8N-9700 56 to 64
128-6788
153-6509
448-8940
3516
High Displacement
170.0 mm (6.69 inch)
160-5916
172-0916
347-0966
448-8942 60 to 68
448-8943
506-1982
506-1983
3520
170.0 mm (6.69 inch)
140-1164
245-1336
315-1391 56 to 64
322-9885
351-9210
3606
C280-6
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280.0 mm (11.02 inch)
7C-7973
56 to 64
361-8845
3608
C280-8
280.0 mm (11.02 inch)
7C-7974
193-5845 56 to 64
361-8847
3612
C280-12
280.0 mm (11.02 inch)
7C-7975
56 to 64
361-8850
3616
C280-16
280.0 mm (11.02 inch)
7C-7976
189-2499 56 to 64
361-8851
3618
280.0 mm (11.02 inch)
137-0140 56 to 64
(1) The maximum width of the thrust face can be up to 0.08 mm (0.003 inch) more than the dimension that is shown if the play at the end of the crankshaft is still permissible according to the specifications in the Service Manual after assembly.
(2) “Dimensions” for the radius give only the correct radius gauges. The dimensions are not the size for dressing the grinding wheel.
(3) A sclerometer should not be used on any remanufactured crankshaft that has gone through Melonited Heat Treat (MHT) because the crankshaft will be damaged. The crankshaft will have "Melonited Heat Treat" next to the part number.
(4) center only
(5) Journals 1 through 3 and 5 through 6
(6) High Displacement Applications
(7) Journals 1 through 4 and 6 through 9
(8) Journal 5
(9) Intermediate main Journals 2 through 3 and 5 through 6
(10) Front, center, and rear main Journals 1, 4, 7
(11) Front and rear main Journals only
(12) 397-8261 has a unique rear flange and shot peened fillets.
(13) Crankshaft 240-8467 is hardened after machining.
(14) Refer to the “Special Checking Procedures for Specific Crankshafts" section for additional information”.
(15) center and intermediate main Journals only
(16) only the rear
Grinding Specifications for Crankshafts
The following information explains some of the items in the table.
Width
This is the size of the wheel (sidewall to sidewall) that is necessary to grind in a single movement. Do not use any wheel that is wider than this dimension without dressing the wheel to be narrower. Refer to Table 24 for the
measurements of the width of main journals at the location of the thrust bearing.
Main Number
This column shows the numbers of the main journals which have a "width" dimension that is different from the "thrust face" journal at the location of the thrust bearing. These dimensions will be narrower than the main journal with
the thrust bearings.
Undersize Bearing
These dimensions give the optional sizes of undersize bearings that are available for the crankshafts. Check the parts book and check the NPR to ensure that the part numbers are available before beginning to grind. Subtract the
"undersize" dimension from the dimension in the "diameter" column in Table 24 to get the size of the journal.
Note: Many Caterpillar Remanufactured crankshafts with CAT Reman part numbers may be able to be machined undersize for another life if they meet the reuse criteria. Many of these Caterpillar Remanufactured crankshafts may
have been an Upgrade To New (UTN) or seeded with new part when purchased

Main Bearing Width (13)
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Thrust Bearing Width (14)

Connecting Rod Bearing Width (15) with offset journals
Typical example of a 3500 crankshaft with shared connecting rod journals
Table 25
Grinding Specifications for Caterpillar Crankshafts
Main Journals
Part Connecting Rod Journals
Stroke Width Undersize Bearing
Number Width(2)
Main No.(1)
D334 and 1674

121.0 mm (4.75 inch)
1 through 3, 5 through
43.485 mm (1.7120 in) max
152.4 mm 7 0.254 mm 0.508 mm 0.762 mm
9S-0124 47.689 ± 0.140 mm (1.8775 ± 0.0055 inch)
(6.00 inch) 42.80 mm (1.685 inch) to 43.00 mm (0.0100 inch) (0.0200 inch) (0.0300 inch)
4
(1.693 inch)
D342
146.0 mm (5.75 inch)
203.2 mm 63.50 ± 0.127 mm 0.635 mm 1.27 mm

4M-0447 2,3,5,6 80.899 ± 0.064 mm (3.1850 ± 0.0025 inch) N/A
(8.00 inch) (2.500 ± 0.0050 inch) (0.0250 inch) (0.050 inch)
100.630 mm (3.962 inch) Max Rear Only

6N-2823 203.2 mm 0.635 mm 1.27 mm
98.42 ± 0.13 mm (3.875 ± 0.005 inch) 4 66.624 ± 0.127 mm (2.6230 ± 0.0050 inch) N/A
4S-7436 (8.00 inch) (0.0250 inch) (0.050 inch)
65.710 mm (2.5870 inch) max 2,3,5,6
D343 and 1693

137 mm (5.4 inch)
53.26 mm (2.097 inch) to 53.49 mm

165.1 mm Rear Only 0.635 mm 1.27 mm
2P-3839 (2.106 inch) 54.966 ± 0.076 mm (2.1640 ± 0.0030 inch) N/A
(6.50 inch) (0.0250 inch) (0.050 inch)
50.216 mm (1.9770 inch) max 2 through 6
D346
137 mm (5.4 inch) (90° V-8)
62.509 mm (2.4610 inch) max 1,2,4,5

165.1 mm 0.635 mm 1.27 mm
2S-3686 60.76 mm (2.392 inch) to 60.53 mm 85.801 ± 0.178 mm (3.3780 ± 0.0070 inch) N/A
(6.50 inch) 3 (0.0250 inch) (0.050 inch)
(2.383 inch)
D348
137 mm (5.4 inch)
1W-7578 165.1 mm 62.509 mm (2.4610 inch) max 1 through 5 85.801 ± 0.178 mm (3.3780 ± 0.0070 inch) 0.635 mm 1.27 mm N/A
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(6.50 inch) 60.615 mm (2.386 inch) to 60.52 mm (0.0250 inch) (0.050 inch)
Rear Only
(2.382 inch)
D349
137 mm (5.4 inch)
1 through 4, 6 through
62.509 mm (2.4610 inch) max
165.1 mm 9 0.635 mm 1.27 mm
6N-8337 85.801 ± 0.178 mm (3.3780 ± 0.0070 inch) N/A
(6.50 inch) 60.76 mm (2.392 inch) to 60.53 mm (0.0250 inch) (0.050 inch)
5
(2.383 inch)
D353
137 mm (5.4 inch)
93.67 ± 0.13 mm (3.688 ± 0.005 inch) Rear Only

203.2 mm 0.635 mm 1.27 mm
2P-2800 65.71 mm (2.587 inch) max 2,3,5,6 66.624 ± 0.076 mm (2.6230 ± 0.0030 inch) N/A
(8.00 inch) (0.0250 inch) (0.050 inch)
94.54 mm (3.722 inch) Max Front and Center
D379
159.0 mm (6.25 inch)
76.38 mm (3.007 inch) to 76.12 mm

203.2 mm Front and Rear Only 117.412 + 0.178 mm − 0.076 mm 0.635 mm 1.27 mm
4L-8791 (2.997 inch) N/A
(8.00 inch) (4.6225 + 0.0070 inch − 0.0030 inch) (0.0250 inch) (0.050 inch)
78.31 mm (3.083 inch) Max 2 through 4
D398
159.0 mm (6.25 inch)

3N-3001 203.2 mm 0.635 mm 1.27 mm
76.38 mm (3.007 inch) to 76.12 mm 117.412 ± 0.064 mm (4.6225 ± 0.0025 inch) N/A
4W-7613 (8.00 inch) Front and Rear Only (0.0250 inch) (0.050 inch)
(2.997 inch)
D399
159.0 mm (6.25 inch)
76.38 mm (3.007 inch) to 76.12 mm

6L-8246 203.2 mm Front and Rear Only 117.412 + 0.178 mm − 0.076 mm 0.635 mm 1.27 mm
(2.997 inch) N/A
4W-7718 (8.00 inch) (4.6225 + 0.0070 inch − 0.0030 inch) (0.0250 inch) (0.050 inch)
C7
110.0 mm
(4.33 inch)
227-5480
37.95 mm
271-5658 127.0 mm 39.000 + 0.150 mm − 0.075 mm 0.254 mm 0.508 mm
(1.494 inch) to 38.13 mm 2,3,4,5,7 N/A
489-2731 (5.00 inch) (1.5354 + 0.0059 inch − 0.0030 inch) (0.0100 inch) (0.0200 inch)
(1.501 inch)
544-3940
C9
112.0 mm
(4.41 inch)
37.95 mm
261-1544 149.00 mm 44.300 + 0.150 mm − 0.075 mm 0.250 mm 0.510 mm
(1.494 inch) to 38.13 mm 2,3,4,5,7 N/A
282-7958 (5.866 inch) (1.7441 + 0.0059 inch − 0.0030 inch) (0.0098 inch) (0.0201 inch)
(1.501 inch)
C10
125.0 mm
(4.92 inch)
140.00 mm 44 ± 0.1 mm 52 ± 0.15 mm 0.508 mm 0.762 mm

151-2920 1,2,3,4,5,6,7 N/A
(5.512 inch) (1.73 ± 0.004 inch) (2.05 ± 0.006 inch) (0.0200 inch) (0.0300 inch)
132-3210
140.00 mm 44 ± 0.1 mm 52 ± 0.15 mm 0.508 mm 0.762 mm
326-4278 1,2,3,4,5,6,7 N/A
169-4187
C11
130.0 mm
(5.12 inch)
221-9362 140.00 mm 44 ± 0.1 mm 52.00 ± 0.15 mm 0.510 mm 0.760 mm

1,2,3,4,5,6,7 N/A
313-3996 (5.512 inch) (1.73 ± 0.004 inch) (2.047 ± 0.006 inch) (0.0201 inch) (0.0299 inch)
C12
130.0 mm
(5.12 inch)
150.00 mm 44 ± 0.1 mm 52.00 ± 0.15 mm 0.510 mm 0.760 mm

132-3213 1,2,3,4,5,6,7 N/A
169-4189
150.00 mm 44 ± 0.1 mm 52.00 ± 0.15 mm 0.510 mm 0.760 mm
243-4815 1,2,3,4,5,6,7 N/A
326-4280
C13
130.0 mm
(5.12 inch)
313-3997 157.00 mm 44 ± 0.1 mm 52.00 ± 0.15 mm 0.510 mm 0.760 mm
1,2,3,4,5,6,7 N/A
361-5594 (6.181 inch) (1.73 ± 0.004 inch) (2.047 ± 0.006 inch) (0.0201 inch) (0.0299 inch)
C15
137.0 mm
(5.39 inch)
160-1799
221-9360 48.03 mm
171.5 mm 54.000 ± 0.15 mm 0.64 mm 1.27 mm
337-0201 (1.891 inch) to 48.27 mm 1,2,3,4,5,6,7 N/A
352-1225 (1.900 inch)
361-8230
C16
140.0 mm
(5.51 inch)
137-5920 48.03 mm
171.00 mm 54.00 ± 0.15 mm 0.630 mm 1.27 mm
155-6632 (1.891 inch) to 48.27 mm 1,2,3,4,5,6,7 N/A
187-8989 (1.900 inch)
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C18
145.0 mm
(5.71 inch)
189-4918
353-8012
366-2498 48.03 mm
183.00 mm 54.00 ± 0.15 mm 0.630 mm 1.27 mm
444-3016 (1.891 inch) to 48.27 mm 1,2,3,4,5,6,7 N/A
468-5119 (1.900 inch)
468-5120
468-5121
C27
137.0 mm
(5.39 inch)
C30
145.0 mm
(5.71 inch)
152.40 mm 48.14 ± 0.1 mm 84.582 + 0.180 mm − 0.076 mm 0.630 mm 1.27 mm

1,2,3,4,5,6,7 N/A
213-3202 (6.000 inch) (1.895 ± 0.004 inch) (3.3299 + 0.0070 inch − 0.0030 inch) (0.0248 inch) (0.050 inch)
384-9906 152.40 mm 48.14 ± 0.1 mm 84.582 + 0.180 mm − 0.076 mm 0.630 mm 1.27 mm
1,2,3,4,5,6,7 N/A
(6.000 inch) (1.895 ± 0.004 inch) (3.3299 + 0.0070 inch − 0.0030 inch) (0.0248 inch) (0.050 inch)
C32
145.0 mm
(5.71 inch)
224-3252 162.00 mm 48.14 ± 0.1 mm 84.582 + 0.180 mm − 0.076 mm 0.630 mm 1.27 mm

1,2,3,4,5,6,7 N/A
384-9908 (6.378 inch) (1.895 ± 0.004 inch) (3.3299 + 0.0070 inch − 0.0030 inch) (0.0248 inch) (0.050 inch)
C175-16
175.0 mm (6.89 inch)
68.9 mm
(2.71259 inch)
356-7064 220.0 mm Max 132.0 ± 0.18 mm 0.635 mm
1,2,3,4,5,6,7,8,9 N/A N/A
397-8261 (8.66140 inch) (5.19684 ± 0.00709 inch) (0.0250 inch)
68.0 ± 0.1 mm
(2.67716 ± 0.00394 inch)
C175-20
175.0 mm (6.89 inch)
68.9 mm
(2.71259 inch)
220.0 mm Max 132.0 ± 0.18 mm 0.635 mm
359-0941 1,2,3,4,5,6,7,8,9,10,11 N/A N/A
(8.66140 inch) (5.19684 ± 0.00709 inch) (0.0250 inch)
68.0 ± 0.1 mm
(2.67716 ± 0.00394 inch)
3044
94.0 mm (3.70 inch)
94.0 mm 0.250 mm 0.75 mm

234-4794 31.0 mm (1.22 inch) 5 33.0 mm (1.30 inch) 0.5 mm (0.02 inch)
(3.70 inch) (0.0098 inch) (0.029 inch)
3046
94.0 mm (3.70 inch)
117-2830 94.0 mm 0.250 mm 0.75 mm

31.0 mm (1.22 inch) 7 33.0 mm (1.30 inch) 0.5 mm (0.02 inch)
107-0992 (3.70 inch) (0.0098 inch) (0.029 inch)
3114
105.0 mm (4.13 inch)
39.00 mm (1.535 inch) max 2,3,5,

127.0 mm 0.254 mm 0.508 mm 0.762 mm
4W-3989 37.95 mm (1.494 inch) to 38.13 mm 39.00 ± 0.075 mm (1.535 ± 0.0030 inch)
(5.00 inch) 4 (0.0100 inch) (0.0200 inch) (0.0300 inch)
(1.501 inch)
3116
105.0 mm (4.13 inch)
3126
110.0 mm (4.33 inch)
4W-3498 39.00 mm (1.535 inch) max 2,3,4,5,7

127.0 mm 0.254 mm 0.508 mm
271-5658 37.95 mm (1.494 inch) to 38.13 mm 39.00 ± 0.075 mm (1.535 ± 0.0030 inch) N/A
(5.00 inch) 6 (0.0100 inch) (0.0200 inch)
105-1725 (1.501 inch)
1150 and 3150

114 mm (4.5 inch)
114.3 mm 32.207 ± 0.254 mm 0.254 mm 0.508 mm

9N-8012 2,3,5 58.776 ± 0.076 mm (2.3140 ± 0.0030 inch) N/A
1160 and 3160

114 mm (4.5 inch)
127.0 mm 0.254 mm 0.508 mm

9N-8013 31.95 ± 0.05 mm (1.258 ± 0.002 inch) 2,3,5 58.776 ± 0.076 mm (2.3140 ± 0.0030 inch) N/A
(5.00 inch) (0.0100 inch) (0.0200 inch)
3176
125.0 mm (4.92 inch)
122-0721 140.00 mm 44 ± 0.1 mm (1.73 ± 0.004 inch) 4 0.508 mm 0.762 mm

50.00 ± 0.15 mm (1.969 ± 0.006 inch) N/A
326-4278 (5.512 inch) 47.00 mm (1.850 inch) max 1,2,3,5,6,7 (0.0200 inch) (0.0300 inch)
140.00 mm 44 ± 0.1 mm (1.73 ± 0.004 inch) 4 0.510 mm 0.760 mm

116-1081 52.00 ± 0.15 mm (2.047 ± 0.006 inch) N/A
(5.512 inch) 47.00 mm (1.850 inch) max 1,2,3,5,6,7 (0.0201 inch) (0.0299 inch)
3196
130.0 mm (5.12 inch)
150.00 mm 0.510 mm 0.760 mm

169-4189 43.887 ± 0.1 mm (1.727 ± 0.004 inch) 1,2,3,4,5,6,7 52.00 ± 0.15 mm (2.047 ± 0.006 inch) N/A
(5.910 inch) (0.0201 inch) (0.0299 inch)
3204
114 mm (4.5 inch)
127.0 mm 37.084 ± 0.064 mm 0.254 mm 0.508 mm 0.762 mm

1W-0401 1 through 5 42.164 ± 0.076 mm (1.6600 ± 0.0030 inch)
(5.00 inch) (1.4600 ± 0.0025 inch) (0.0100 inch) (0.0200 inch) (0.0300 inch)
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3208
114 mm (4.5 inch)
127.0 mm 0.254 mm 0.508 mm

9Y-7605 31.95 ± 0.05 mm (1.258 ± 0.002 inch) 2,3,5 58.776 ± 0.076 mm (2.3140 ± 0.0030 inch) N/A
(5.00 inch) (0.0100 inch) (0.0200 inch)
D330C and 3304

121.0 mm (4.75 inch)

152.4 mm 0.254 mm 0.508 mm 0.762 mm
4N-7694 40.411 mm (1.590 inch) to 40.615 mm 47.689 ± 0.140 mm (1.8775 ± 0.0055 inch)
(6.00 inch) 1 (Rear Main Only) (0.0100 inch) (0.0200 inch) (0.0300 inch)
(1.599 inch)
152.4 mm 0.254 mm 0.508 mm 0.762 mm

2P-6214 40.894 mm (1.6100 inch) max 2 through 4 47.625 ± 0.064 mm (1.8750 ± 0.0025 inch)
D333C, 1673C, and 3306

114 mm (4.5 inch)
152.4 mm 0.254 mm 0.508 mm 0.762 mm

2P-6219 40.894 mm (1.6100 inch) max 2 through 6 47.63 ± 0.08 mm (1.8750 ± 0.003 inch)

152.4 mm 0.254 mm 0.508 mm 0.762 mm
4N-7696 40.411 mm (1.590 inch) to 40.615 mm 47.689 ± 0.140 mm (1.8775 ± 0.0055 inch)
(6.00 inch) 1 (Rear Main Only) (0.0100 inch) (0.0200 inch) (0.0300 inch)
(1.599 inch)
3406
137.0 mm (5.39 inch)
165.1 mm 48.03 mm (1.891 inch) to 48.27 mm 44.45 + 0.18 mm − 0.08 mm 0.64 mm 1.27 mm
1W-7821 1,2,3,4,5,6,7 N/A
(6.50 inch) (1.900 inch) (1.750 + 0.007 inch − 0.003 inch) (0.025 inch) (0.050 inch)
101-1717
165.1 mm 48.03 mm (1.891 inch) to 48.27 mm 0.64 mm 1.27 mm
132-1116 1,2,3,4,5,6,7 54.000 ± 0.15 mm (2.1260 ± 0.006 inch) NA
156-8536
165.1 mm 48.03 mm (1.891 inch) to 48.27 mm 44.45 + 0.18 mm − 0.08 mm

117-0457 1,2,3,4,5,6,7 N/A N/A N/A
(6.50 inch) (1.900 inch) (1.750 + 0.007 inch − 0.003 inch)
3408
137.0 mm (5.39 inch)
1W-5009 152.4 mm 48.03 mm (1.891 inch) to 48.27 mm 0.635 mm 1.27 mm

1,2,4,5 40.56 mm (1.597 inch) min N/A
1W-6209 (6.00 inch) (1.900 inch) (0.0250 inch) (0.050 inch)
3412
137.0 mm (5.39 inch)
152.4 mm 48.03 mm (1.891 inch) to 48.27 mm 84.582 + 0.180 mm − 0.076 mm 0.630 mm 1.27 mm
213-3202 1,2,3,5,6,7 N/A
(6.00 inch) (1.900 inch) (3.3299 + 0.0070 inch − 0.0030 inch) (0.0248 inch) (0.050 inch)
152.4 mm 48.03 mm (1.891 inch) to 48.27 mm 44.83 mm (1.765 inch)(3) 0.630 mm 1.27 mm
9Y-5381 1,2,3,5,6,7 N/A
(6.00 inch) (1.900 inch) 44.83 (1.765) 2 (0.0248 inch) (0.050 inch)
3456
140.0 mm (5.51 inch)
132-1116 171.00 mm 48.03 mm (1.891 inch) to 48.27 mm 0.630 mm 1.27 mm

1,2,3,5,6,7 54.00 ± 0.15 mm (2.126 ± 0.006 inch) N/A
3508
170.0 mm (6.69 inch)
7E-3912 73.8 mm
7E-4899 (2.906 inch) 1, 2, 4, 5
7W-0210 190.0 mm Max 136.00 + 0.18 mm − 0.08 mm 0.635 mm 1.27 mm
N/A
9Y-3798 (7.48 inch) (5.354 + 0.007 inch − 0.003 inch) (0.0250 inch) (0.050 inch)
152-4994 72 ± 0.1 mm 3
152-7625 (2.835 ± 0.004 inch) Thrust Bearing
3512
170.0 mm (6.69 inch)
1W-5001
7W-0214 73.8 mm
8N-7105 (2.906 inch) 1, 2, 3, 5, 6, 7
128-6786 190.0 mm Max 136.00 ± 0.18 mm 0.635 mm 1.27 mm
N/A
161-2512 (7.48 inch) (5.354 ± 0.007 inch) (0.0250 inch) (0.050 inch)
173-1812
72 ± 0.1 mm 4
322-9879
(2.835 ± 0.004 inch) Thrust Bearing
416-8754
3512
3524
High Displacement
170.0 mm (6.69 inch)
73.8 mm
172-0926 (2.906 inch) 1, 2, 3, 5, 6, 7
215.0 mm Max 136.00 ± 0.18 mm 0.635 mm 1.27 mm
201-4250 N/A
354-2977 72 ± 0.1 mm 4
3516
170.0 mm (6.69 in.)
7E-3916 73.8 mm
7E-5165 1, 2, 3, 4,
(2.906 inch)
7W-0218 190.0 mm 6, 7, 8, 9 136.00 ± 0.18 mm 0.635 mm 1.27 mm
Max N/A
8N-9700 (7.48 inch) (5.354 ± 0.007 inch) (0.0250 inch) (0.050 inch)
128-6788 72 ± 0.1 mm 5
3516
High Displacement
170.0 mm (6.69 inch)
160-5916 73.8 mm
1, 2, 3, 4,
172-0830 215.0 mm (2.906 inch) 136.00 ± 0.18 mm 0.635 mm 1.27 mm
6, 7, 8, 9 N/A
172-0916 (8.46 inch) Max (5.354 ± 0.007 inch) (0.0250 inch) (0.050 inch)
347-0966
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448-8942
448-8943
72 ± 0.1 mm 5
506-1982
506-1983
G3520
170.0 mm (6.69 inch)
140-1164 72 ± 0.1 mm 11
190.0 mm 136.00 ± 0.18 mm 0.635 mm 1.27 mm
315-1391 73.8 mm 2, 3, 4, 5, N/A
322-9885 (2.906 inch) 6, 7, 8, 9,
351-9210 Max 10
3606
C280-6
280.0 mm (11.02 inch)
179-3573
300.0 mm 120 ± 0.5 mm 110.00 ± 0.10 mm 0.25 mm 0.50 mm 1.00 mm
159-5216 2, 3, 4, 5, 6
(11.81 inch) (4.72 ± 0.020 inch) (4.331 ± 0.004 inch) (0.010 inch) (0.020 inch) (0.040 inch)
7C-7973
3608
C280-8
280.0 mm (11.02 inch)
325-8461
325-8462 300.0 mm 120 ± 0.5 mm 110.00 ± 0.10 mm 0.25 mm 0.50 mm 1.00 mm
2, 3, 4, 5, 6, 7, 8
193-5845 (11.81 inch) (4.72 ± 0.020 inch) (4.331 ± 0.004 inch) (0.010 inch) (0.020 inch) (0.040 inch)
7C-7974
3612
C280-12
280.0 mm (11.02 inch)
191-5424
300.0 mm 120 ± 0.5 mm 194.00 ± 0.10 mm 0.25 mm 0.50 mm 1.00 mm
7C-7975 2, 3, 4, 5, 6
361-8849
3616
C280-16
280.0 mm (11.02 inch)
189-2499
134-3043 300.0 mm 124.00 mm 194.00 ± 0.10 mm 0.25 mm 0.50 mm 1.00 mm
2, 3, 4, 5, 6, 7, 8
7C-7976 (11.81 inch) (4.882 inch) max (7.638 ± 0.004 inch) (0.010 inch) (0.020 inch) (0.040 inch)
361-8851
3618
280.0 mm (11.02 inch)
300.0 mm 132 ± 0.5 mm 208.00 ± 0.10 mm 0.25 mm 0.50 mm 1.00 mm

137-0140 All Main Journals
(1) For 3500 Engines use Illustrations 238 and 239
(2) For 3500 Engines use Illustrations 240 and 241
(3) This is required for grinding the connecting rod journals that are on the 3412 crankshafts by using the “double plunge” method.
Thrust Face Burr
On Certain machine C27/C32 engines the connecting rod may create a sharp burr on the thrust face of the crankshaft. The burr is commonly accompanied with radial scoring on the sidewall of the crankshaft and connecting rod. The
burr can be removed by using a 6V-2010 Polishing Stone. The journal surface must be protected while using the Polishing Stone on the thrust face. Remove all sharp edges between the arrows shown in Illustration 243, create a 3 mm
(0.12 inch) to 5 mm (0.20 inch) radius to remove any sharp edges. Ensure that the stone creates a radius and not a sharp edged chamfer.

Sharp edge formed on a C27/C32 crankshaft.

Example of a burr and radial scoring found on sidewall thrust face.
After removing the burr from the thrust face, inspect the thrust face for surface texture. The C27/C32 rod journal thrust face must have a surface texture Ra under 2.5 µm.
If a sharp burr is found on the crankshaft, ensure that the mating connecting rod is inspected for any damage. Refer to Reuse and Salvage Guidelines, SEBF8064, "Reuse and Salvage of Connecting Rods" for further connecting rod
inspection guidance.
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Oil Hole Dimensions
If the oil holes appear to have a sharp edge instead of a rounded edge, then the oil hole edge must be reshaped.
If the oil holes are in need of reshaping, then reshape and blend by hand using a portable drill and a 45° multi-flute countersink bit. The radius dimensions given in Illustrations 240 and 241 are for general reference only.

Typical 3500-pin journal oil hole.
(A) Blend by hand.
(B) Radius roughly 3 mm (0.121 inch)
(C) Oil hole outer diameter: 15.25 mm (0.60 inch)

Typical 3500 main journal with through oil hole.
(D) 90°
(E) Oil hole outer diameter 16.0 ± 1 mm (0.630 ± 0.04 inch)
Oil Plug Installation
Installation of the 2W-2288 Plugs should be one of the last assembly procedures performed prior to installation.
1. Inspect all the oil plug mounting threads using a 5/8-18 2B UNF thread gage.
If any damaged threads are noticed or the thread gage is unable to insert, then retap the oil hole using a 5/8-18 2B UNF tap. Then try to insert the thread gage again.
2. Use new 2W-2288 Plugs and apply an even layer of Loctite 620 around the entire threads of the new plug.
3. Torque the new plug to 50 ± 7 N·m (37 ± 5 lb ft).
Note: Allow the Loctite to cure for 24 hours before use.
Repairing oil plug threads in C175 Crankshaft
Installation of the 2W-2288 Plugs should be one of the last assembly procedures performed prior to installation.
Inspect all the oil plug mounting threads using a 5/8-18 2B UNF thread gage.
If any damaged threads are noticed or the thread gage is unable to insert, then retap the oil hole using a 5/8-18 2B UNF tap. Then try to insert the thread gage again.
If threads could not be repaired with a tap proceed with the following.
Purpose: to repair improperly machined, damaged, and/or oversized 5/8’-18-2B threads in the cross oil holes in C175 crankshafts
1. Procedure: remove existing 5/8’-18 threads by drilling hole to 16mm diameter, 22.5mm deep from point E on center of existing hole. Drill a 14.75mm hole 50mm deep from point E. Thread hole 46 mm deep from point E
2. The drill can be made from a production 3 step drill by grinding the 18.5mm dia to a 16mm dia a sufficient length to achieve proper depth of thread minor diameter and plug seat
3. Tap the oil hole using a 5/8-18 2B UNF tap
4. Inspect all the oil plug mounting threads using a 5/8-18 2B UNF thread gage.
5. Use new 2W-2288 Plugs and apply an even layer of Loctite 620 around the entire threads of the new plug.
6. Torque the new plug to 50 ± 7 N·m (37 ± 5 lb ft).
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Improvements to Crankshafts
Table 26
New Crankshaft Assemblies
New Crankshaft Ground Crankshaft(1) Upgrade to New Crankshaft(2) Radius of the Counterweight Former Crank Assembly
3508
225.00 mm
N/A 0R-7771 N/A 7W-0210
(8.858 inch)
225.00 mm
152-4994 0R-6060 0R-3009 7E-3912
(8.858 inch)
222.00 mm 9Y-3798,
153-3928 0R-5952 0R-2539
(8.74 inch) 7E-4899
3512
225.00 mm
128-6786 0R-6059 0R-3010 7E-3914
(8.858 inch)
222.00 mm 7W-0214,
153-6508 0R-5436 0R-2540
(8.74 inch) 7E-4897
225.00 mm
172-0926 0R-7767 0R-9739 N/A
(8.858 inch)
3516
225.00 mm
448-8940 0R-0788 0R-9737 128-6788
(8.858 inch)
448-8942 225.00 mm
10R-0576 0R-9738 347-0966
506-1982 (8.858 inch)
(1) The crankshaft is ground to 0.635 mm (0.0250 inch) undersize.
(2) This part number is a ground crankshaft with forged counterweights.
Improvements to 3508 and 3512 Crankshafts
The 3508 Engine crankshaft and the 3512 Engine crankshaft have a 225.0 mm (8.86 inch) forged counterweight improving the crankshaft balance. The cylinder block has also been modified to accept this crankshaft improvement. The
serial numbers of the engines that are affected by this change are shown in Table 26.
Table 27
Effective Engine Part Numbers for Crankshaft Assemblies
Model 3508 Engines 3512 Engines
Industrial 95-Y759 49-Y537
Industrial Engine (Low Speed) 68-Z755 65-Z688
Marine 96Y-1028 50-Y864
Marine Engine (Low Speed) 69-Z512 66-Z365
Vehicular 97-Y672 51-Y602
Generator Set 23Z-2819 24Z-2939
Generator Set (Low Speed) 70-Z722 67-Z734
Spark Ignited N/A 4K-C144
Locomotive N/A N/A
Generator Set 1Z-F518 3Y-F408
Improvements to 3516 Crankshafts
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(H) Traditional Counterweight
(J) 3516 Rear Counterweight
The 3516 Engine crankshaft has a new forged counterweight in the number 16 position. The new counterweight is thicker and has shorter "ears" overhanging the counterweight pad. These changes improve the robustness of the
counterweight. All 3516 Engines built after September 2014are equipped with the improved rear counterweight.
Counterweights
It is recommended that the rear counterweight on machine engines be removed and both surfaces of the joint inspected at every rebuild. For crankshafts other than those in machine engines, the removal and inspection of the rear
counterweight is not required at rebuild.
Upon inspection, if fretting is found, then inspect the other counterweights and counterweight pads on the crankshaft. If fretting is found and is beyond the acceptable limits, then machine the crankshaft counterweight mounting pad.
The machining specifications are found in the "Counterweight Mounting Pad" section of this document.
Every time the 3500 crankshaft counterweights are removed from the crankshaft both surfaces of the joint must be inspected, new mounting hardware must be used and a balance check must be performed.
The counterweights are critical for maintaining crankshaft rotational balance within the engine. Anytime the rotational mass of the crankshaft is altered, including simple replacement of the mounting hardware the crankshaft must be
inspected for balance. The balancing information is found in the "Balancing 3500 Crankshafts" section of this document.
Counterweight Design
Former counterweights were made from plate steel. The former counterweights also had an outside radius of 222.0 mm (8.74 inch).
Current counterweights in all 3500 engines are made from forged steel. Counterweights are available in the 222.0 mm (8.74 inch) outside radius and in the 225.0 mm (8.86 inch) radius.
All counterweights are replaced with forged steel counterweights when the crankshaft is reconditioned. Cylinder blocks have also been changed to provide additional clearance for the counterweights with a larger radius.
NOTICE
Crankshaft assemblies with the 225.0 mm (8.86 inch) radius that listed
in Table 26 cannot be used with the former cylinder blocks. The larger
counterweights will contact the block and possibly cause it to crack.
Inspection and Reusability
No machining is permitted on the mounting surface of the counterweight. If the surface is worn or badly pitted, then the counterweight cannot be used again and must be replaced.
Numbering the Crankshaft
The number for the position that is stamped on the counterweights will no longer be stamped on the crankshaft. The counterweights are still numbered. Table 28 shows the number of counterweights per crankshaft and the number
sequence for the counterweight that is associated with each crankshaft.
Table 28
Numbering on Crankshafts for Counterweights
Number of Cylinders Quantity of Counterweights Numbering for Counterweights
1 to 3
8 6
6 to 8
12 12 1 to 12
16 16 1 to 16
20 20 1 to 20

This example is the former sequence for numbering a crankshaft on a typical 3500 Engine crankshaft.
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This example is the current numbering sequence on a crankshaft for a typical 3500 Engine crankshaft.
Illustration 249 shows the former numbering sequence. Illustration 250 shows the current numbering sequence. These Illustrations show that the counterweights are numbered with a "1" at the front end of the crankshaft. The
crankshaft is numbered with an "8", "12", "16", or "20" at the rear end of the crankshaft. The number at the rear end depends on the size of the engine.

This example is the front face of a typical 3500 Engine crankshaft.
The front end of the crankshaft can be identified by the letters "FRT STD" that are stamped on the front face of the crankshaft. Refer to Illustration 251. The letters "FRT STD" go toward the front of the engine on a standard rotation
engine. Standard rotation is counterclockwise when the engine is viewed from the rear.

This example is the rear face of a typical 3500 Engine crankshaft with the locator pad.
The rear end of the crankshaft can be identified by the two locator pads on the flange at the rear end of the crankshaft. Refer to Illustration 252. The crankshaft sequence number can be found on the rear end of the crankshaft. On older
crankshafts, a pair of three-digit numbers the two locator pads. On typical crankshafts the sequence number can be found on the rear hub between the two locator pads. The rear end of the crankshaft can also be identified by the letters
"FRT REV" that is stamped on the rear face of the crankshaft. An example is shown in Illustration 252. The letters "FRT REV" go toward the front of the engine in a reverse rotating engine. Reverse rotation is clockwise when the
engine is viewed from the rear of the engine. This means that the rear end of the crankshaft goes toward the front of the engine in a reverse rotating engine.
Note: The number one counterweight must always be on the "FRT STD" end of the crankshaft. This rule is true whether the "FRT STD" end of the crankshaft goes toward the front of the engine or rear of the engine. The last
counterweight must always go on the "FRT REV" end of the crankshaft.
Counterweight Mounting Pad

Counterweight mounting pad
(F) Area to measure flatness on counterweight mounting pad.
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The counterweight mounting pad on the crankshaft may be resurfaced as needed to remove pitting and to restore proper flatness. Refer to Illustration 253 for surface texture specifications and area to measure flatness.
Mounting pads with minor amounts of pitting can be used again. The pitting is acceptable if the pitting does not extend beyond the centerline of the bolt hole.
Burrs or raised material can be removed from the mounting pad by using a 30.0 mm (1.2 inch) wide file. First, remove the dowel, then use light pressure and remove only the material which prevents the counterweight from making
complete contact with the mounting pad.
The mounting pad must be flat across the entire surface to be used again. Measure flatness with a machined straight edge and feeler gauge across distance (L) as shown in Illustration 253. The mounting pad flatness for 3500 engines
must be within 0.038 mm (0.0015 inch).

Distance from centerline of crankshaft to surface of the mounting pad.
Refer to Illustration 254. Measure distance (G) from the centerline of the crankshaft to the surface of the mounting pad. For Cat 3500 crankshafts the minimum crankshaft mounting pad reuse measurement must be no less than
116.12 mm (4.572 inch).
Note: Remove the minimum amount of material from the mounting pad to eliminate any fretting. Machining the counterweight mounting pad will alter the distance of the counterweight from the center of the crankshaft and will affect
balance. If the mounting pad is machined, then the crankshaft must be balanced. For further guidance on balancing the crankshaft, refer to the "Balancing 3500 Crankshafts" section within this document.
3508 Off Highway Truck Engine crankshaft mounting pads must be inspected and, if needed, salvaged before mounting the counterweight. On certain 3508 crankshafts, the counterweight pad interferes with the counterweight. This
interference can cause the counterweight to crack and become damaged. Inspection of the counterweight and counterweight mounting pad is critical before reuse.

3508 Counterweight Mounting Pad inspection illustrating excess width.
Illustration 255 is an example of a 3508 counterweight pad being inspected using a shop made gauge. Refer to Special Instruction, REHS9218, "Crankshaft Rework Procedure for Certain 3508 Off-Highway Truck Engines" for further
inspection guidance .

Interference marks on 3508 counterweight mounting pad.

Cracked counterweight as a by-product of mounting pad interference.
A visual inspection of the counterweight mounting pad and the counterweight are also good indicators of interference. Refer to Illustrations 256 and 257 for examples of interference damage.
Counterweight Bolts
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The 4W-6358 Bolt has been canceled and must not be used. The 4W-6358 Bolt can be identified by the marking “CWT” on top of the bolt.

Measure the counter bore diameter to determine the washer size.
(H) Counter-bore diameter
Before ordering new bolts and washers, first determine the size of the washer. If dimension (H) in Illustration 255 measures 32.5 mm (1.28 inch), use the 128-4845 Bolt Assembly. If the hole measures 27.0 mm (1.06 inch), then use the
7E-4201 Bolt and the 7E-4725 Hard Washer combination.
NOTICE
With a thicker flange on the counterweight bolt, there is less

engagement surface for a socket. Use special care when tightening the
counterweight to avoid damage to the socket and the bolt head.
If one bolt fails, then the counterweight should be removed and both sides of the joint (the counterweight and counterweight pad) carefully inspected. If both surfaces are acceptable for reuse, then the counterweight should be
reinstalled in the same orientation using new bolts in all three holes.
Whenever a counterweight bolt is removed, the bolt must be replaced with a new bolt.
Balancing 3500 Crankshafts

All 3500 crankshafts leave Caterpillar factories balanced at 3.5 gm or less. Salvage machining operations will alter the rotational mass unevenly around the axis of rotation and crankshaft unbalance occurs. Crankshaft unbalance
produces vibration which can cause excessive bearing wear, noisy operation, failure of structural parts, and a reduction in overall engine efficiency. Crankshaft balancing is made dynamically in two planes perpendicular to the
rotational axis. Planes J and K in Illustration 257 illustrate the two planes to balance in 3500 engines.
Proper grinding and polishing the crankshaft has not been shown to alter the crankshaft balance out of factory specifications. If doubt occurs if the crankshaft should be balanced after machining, then check the balance of the
crankshaft. It will be the responsibility of the individual dealership to acquire balancing equipment or the service of a reputable balancing company.
If any of the following has been performed, then the crankshaft must be inspected for proper crankshaft balance.
Grinding a select number of journal surfaces rather than all the main or all the pin journals.
Replacement of counterweight hardware.
Machining of crankshaft counterweight pad(s).
Replacement of counterweight(s).
For all 3500 engines, dynamic balance specifications are 3.5 gm at 200 RPM.

Typical 3500 crankshaft and counterweight.
Drill as necessary in Zone (A) and Zone (B) so that dynamic unbalance in Planes (J) and (K) does not exceed 3.5 gm.
Hole depth in Zone (A) must not exceed 48 mm (1.89 inch).
A through hole is permitted in Zone (B).
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Do not modify an existing balance hole.
Keep balance hole on counterweight front to rear center line.
Use a maximum drill bit size of 31.25 mm (1.25 inch) to drill balancing holes.
Note: If necessary, drill as above in other counterweights. Zone (A) and Zone (B) restrictions apply to all counterweights drilled for balancing.
Bobweights mounted on each pin are required for balancing the 3508 crankshaft. Refer to the following table for the bobweights for your specific crankshaft.
Table 29
Weights of the bobweights for 3508 series crankshafts
Crankshaft Part Number Weight of Bobweight
7E-3912 15.7 kg (34.61 lb)
7E-4899 15.7 kg (34.61 lb)
7W-0210 15.57 kg (34.326 lb)
9Y-3798 15.57 kg (34.326 lb)
152-4994 15.7 kg (34.61 lb)
152-7625 16.3 kg (35.94 lb)
241-0221 16.3 kg (35.94 lb)
The 3508 B has counterweights with trimmed ears in the #1, #3, #6 and #8 counterweight locations. The #2 and #7 counterweights do not have trimmed ears.
If a 3508 B counterweight needs to be replaced, then use a 188-0478 Counterweight and manufacture it to the specifications found in Illustrations 259 through 260. After trimming, then ensure that all cuts ears are free of burrs all
around.
Note: Balance hole requirements for the 3508B counterweights are the same for all 3500 counterweights as listed in Illustration 257.

3508 Counterweight #1
As seen facing front hub.
(J) 42.2 ± 2 mm (1.66 ± 0.08 inch)
(K) 74 ± 2 mm (2.91 ± 0.08 inch)

(L) 59.5 ± 2 mm (2.34 ± 0.08 inch)
(M) 14.7 ± 2 mm (0.58 ± 0.08 inch)
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(P) 39 ± 2 mm (1.54 ± 0.08 inch)
(N) 17.1 ± 2 mm (0.67 ± 0.08 inch)

(Q) 95.9 ± 2 mm (3.78 ± 0.08 inch)
(R) 84.1 ± 2 mm (3.31 ± 0.08 inch)
The 3516 crankshaft has a unique number 16 counterweight. The 448-8941 Counterweight has the ears removed and is a required update at overhaul on machine engines. The counterweight update is not required on applications other
than machine engines.
Use the following specifications for balance hole drilling.

3516 number 16 counterweight.
Drill as necessary in Zone (A) so that dynamic unbalance in Planes (J) and (K) in Illustrations 257 and 261 does not exceed 3.5 gm.
Hole depth in Zone (A) must not exceed 48 mm (1.89 inch).
Do not modify an existing balance hole.
Keep balance hole on counterweight front to rear center line.
Use a maximum drill bit size of 31.25 mm (1.25 inch) to drill balancing holes.
Counterweight Installation and Bolt Torque
There are two procedures for tightening the counterweight bolts. One procedure is for 3508 Engines. The other procedure is for 3512 Engines and 3516 Engines.
NOTICE
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Each counterweight has a number and must be installed in the same

position as the corresponding number on the crankshaft mounting pad.
Failure to install the counterweights in the correct position can damage
the crankshaft when the engine is run.
Make sure that the 7N-2003 Dowels are placed correctly and install the counterweights on the crankshaft according to the following steps.
3508 Engines
1. Single wrench or single spindle bolt sequence by position Outer, Outer, Inner.
2. Before assembly, put 334-0519 Grease on the bolt threads, the shank, the underside of bolt head, and the washer.
3. Tighten all bolts for the counterweights to 200.0 ± 5.0 N·m (150.00 ± 4.00 lb ft).
4. Loosen all bolts in the counterweights.
5. Tighten all bolts in counterweights to 70.0 ± 5.0 N·m (50.00 ± 4.00 lb ft).
6. Turn each bolt for an additional 120.0 ± 5.0 degrees.
3512 Engine and 3516 Engine
1. Single wrench or single spindle bolt sequence by position Outer, Outer, Inner.
2. Before assembly, put 334-0519 Grease on the bolt threads, the shank, the underside of bolt head, and the washer.
3. Tighten all bolts for the counterweights evenly to 70.0 ± 5.0 N·m (50.00 ± 4.00 lb ft).
4. Turn each bolt for an additional 120.0 ± 5.0 degrees.
Crankshaft Salvage Overview

Use the following flows charts to help process the crankshaft from raw core to final product.

Inspection flow chart
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Machining Flow Chart
Preparing to Grind the Crankshaft

Crankshaft Bearings
The crankshaft bearings reveal the health of the bottom end of an engine at time of disassembly. Assessment of the crankshaft bearings is a critical step in the crankshaft salvage process. This assessment is as important as inspection of
the crankshaft. The bearings can reveal many underlying issues with the crankshaft in particular, but also with the engine as a whole and the conditions in which the engine operated. Having the physical crankshaft main and rod
bearings on hand throughout the crankshaft salvage process will help the decision-making process go smoothly with justification for the actions taken. If the physical bearings are impossible to retain, then a high-quality photograph of
both the front and back of the bearings should be used.
Proper bearing analysis can determine crankshaft straightness, journal profile, journal taper, prior rebuild quality, block, and connecting rod bore condition and operating conditions. Inspect the crankshaft bearings for any potential
underlying engine issue.
Equipment
This section will outline the equipment necessary to salvage a Cat crankshaft. The equipment needed to grind or polish the crankshaft must be inspected prior to any work being done on the crankshaft. Use this section to help identify
what equipment is needed and how to inspect the equipment properly.

Typical example of a crankshaft grinder.
Prepare the equipment for grinding according to the recommendations from the manufacturer. Many machines for grinding are available, Illustration 267 is an example of one grinding machine. Each model has specific controls and
procedures that must be followed to get acceptable results.
Selecting the correct size of grinding machine is important. Verify that the machine for grinding has the necessary capacity for the crankshaft that is being ground. To grind the largest Cat crankshaft, the machine for grinding must be
able to support a length of 4340 mm (171 inch) and can support a diameter of 275 mm (11 inch). If the dealership is preparing to grind all models of Cat crankshaft, then the dealer will need a machine capable of grinding the 3618
crankshaft.
Refer to Table 30 for the approximate lengths of the larger Cat crankshafts.
Note: Table 30 is sorted by approximate length of crankshaft.
Table 30
Crankshaft Dimensions
Approximate
Sales Model Approximate Length
Diameter(1)
D346
D343 1270 mm 125 mm
3406 (50.0 inch) (5.0 inch)
3408
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C27 1285 mm 125 mm

C32 (51.0 inch) (5.0 inch)
1300 mm 125 mm
3412
(51.18 inch) (5.0 inch)
1450 mm 150 mm
D379
(57.0 inch) (6.0 inch)
1462 mm 135 mm
3508
(58.0 inch) (5.3 inch)
1500 mm 135 mm
D348
(59.0 inch) (5.3 inch)
1750 mm 130 mm
D353
(69.0 inch) (5.1 inch)
1880 mm 110 mm
D342
(74.0 inch) (4.3 inch)
1900 mm 135 mm
D349
(75.0 inch) (5.3 inch)
1972 mm 160 mm
3512
(78.0 inch) (6.3 inch)
2000 mm 150 mm
D398
(79.0 inch) (6.0 inch)
2510 mm 160 mm
3516
(99.0 inch) (6.3 inch)
2591 mm 175 mm
D399
(102.0 inch) (6.9 inch)
2921 mm 250 mm
3606
(115.0 inch) (9.8 inch)
3734 mm 250 mm
3608
(147.0 inch) (9.8 inch)
3226 mm 250 mm
3612
(127.0 inch) (9.8 inch)
4140 mm 250 mm
3616
(163.0 inch) (9.8 inch)
4340 mm 275 mm
3618
(171.0 inch) (10.8 inch)
(1) Diameters listed are rounded up and not reuse specifications.
Equip the machine for grinding with the following items:
Double groove chucks
Splash Guards
Ample cooling flow
Dressing attachment
Attachment for continuous measurement (Arnold Gauge)
Polisher
Various sizes of grinding wheels
Manufacturers of Grinding Machines
There are many manufacturers of grinding equipment that are around today. Several manufacturers are listed below.
AZ Machine Tools
Viale dell'elettronica 20
Thiene (Vicenza)
36016, Italy
www.azspa.it
Telephone +39 0445 575543
Fax +39 0445 575756
Berco S.p.A
Via 1° Maggio, 237
44034 Copparo (Ferrara)
Italy
http://www.berco.com
Telephone +39 0532 864111
Fax +39 0532 864259
A brief search on the Internet will find several companies that sell used equipment. The web site below contains information on used equipment.
MachineTools.com Inc.
5720 W Maple Road
West Bloomfield, MI
48322 U.S.A.
www.machinetools.com
Telephone 785-965-2659
Grinding Machine Inspection
Periodically the grinder must be inspected for accuracy. The following items must be checked at least annually, although the frequency of inspection can increase with increased usage. A grinder that is used daily should be inspected
for accuracy at least monthly. Make note of all measurements and provide the list to the repair technician. Discrepancies must be resolved by a qualified millwright or machine repair technician.
1. Inspect the faceplate.
Remove the chucks and inspect faceplate runout. No more than 0.025 mm (0.001 inch) of runout is acceptable.
2. Inspect the chucks.
Attach the chucks and inspect for centering. Chuck a machined test bar with at least 8" extending past the chuck. Measure the runout, runout must be within 0.003 mm (0.00012 inch) next to the chuck and within 0.005 mm
(0.00020 inch) at the far end of the bar. Repeat this procedure for both chucks. If the runout is more than specified, then new chucks may be needed. Seek advice from a machine repair expert.
3. Inspect the table for wear.
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Attach a dial indicator to a part of the machine that can travel side to side such as the grinding wheel, wheel spindle housing, or front gearbox. Place the indicator such that the tip will travel from the worn portion of the table to
the unworn portion of the table. Check the top, back, and front of the table.
4. Inspect for tail stock wear.
Move the tail stock to an unworn portion of the table. Set a dial indicator against the chuck. Tighten only one of the bolts. Zero the indicator. Loosen the tight bolt and tighten the other hold down bolt. If the chuck moves the
indicator at all, then there is wear. The wear must be corrected before any other measurements are taken. Seek advice from a machine repair expert.
5. Inspect the machine for taper.
If there is any movement recorded from Step 4, then the taper must be corrected before proceeding. This step involves inspecting for tapered wear on the ends of the table of the machine.
a. Clamp the test bars into the chucks.
b. Use a dial indicator to zero the bars as close to the chucks as possible. Mark the location on the bars where the measurement was taken.
c. Use a C-clamp, a dial indicator, magnetic base, and tongue depressors as protection and attach the dial indicator to the grinding wheel. Use the tongue depressors as clamping pads between the magnetic base and grinding
wheel, the c-clamp and the magnetic base, and the c-clamp and the grinding wheel.
d. With dial indicator clamped to the grinding wheel, move the grinding wheel toward the head stock. Bring the indicator tip to where the tip was zeroed in Step 5b. Find the high point of the test bar and adjust the indicator
to zero.
e. Slightly rotate the grinding wheel to clear the indicator of the test bar. Move the indicator to the tail stock test bar where the indicator was zeroed in Step 5b. Find the high spot by slowly moving the indicator to find the
high spot. The indicator should read zero.
f. If the indicator does not read zero, then the tail stock taper adjustment must be moved until a zero reading is obtained.
g. Complete Step 5a through Step 5f until the taper is removed.
6. Inspect the machine alignment.
This inspection is to ensure the center of the head stock and tail stock bearings are aligned.
a. Chuck a section of bar stock at least as long as the crankshaft to be ground.
b. Measure runout at both ends to ensure bar stock is centered on both the head stock and the tail stock.
c. Manually grind an equal amount off each end of the bar stock.
d. Inspect the diameter of the ground section. The diameters should be equal. If the diameters are not equal, then the machine is not aligned. The machine needs adjustment from a qualified machine repair technician.
Steady Rests
Proper steady rest size and placement are critical to a successful crankshaft grind. The steady rest should support the crankshaft from underneath at a negative 10° to 15° angle away from the grinding wheel. The steady rest should also
support the crankshaft on the opposite side of the grinding wheel. The forces on the crankshaft during the grinding process can introduce errors if proper machine setup is ignored.

Improper steady rest setup.
The steady rest shown in Illustration 268 is an improper setup. The lower support of the steady rest is not supporting the lower portion of the crankshaft. As the grinder applies pressure, the grinder will cause the crankshaft to move or
"roll" out of the steady rest support.

Proper steady rest setup
(1) Grinder Wheel
(2) Crankshaft
(3) Steady Rest
(A) Angle of support (10° to 15° from vertical)
The steady rest in Illustration 269 shows a proper steady rest setup. The steady rest is supporting the crankshaft from below and is within Angle (A) of vertical. Ensuring that the steady rest is supporting at a positive angle will help
force the crankshaft into the steady rests for support . If the dealership will grind various crankshafts, then an adjustable steady rest would be recommended to accommodate the variety of crankshaft sizes.
Grinding Wheels
Caterpillar prefers using a Norton 4728-1994 aluminum oxide grinding wheel. The Norton wheel is what Caterpillar uses to manufacture the crankshaft and have had superior results. Aluminum oxide wheels have been found to yield
the best results when grinding Cat crankshafts.
Check with the manufacturer of the grinding wheel to verify that the grinding wheel is of the correct size, grade, and grit for the job. Caterpillar approves grinding wheels made of aluminum oxide, ceramic, SolGel, and CBN.
Determine the grinding wheel size from the width of the crankshaft journal. The widths of the different journals are found in the applicable Reuse and Salvage Guideline, "Specifications for Crankshafts" manual found in the "Service
Letters and Technical Information Bulletins" section of this document.
The best practice is to use a grinding wheel slightly wider than the bearing width and can grind an entire journal with one plunge. A grinding wheel with the capability of grinding the complete journal with one plunge will provide a
better journal profile. A better profile of the journal will increase the life of the bearings.
Procedure to Inspect the Grinding Wheel
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Inspect the grinding wheel for cracks before mounting on the grinder. To inspect the grinding wheel for cracks, hang the grinding wheel from a hook so all sides of the grinding wheel can be easily seen. Use a nonmetallic object such a
hammer handle or a screwdriver handle, tap the grinding wheel lightly in several locations a few inches from the perimeter. A grinding wheel that has no defects will give a distinct ring sound. A grinding wheel that has defects will
give the sound of a dull thump when tapped.
Never use a grinding wheel that has any type of defect. Do not use a grinding wheel that gives the sound of a dull thump.
Verify that the grinding wheel has been balanced.
Procedure to Dress the Grinding Wheel
While you are dressing the grinding wheel, consider the following factors.
Sharp diamond
RPM
Feed rate of the diamond
Depth of cut
Frequency of grinding wheel dressings can vary and is not an exact interval. Numerous factors will affect how often the grinding wheel will need to be dressed. Some factors include:
Grinding wheel hardness and diameter
Crankshaft journal diameter
Operator experience and feed rates
Note: For example: consider two crankshafts with 0.025 mm (0.0010 inch) material that is left and the same width of the journal. The journal with the larger diameter will load up a grinding wheel faster than a journal with a smaller
diameter. The grinding wheel will begin to chatter and the wheel will burn the crankshaft after loading up with steel particles.
The use of a sharp diamond is necessary for all types of dressing applications. Keep the rpm of the grinding wheel consistent during dressing and grinding. See the recommendations from the manufacturer for the type of grinding
wheel that is used.
The type of grinding determines the feed rate that the diamond dresses the grinding wheel. If heavy stock needs to be removed from the crankshaft, then move the diamond across the grinding wheel faster. Dressing the grinding wheel
fast will give the grinding wheel a rougher texture. The rough texture will cause the grinding wheel to load up at a slower rate.

Grinding wheel face being dressed.

Side of grinding wheel being dressed.
Move the diamond across the grinding wheel at a slower rate when you are making the final pass to make a smooth surface texture. The smooth surface texture makes long term grinding difficult because the grinding wheel will load
up too fast. Marks from chatter and burning will result on the crankshaft from a loaded grinding wheel. When the grinding wheel gets loaded with material, then use a carbide stick between dressings.
When removing material from the grinding wheel, the wheel must be dressed in a two-step process. The two steps that follow will yield a superior texture on the grinding wheel.
Note: Always run coolant during the process of dressing the grinding wheel. If coolant is not used, then the diamond will heat up rapidly and damage the wheel. Coolant flow in Illustration 271 is shut off for photographic purposes.
1. Perform two rough passes removing 0.0508 mm (0.002 inch) on each pass.
2. Perform one final pass removing 0.0254 mm (0.001 inch) of material.
3. Dress the side of the wheel and corner radius after the cutting face of the wheel has been dressed. This dressing will help blend the face profile into the side of the wheel.
Between diamond dressings, a carbide stick can be used to clean the cutting face.
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The side of the grinding wheel must be dressed periodically. Keep the grinding wheel dressed so the perimeter is flat and blends into the fillet smoothly. Refer to Illustrations 271,272, and 273 for examples of dressing a grinding
wheel. If the grinding wheel is not dressed properly, the grinding wheel may grind a step into the fillet on the crankshaft journal. Any step that is left on the crankshaft journal will cause a stress riser in the crankshaft.

Checking the profile of a grinding wheel.
After dressing the grinding wheel, the profile and fillet radius of the wheel can be easily checked with a tongue depressor. Refer to Illustration 274 for an example of radius inspection. Keep your fingers clear of the wheel, and gently
press the side of the tongue depressor into the grinding wheel. The wheel will grind away a negative impression into the tongue depressor.

Inspecting the crankshaft grinding wheel radius.
Using a radius inspection gauge tool, check the impression to ensure that the wheel is dressed properly. Adjust the wheel as needed. When the wheel is adequately dressed, then the wheel will be ready for grinding.
The depth of the cut will be a factor when the surface texture of the wheel is being determined. The depth of approximately 0.127 mm (0.0050 inch) is recommended when a rough surface texture is necessary. The depth of
approximately 0.025 mm (0.0010 inch) is recommended when texture grinding is necessary.
Balance the Grinding Wheel
After dressing the grinding wheel, then the wheel must be balanced. If the grinding wheel is out of balance, then the loping or throwing effect of the wheel can cause a situation for uneven grinding to occur. As the grinding wheel spins
at a high rate of speed, the imbalance can cause the wheel to "throw" itself into the crankshaft taking a deeper cut in that area than the operator intended. As the grinding process continues, this situation will progressively get worse and
create an out of round journal.
The supplier of the grinding wheel will provide you with more details about the grinding wheel and with information about mounting, balancing, and tightening the grinding wheel.
Coolant
The type and the quantity of the coolant that is used is crucial to the grinding process. Some key features of the coolant are listed below:
Daily skimming of sludge and oil
Daily concentration inspection
Proper flow of coolant across the crankshaft during grinding, the grinding wheel, and steady rest
Periodic replacement of the coolant

Inadequate coolant flow. Coolant is not free flowing across the entire width of the grinder wheel.
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Adequate coolant flow
Whenever the grinding wheel is in contact with the diamond or the crankshaft, a constant flow of coolant must be supplied. Failure to keep an adequate flow of clean coolant when grinding the crankshaft can introduce grinder burn
and potentially ruin a reusable crankshaft. Illustrations 276 and 277 demonstrate two extremes in coolant flow volume.
The coolant has many functions. The coolant keeps the diamond, the grinding wheel, and the crankshaft from becoming overheated. The coolant also cleans the process by carrying away the steel from the crankshaft and residue from
the grinding wheel as the wheel breaks down.
Follow the recommendations of the machine manufacturer for the proper type of coolant and the proper concentration.
Measuring Instruments
Proper crankshaft salvage will require various measuring instruments. Crankshaft salvage requires at least:
Accurate and stable inspection bench.
Diameter and profile measurement tooling. Air gauges are recommended.
Surface texture analyzer.
Hardness tester. Ultrasonic testers are preferred.
Dial indicators and tips for measuring diameter and runout.
The use of an accurate in-process grinding gage or "Arnold" gage is critical to a successful grind. The dial indicator on the grinding gauge must be accurate and at a scale of 0.01270 mm (0.0005 inch).

Typical Air Gauge and calibration blocks used for crankshaft measurement.
Before, during, and after crankshaft salvage the crankshaft journals must be measured and inspected continuously. This constant measuring is necessary to ensure that small deviations do not ruin a crankshaft.
Caterpillar prefers the use of an air gauge for all critical measurements such as journal diameter and profile. A properly calibrated air gauge is the most accurate measuring instrument that is readily available for the journal diameters.
With multiple air rings combined on one head, an air gauge can provide accurate measurements of diameter, profile, and roundness in one measurement. Refer to Illustration 278 for an example of an air gauge and calibration blocks. If
an air gauge cannot be obtained, then the use of snap gauges is acceptable.
A snap gauge is an acceptable method for measuring the diameters of the journals. The use of a snap gauge is an efficient method of measuring the diameters of the journals. A snap gauge is better than a micrometer because the
percent for human error has been greatly reduced. A snap gauge can measure diameter accurately and repeatedly, but journal profile is difficult and time consuming to measure with a snap gauge.
The final choice for measuring the diameters of the journals if neither air nor snap gauges are available, is using a micrometer. The micrometer must be calibrated correctly by using the gauge that generally comes with the micrometer.
The same feel that is used to calibrate the micrometer to the gauge should be used to measure the crankshaft. Each person that uses the micrometer may have a different feel and may not achieve the same reading making the
micrometer the least reliable method. Micrometers are difficult to measure diameter and journal profile repeatedly.
Complete the entire inspection form with the measurements found, and keep the form with the crankshaft during the process of reconditioning.
Note: Any instrument that is used to measure the diameters of the journals should be kept at the same temperature as the crankshaft. The tools and the crankshaft will stay the same temperature in a climate-controlled room. The gauge
blocks must be the same temperature as the crankshaft to have an accurate reading.
A surface texture analyzer is necessary to check the surface texture of the journals. For the proper specifications on the surface texture that is required after polishing.
Use a Non-Destructive hardness tester such as an Equotip tool or ultrasonic tester to check the hardness of the crankshaft journals without damaging the crankshaft.
A dial indicator should be used to check for Total Indicator Runout (TIR). Check the crankshaft before any grinding. If the crankshaft has any TIR, determine the cause of the TIR. The cause could be any of the following reasons:
Incorrect clamping in the chuck
Debris in the centers
Bent crankshaft
The list below contains manufacturers that make measuring tools. These manufacturers have on-line catalogs.
Air Gauge Manufacturers
Mahr Federal
http://www.mahr.com
1144 Eddy Street
Providence, RI 02905
(800) 343-2050
Snap Gauge and Micrometer Manufacturers
Mitutoyo America Corporation

www.mitutoyo.com
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All contact information is on the internet.
Brown & Sharpe

250 Circuit Drive
North Kingstown, RI 02852
www.brownandsharpe.com
800 343-7933
Starrett
121 Crescent Street
Athol, MA 01331 U.S.A.
www.starrett.com
978 249-3551
Accessories for Grinding Machines
Grinding Wheels
Norton Company
www.nortonabrasives.com/
All contact information is on the internet.
Tyrolit
Swarovskistrasse 8
6130 Schwaz, Austria
+43 52426060
Coolant
Cimcool Global Indstrial Fluids

Milacron Marketing Co.
3000 Disney St.
Cincinnati, Oh. 45209
www.cimcool.com/
Fax 800-205-3293
Chemtool Inc.
8200 Ridgefield Road
Crystal Lake, Illinois 60039
www.chemtool.com/
Cleaning
Prior to anything else performed on the crankshaft, the crankshaft must be cleaned thoroughly. Remove and discard all the oil plugs, ensure that all passages are cleaned, and any varnish is removed from the journals. Some journals
will have oil oxidation that will not be removed with chemical cleaning. These journals will need at least a light polish to clean them.
If the crankshaft has removable counterweights and the counterweights are to be reused, then be sure to mark the counterweights for proper location and orientation before removal. The counterweights must be placed in the same
location and orientation at reassembly. If the counterweight is to be reused, then the counterweight must be reassembled in the same orientation and location on the crankshaft from which it was removed. Proper reassembly is critical
to maintain crankshaft balance. Refer to Reuse and Salvage Guidelines, SEBF8187, "Standardized Parts Marking Procedures" for information on marking engine parts.
During overhaul the counterweight bolts must be replaced. The torque tightening sequence varies by crankshaft model.
The crankshaft must be cleaned using a continuously filtered solvent. Mineral spirits are recommended.
All dirt, oil, and debris must be removed from the crankshaft. Flush the oil passes with solvent to ensure that the passages are free of any contaminants.
A wire brush can be used to clean the bolt holes.
A nylon brush must be used on the oil holes. A wire brush will damage the area around the oil passages.
A cone sander can be used to polish the center holes on the crankshaft ends.
The crankshaft must be clean enough to meet the ISO 16/13 specifications for cleanliness. After cleaning, rotate crankshaft 360° and use shop air to remove all solvent from the oil holes.
Repeat the cleaning procedure as many times as necessary until cleanliness level meets the ISO 16/13 specification.
Crankshaft Inspection
This section will outline the process of inspecting Cat crankshafts. The crankshaft must be inspected visually and measured for reuse specifications, before any salvage machining is performed. The inspection will identify if the
crankshaft can be reused, salvaged, or discarded. The intent of a pre-salvage inspection is to identify anything that would prevent the crankshaft from being reused or salvaged.
Record your inspection findings on a standard form for inspecting crankshafts. There is a form found in Special Instruction, SEHS7949, "Crankshaft Inspection Form" which will aid in this recording process. However, any other
suitable documentation is acceptable to document a crankshaft is inspection. Use the flow charts found within the "Crankshaft Salvage Overview" section of this document for an efficient inspection process.

Crankshaft supported by two 5P-8637 Supports.
1. Support the crankshaft.
If the centers will be used to support the crankshaft, inspect the centers. Verify that the centers are clean and free of all nicks or burrs. The centers may require polishing using an appropriate cone polisher.
Place the clean crankshaft in two 5P-8637 Supports or other suitable crankshaft supports. Refer to Illustration 279.
2. Perform a visual inspection for excessive wear or heat-related damage.
Perform a visual inspection of the crankshaft.
3. Inspect the journals.
Perform a quick inspection on the crankshaft journals to determine if the crankshaft can be salvaged.
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a. Use a profilometer to measure any defects in the journal surface. The intent is to determine if the crankshaft can be salvaged. If the scratches are too deep for grinding or polishing to salvage, then discard the crankshaft. If
the crankshaft can be salvaged, then determine if the crankshaft needs to be ground, polished, or both.
b. Use a snap gauge or micrometer with a graduation of at least 0.001 mm (0.00004 inch) and measure the diameter of the crankshaft journal diameter. This measurement does not need to be highly precise, but to determine if
there is enough material remaining to salvage the crankshaft. If there is not enough material in the diameter for salvage operations, then the crankshaft must be discarded. To find the journal diameter specifications of the
crankshaft being inspected.
4. Measure the crankshaft for straightness.
Inspect the crankshaft for any bend by measuring Total Indicator Runout (TIR).
Note: A crankshaft that requires straightening must be straightened before grinding. A bent crankshaft cannot be ground straight. If a bent crankshaft is ground, then the stroke of the crankshaft will be altered. If the stroke of the
crankshaft has been changed, then the process of combustion will be altered and therefore should not be reused.
5. Salvage machine the Crankshaft
If the crankshaft is determined that it needs to be salvaged and that the crankshaft can be salvaged, then proceed to salvage the crankshaft. Refer to the section "Procedure to Grind the Crankshaft" within this document for further
guidance on grinding the crankshaft.
Procedure to Grind the Crankshaft

This section will outline the process necessary to grind aCat crankshafts. Grinding a crankshaft requires extreme accuracy. Most failures that occur after grinding the crankshaft are due to improper grinding procedures or improper
inspection procedures. Only properly trained personnel are allowed to grind Cat crankshafts. Personnel must be trained properly in the following areas before grinding a crankshaft:
Applied Failure Analysis
Proper use of measuring tools, inspection tools, and gauges
Proper use of the grinder
Troubleshooting procedures
NOTICE
Most crankshafts can be returned to service without any salvage

machining or with polishing only. Use visual Inspection and magnetic
particle inspection to help determine what level of salvage work is
required. If in doubt, then polish and inspect first.
The steps that follow reflect the procedures found in Illustrations 265 and 266. Before starting the grinding process, verify that the machine is properly warmed up. The spindle for the grinding wheel should be allowed to run for at
least 15 minutes before dressing the grinding wheel. This procedure will ensure that the bearings are warmed up. A new grinding wheel must be dressed at least five times before the first run to ensure that the grinding wheel is clean. If
steady rests are to be used, cycle the steady rest at least ten times to ensure proper setup. Ensure that the coolant is continuously flowing during setup.
Stop the grinding process if the grinding wheel begins to chatter or begins to burn the crankshaft. Determine the cause of the defect before continuing to grind.
1. Inspect the crankshaft.
Perform the visual, magnetic particle, and diameter inspection procedures found in the "Crankshaft Inspection" section of this document.
2. Gather tools and specifications.
Gather all the necessary tooling required to measure the critical dimensions on the crankshaft and note the critical dimensions for the crankshaft to be ground.
3. Prepare the grinding wheel.
Verify that the correct grinding wheel is properly dressed, balanced, and mounted on the grinder. Refer to the section "Grinding Wheels". Verify that the diameter of the grinding wheel is large enough to prevent the sidewalls of
the crankshaft from contacting any part of the grinder. Always dress the grinding wheel before you start to grind a crankshaft.
For best results, use a grinding wheel that is slightly wider than the journal. If the grinding wheel is narrower than the journal, then refer to the section "Double Plunge Grinding" within this document for further guidance.

Making adjustments to ensure that chucks are centered.
4. Prepare and load the crankshaft. Ensure the rotation of the crankshaft on the grinder is opposite of the direction that the crankshaft rotates inside the engine.
Note: Inspect the grinder. If the crankshaft is mounted with a chuck, then verify that the jaws of the chuck are free of dirt and debris. If the crankshaft is mounted with the centers, then verify that the crankshaft and grinder
centers are free from dirt and debris.
a. Verify that the crankshaft seals and counterweights (if equipped) have been removed.
b. Load the crankshaft into the grinder. Secure the crankshaft to the grinder according to the instructions from the manufacturer. The rotation of the crankshaft should be opposite of the direction that the crankshaft would
rotate if inside the engine, and opposite of the grinding wheel.
5. Check the alignment of the crankshaft.
After chucking the crankshaft, use a dial indicator on a stand and check the runout on both ends of the crankshaft to ensure proper alignment. This check is to ensure that the crankshaft is centered in the grinder and a taper is not
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ground into the crankshaft.

Steady rest installed to the side of the oil hole.
6. Install steady rests if needed. Do not install the steady rest on top of an oil hole.
7. Check the total indicator runout (TIR) on every journal on the crankshaft.
Use a stand with a dial indicator and make the proper adjustments to eliminate the runout. Some crankshafts will require the use of a steady rest to remove the runout.
8. Grind the journal.
Grind the main journals first, then the rod journals. When grinding try to stay on the large end of the specification diameter. This practice will ensure that adequate material remains for the polishing process.
a. If the machine has been idle for more than 4 hours or the grinding wheel has been changed, follow the recommended warmup procedure.
b. Ensure that coolant flow is constantly flowing and the flow of coolant is at least as wide as the wheel.
c. Set the grinder to spin the crankshaft as close to 15 RPM as possible.
d. Inspect the journal diameter often with the in-process grinding gage or "Arnold" gage using an accurate 0.01270 mm (0.0005 inch) dial indicator.
e. Begin every grind on the middle journals and work toward the end journals of the crankshaft.
Once center steady rest is installed and journal is ground true, do not move or adjust the center steady rest.
When grinding only remove approximately 0.05588 mm (0.0022 inch) of material with each cut. Grind the journal to approximately 0.025 mm (0.0010 inch) to 0.05 mm (0.002 inch) larger than the textured size to allow
for polishing. After every plunge, allow the grinder to spark out 30 to 45 seconds.
Note: The size of the journal may vary each time you measure the journal if you do not allow the grinder to spark out every time at the end of every plunge. Allowing the grinding wheel to dwell on the journal without any
pressure for 30 - 45 seconds will minimize any potential machining defects.

Air gauge inspecting journals in a Caterpillar production facility.
(1) Air gauge head
(2) Minimum and Maximum specifications (precalibrated)
(3) Graphical display of journal profile.
f. Inspect every journal for diameter, profile, and lobing immediately after grinding.
Incorporating an inspection step between grinding journals will catch any potential issues with the grinding machine, wheel, or operator before any further damage to the crankshaft. The use of an air gauge makes this
procedure faster, easier, and portrays more information than any other measuring equipment. An air gauge instantly measures the crankshaft diameter in multiple locations simultaneously. The air gauge shown in
Illustration 283 is taking five diameter measurements simultaneously. Since these measurements are all taken in a straight line across the journal, the display also shows the profile of the journal. The read out portrays if the
journal diameter is within specification and the profile of the grind with one quick reading. If the profile was out of specification, then it would cause reason to redress the grinding wheel.
Measure every journal for roundness and profile This inspection step is critical to identify any potential mistakes before the mistakes can cause further damage. The use of air gauges minimizes the time spent and
maximizes accuracy on this inspection step.

Typical example of small fillet dip after grinding.
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Typical example of inspecting the fillet area. Note the lighted areas around the fillet gauge. This is due to the small dips that were ground in and are acceptable.
g. Inspect the journal fillet area.
Inspect the profile of the fillet radius with a radius gauge and flashlight. A small dip is permissible on the crankshaft at the junction of the fillet and bearing journal surface. Illustration 284 is a good example of where dips
are acceptable. The area may have a different surface texture that is caused by a grinding wheel that has broken down faster. This rough area is acceptable only in the bottom 20 percent of the fillet. Illustration 285 shows
the inspection of a good journal profile. Any dips must be blended smoothly, there must not be any rough edges.
9. Redress the grinding wheel after main journals are ground and before work begins on the rods. Between dressings if the grinding wheel shows signs of clogging, then use a carbide stick to clear the metal deposits.
10. Complete the Steps 8a through Step 8g in the above procedure for the remainder of the journals. For more information about the undersize bearings that are available for your engine.
11. After grinding is complete, the crankshaft must be inspected, oil hole salvaged, cleaned, polished, final inspection, and potentially balanced. Refer to the appropriate sections as necessary within this document for further
guidance.
Double Plunge Grinding
Using a grinding wheel that is the same width as the journal will produce the best possible results. If necessary, then using a double plunge grind method can be a successful alternative. The double plunge method involves a shallow
plunge cut on one side of the journal, moving to the other side of the journal and making a deeper plunge cut and finally sweeping across the whole width of the journal.

First plunge in a double plunge method.
(1) Grinding Wheel
(2) Crankshaft Journal
1. Make initial shallow cut.
The first cut will be a shallow plunge on one side of the journal. Do not go to the full grind depth, but leave enough material to sweep off later.

Second cut in a double plunge method.
(1) Grinding Wheel
2. Make second cut.
Raise the wheel and traverse to the other side of the journal and make a full depth plunge. Allow the grinder to spark out after plunge is complete.

Grinding wheel sweep in a double plunge method.
(1) Grinding Wheel
3. Sweep across journal.
Do not raise or lower depth of grinding wheel. Slowly sweep the grinder into first cut material. This sweep will create a seamless blending of the two cuts. Remove the grinding wheel only after the sweep is complete.
Post Grinding Inspection

After grinding, the crankshaft must be visually inspected and magnetic particle inspected. The steps that follow reflect the procedure found in Illustration 266.
1. Visual inspection for grinder damage.
When performing a visual inspection on the crankshaft look for any potential damage induced by grinding. Inspect the journals and fillet areas for signs of chatter, burn marks, or excessive heat.
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2. Perform Magnetic Particle Inspection
After the crankshaft has been ground but before the polishing procedure, inspect the crankshaft using the magnetic particle inspection. Occasionally the grinding process can reveal or even cause an unseen defect to appear and
they must be discovered before further machining is performed. This inspection will show any cracks or damage that was not visible prior to grinding.
3. Oil hole salvage
Inspect the oil holes. Use a bore scope to ensure that there is no debris or burrs inside the oil holes. Inspect all the oil hole chamfers. If the crankshaft was ground undersized, then the oil holes will need to be chamfered. If the oil
hole chamfers need salvaging, stop and perform that process now. Refer to the section "Oil Hole Salvage" in this document for further guidance.
4. Clean Crankshaft
5. Perform a hardness inspection.
6. Polish Crankshaft
Refer to "Polish After Grinding"
7. Take final crankshaft measurement specifications.
8. Clean the crankshaft
9. Use or store the crankshaft.
Oil Hole Salvage

Before grinding, it is important to inspect the oil holes of the crankshaft. Inspect the oil hole chamfer to ensure that there are no sharp edges.
After grinding, use a bore scope to inspect all the oil passages. Debris and burrs found within the oil hole can be removed with a small ball hone. Refer to the Section "Procedure to Clean Oil Passages" within this document for
additional guidance.
Oil Chamfer Salvage
If the crankshaft will be ground under size or if during inspection it is found that the oil hole has sharp edges, then the oil hole will need to be chamfered and then de-burred.

Oil hole with sharp edges.
If the oil hole chamfer has been removed or will likely be removed during grinding, then it can be replaced using adequate tooling. A steel chamfer drill bit with lubricant is recommended for oil hole salvage. While cutting the
chamfer, it is important the cutting tool used is kept in a straight line with the angle of the oil hole. The holes on the pin journals are at an angle and not tangent to the journal as the main journals are.
Procedure to Clean Oil Passages

Debris found in oil hole.
Use the correct brush with a solvent to clean the oil passages. Refer to Illustration 291. Refer to section "Manufacturers of Grinding Machines" and Table 3 for the correct diameter of the brush to be used.
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Use the correct nylon brush to clean the oil passages thoroughly.
NOTICE
Install the brush on a variable speed drill. Operate the drill at 300 rpm.
Never operate the drill unless the brush is inside the oil passage.
It is important for the oil passages to be thoroughly cleaned. If debris should remain in the passage ways, then the debris will eventually workits way out in the salvage process or when it is installed in the engine. When the debris
comes out it could ruin the surface texture when machining or ruin the engine should it run with dirty oil passages. The brush must go all the way to the end of each oil hole. The oil holes must be cleaned from every possible angle to
ensure that the oil holes are cleaned correctly. The oil holes must be cleaned from both the rod journal and the main journal ends. Also, the oil holes must be cleaned through the holes that lighten the crankshaft or the plug end of the
oil holes. To make sure that oil passages are kept free of debris, flush all passages with solvent during the procedure to clean oil passages. After the oil passages are thoroughly cleaned, use an air hose and rotate the crankshaft as
needed to remove the remainder of the solvent.
Procedure to Polish the Crankshaft

Note: If shot peening is to be performed, then the shot peening must be done after grinding but before polishing. Check the dimensions of the radii before starting any shot peening. The crankshaft must meet all specifications.
Use caution not to polish the crankshaft excessively. A mirror like texture after polishing is not desirable. A dull matte sheen that meets the surface texture requirements is preferred. Polishing the crankshaft should not remove any
substantial amount of material. Polishing the crankshaft should only return the crankshaft to the correct surface texture. If proper polishing techniques are not applied, the surface texture and profile of the journals can be damaged.
The media coarseness that is to be used will vary from dealership to dealership by availability. In every case it is always a better idea to start with a higher grit media. Some experimentation will have to be performed at the dealership.
There is a large variability in polishing equipment, media, and operator technique that will have a direct result on the texture. Some experimentation in media coarseness, time on the journals, and lubrication may be required to achieve
the correct surface texture.
The quality of the texture on the crankshaft will directly affect the amount of wear that a bearing will have. A good surface texture will prolong the life of the main bearings, piston bearings, crankshaft, and engine.
Note: During rotation, move the polishing belt slowly and evenly across the journal surface into the fillets.
NOTICE
Do not attempt to alter surface profile, taper, or diameter when

polishing. Polishing the crankshaft should only return the crankshaft
to the correct surface texture. The goal of any polishing technique is to
achieve the correct journal surface texture by polishing the least
amount of time and removing the least amount of material.
Polishing Media
Polish Only
For instructions on how to perform the polishing procedure refer to the "Steps to Polish the Crankshaft Without Grinding"section found within this document.
Most crankshafts that need machine work will only need a light polishing without grinding. When polishing crankshafts it is critical to meet the correct surface texture with the least amount of polishing as possible. Visual inspection
and magnetic particle inspection to help determine if the crankshaft in question can be reused as is, need only a polish, or grinding and polishing. If doubt remains, then contact your Cat dealer Service Representative or the Dealer
Service Network for further assistance.
Normally, a polish only salvage can use a finer media than in a grind and polish situation. The intent of a polish only is to remove any small surface imperfections, discoloration, and achieve an acceptable surface texture. It is
imperative not to introduce any additional risks that can come from over polishing.
In a polish only situation, use only the following grit media to lightly clean up the journal surfaces :
Table 31
Part Number Description
1" X 72" U243 X 16 (P1200)

516-4613
Polishing Belt
1" X 72" U245 X 16 (P2400)

516-4615
Polishing Belt
55.5 mm X 1828.8 mm U243 X 16 (P1200)

516-4616
Polishing Belt
115 mm X 1828.8 mm U243 X 16 (P1200)

516-4617
Polishing Belt
121.5 mm X 1828.8 mm U243 X 16 (P1200)

516-4618
Polishing Belt
55.5 mm X 1828.8 mm U254 X 5 (P2400)

516-4619
Polishing Belt
115 mm X 1828.8 mm U254 X 5 (P2400)

516-4620
Polishing Belt
121.5 mm X 1828.8 mm U254 X 5 (P2400)

516-4621
Polishing Belt
Polish After Grinding
If the crankshaft was ground prior to polishing, then it may be necessary to use a coarser media and progress to a finer media. If the crankshaft only needs a polishing to remove superficial journal imperfections, then attempt to use a
finer media first. When in doubt, start with a finer grit and go coarser if necessary. Caterpillar uses micron media because that media has the tightest tolerances with regard to range of grain sizes on that media. This tight tolerance
means the micron paper will provide a more consistent surface texture than any other media.
50 micron media on first pass and 20 micron media on second pass using a liquid lubricant.
P320 grit media on first pass and P800 grit media on second pass using a liquid lubricant.
Oil Hole Washout
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Graphical representation of oil hole washout.
A condition known as oil hole washout is a primary danger when polishing a crankshaft. Oil hole washout is difficult to measure and impossible to see. Oil Hole Washout is created by over polishing the crankshaft. Figure 292 is a
visual aid to understand the danger of over polishing. When measured on the trailing edge of the oil hole, it should not measure more than 0.005 mm (0.00020 inch) deep.
Excessive polishing is the primary cause of an oil washout and leads to bearing and crankshaft failure. As the polishing media passes over the oil hole, the media is pulled into the oil hole and removes extra material from the trailing
edge of the oil hole. When too much material is removed from one side of the oil hole, it changes the dynamic of oil flow. Excessive oil will then pass through one side of the oil hole, and wash out of the bearings. This condition will
lead to loss of oil lift on the bearings, causing the crankshaft to ride directly on the bearing. When the crankshaft rides on the bearings, heat will be generated and a bearing failure will happen.
Polishing Equipment
For more consistent results, Caterpillar recommends using a polisher that is adequate to polish the entire journal width. Superior results can be achieved using a mounted, counter-weight polisher or a clamped jawed polisher.
Note: The hand held "bicycle style" is acceptable only in a polish-only situation using 15 micron (P1200) grit media or finer 9 micron (P2400). Using anything coarser than 15 micron (P1200) grit will damage surface texture and
journal profile. This type of polisher has too much variability from the operator, media, lubrication, motor speed, and crankshaft rotational speed to be repeatable. The use of this type of polisher can damage the crankshaft.

Illustration of crankshaft to polisher rotation
Polish the journals only while the crankshaft is rotating. Polish the crankshaft in the opposite direction that the crankshaft was ground. The crankshaft should rotate in the same direction that the engine will operate.

Mounted full journal width polisher in a Caterpillar production facility

Clamp jaw polisher in a Cat dealer.
A counterweight polisher such as shown in Illustration 294 is the most efficient to use because some models can be mounted to the grinder and does not require a second machine or set up. A clamp jaw polisher shown in Illustration
295 can provide excellent results. The clamp jaw polisher must be set up in such a way that the machine is set up adequately and does not over polish.
When using a counterweighted polisher, set up the equipment such that the polisher will machine the crankshaft in the opposite direction that the crankshaft was ground. Ideally the crankshaft will rotate in the same direction that the
engine will operate. The mounted polisher includes a balanced, spring loaded belt arm that glides on linear rails and can accommodate multiple belt widths. An ideal belt width is one that can polish the entire journal width. The clamp
jaw style polisher often will turn in both directions, for this type of polisher it is acceptable to spin the crankshaft counter rotation.
Steps to Polishing the Crankshaft After Grinding
The procedure that follows is intended for a crankshaft that has been ground under size and must be polished. Due to the polishing media required, this procedure can alter surface profile and can alter the shape of the journal. Great
care and proper equipment must be used when performing this procedure. A hand held polisher must not be used for this procedure. Only a counterweighted polisher or a clamp style polisher can produce the results required.
1. Ensure that the crankshaft including oil passages is clean. Take care not to introduce debris between crankshaft and polishing media.
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2. Load the crankshaft into the polishing fixture. Ensure that crankshaft is aligned and properly chucked into the polishing fixture.
3. Begin rotating the crankshaft spinning at approximately 15 rpm.
4. Dress the side wall and thrust wall with a dyna-file or equivalent.
5. Load the coarser grit paper (50 micron or P320 grit) onto the polisher.
6. Turn on the coolant or apply the lubricant as needed.
7. For the first pass polish up to four journals. Use 1 to 2 passes per journal keeping the passes to under 6 seconds each.
During rotation, move the polishing belt slowly and evenly across the journal surface into the fillets.
8. Run a second pass over the same 4 journals using 2 to 3 passes approximately 6 seconds each.
The surface texture should measure between 0.11 Ra to 0.14 Ra after the 50 micron paper before moving onto the 20 micron paper.
9. Replace the belt with a finer grit paper (20 micron or P800 grit) and repeat Steps 6 through 8 on the same four journals.
10. Replace the belt with a new lower grit belt and repeat Steps 6 through 9 for the remaining journals, polishing four journals at a time.
Note: The time to polish varies depending on the condition of the journals and the condition of the belt. A new belt will cut more aggressively than a used belt. After the crankshaft has been ground and polished, make a
complete inspection and check all the dimensions.
11. Final crankshaft inspection.
Measure the journals for size, taper, straightness, and surface texture.
Clean the crankshaft and move to final destination.
Steps to Polish the Crankshaft Without Grinding
The procedure that follows should only be used to clean the journal surface due to discoloration or minor raised scratches. It is important not to try to fix any surface defects with a polish only procedure. Polishing the crankshaft in this
instance is not intended to alter the shape of the journal. This type of polish only procedure is only intended to improve surface texture and removed oxidized oil. A hand held polisher can be used for this procedure; however, a
counterweight polisher or clamp style polisher will produce superior results.

Oxidized journal that can be salvaged with a polish only procedure.
1. Ensure that the crankshaft including oil passages is clean. Take care not to introduce debris between crankshaft and polishing media.
2. Load the crankshaft into the polishing fixture. Ensure that crankshaft is aligned and properly chucked into the polishing fixture.
3. If using a mounted polisher, then begin rotating the crankshaft spinning at approximately 15 rpm.
4. If needed, dress the side wall and thrust wall with a dyna-file or equivalent.
5. Load polishing media into polisher.
If using a hand held polisher, use 15 micron (P1200) grit media or finer 9 micron (P2400). Refer to Table 31 for part numbers.
6. Turn on the coolant or apply a lubricant such as WD-40 as needed.
7. With a new belt, polish all the main journals. Slowly traverse the width of the journal ensuring smooth transition across the journal surface. Polishing should take 5-10 seconds for each pass of the journal. Perform at least 2
passes.
8. After all the main journals are polished, then polish the rod journals in the same manner. If polishing a crankshaft longer than 8 cylinders, then use a new belt on the rod journals. If polishing a crankshaft 8 cylinders or less, then
the same belt used with the main journals can be reused.
9. Final Inspection.
Measure the journals for size, taper, straightness, and surface texture.
Manufacturers of Balancing Machines

CWT Industries LLC
4708 S. Old Peachtree Road
Norcross, GA
30071 U.S.A.
www.cwtindustries.com
Repair Process Engineering has identified CWT Industries as the preferred balance machine tooling supplier for balancing Cat crankshafts. The Repair Process Engineering Team has worked with CWT Industries to ensure that CWT
has all the information necessary to build a crankshaft balancer to Caterpillar specifications.
If CWT Industries are not chosen for balancing equipment, then the balancing equipment must meet the following requirements:
Head driven, not belt driven unit
Must use at least three supports for any crankshaft longer than a 3512 crankshaft.
Procedure to Shot Peen 3512, 3516, and 3524 High Displacement Crankshafts
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Almen gauge and Almen strips that have been shot peened
Adjust the equipment so that all designated areas receive specified coverage. The number of passes and the duration of each pass should be established. A test fixture is required to perform Almen strip tests. An Almen gauge is
required for measuring the arc height of test strips. Suitable test fixtures can be made by attaching test strip holders to dummy parts at the proper positions. The velocity and direction of the stream on the test strips should simulate the
stream on the actual parts. Standard test strips, holders for the strips, and Almen gauges in SAE Standard J442 should be used for measurements and control.
Preparation and Completion of the Almen Strip Test

Fixture for Almen strip test
1. Machining the crankshaft must be complete before the fillets are peened.
2. The fixture for the Almen Strip Test should be installed into the machine and all adjustments must be performed for the test. The holders for the test strips should be mounted to the fixture at the proper position and distance.
Proper mounting will result in more accurate measurements of the test strips. Proper mounting will also result in the proper machine adjustments for meeting specifications. The following will be tested during this operation:
Size of media
Flow rate
Air pressure
Coverage
3. To measure the intensity of the stream, attach the test strip to the holder. The test strip should be perpendicular to the flow of the stream in the position of the area that will be shot. This will be repeated for each area that will
undergo the shot peening.
4. After the test is complete, label the Almen strips. Remove the strips from the fixture. An Almen gauge must be used to measure the arc height of the Almen strip. Several tests may be needed to obtain the proper coverage.
Specifications
Table 32
Specifications
Media S280-M Ervin Industries
Shot Flow Rate 15 ± 1 kg (34.0 ± 2.0 lb) per minute
Air Pressure 345 ± 7 kPa (50.0 ± 1.0 psi)
Almen Strip Arc Height 0.425 mm (0.0167 inch) and 0.525 mm (0.0207 inch)
Coverage 100 percent
Note: The S280-M is an SAE specification. Any manufacturer of the media material can be used as long as the media meets the SAE S280-M specification.
Preparing the Crankshaft for Shot Peening
1. Thrust faces must be masked to prevent peening on this surface. Make sure that both faces are covered 360 degrees.
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2. Install rubber masks to the main journals and pin journals. Use tie straps to secure the rubber masks in place.
3. Center the rubber masks using guide shoes. Remove the guide shoes after masks are centered.
4. Cover the counterweight pads (1 and 16) or (1 and 12) with wide pad covers. Cover the remaining counterweight pads with narrow pad covers. Secure the covers in the center holes with suitable fasteners.
5. Press rubber plugs firmly into the pin journal cross oil holes to prevent media from entering. Perform this step if the original plugs have been removed.
6. Install covers on the drive and idler ends to prevent the media from contacting the finished surfaces.
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7. Install the crankshaft into the shot peening machine. Make sure and remove any lifting devices. Install covers on the remaining counterweight pads.
Note: This operation should only be performed by experienced operators. The operators should be trained for the equipment that will be used.
Guidelines for Crankshaft Balancing

This section provides a brief overview of crankshaft balancing techniques that are applicable to all crankshafts. More detailed information regarding balancing can be found in the model-specific Reuse and Salvage Guideline
Crankshaft Specification manual.
If any of the following has been performed, then the crankshaft must be inspected for proper crankshaft balance.
Grinding a select number of journal surfaces rather than all the main or all the pin journals.
Replacement of counterweight hardware.
Machining of crankshaft counterweight pad.
Replacement of counterweight.
Grinding and polishing the crankshaft has not been shown to alter the crankshaft balance out of factory specifications. If doubt occurs if the crankshaft should be balanced after machining, then check the balance of the crankshaft.
Each individual dealership is responsible for acquiring balancing equipment or the service of a reputable balancing company.
When machining operations alter the mass unevenly around the axis of rotation, then crankshaft unbalance occurs. Crankshaft unbalance produces vibration which can cause excessive bearing wear, noisy operation, failure of structural
parts, and a reduction in overall engine efficiency. Crankshaft balancing must be made dynamically in two planes perpendicular to the rotational axis.
Note: The 3508 engine requires custom bob weights for balancing.

Typical crankshaft balancing zones.
(A) Zone A
(B) Zone B
(1) Balancing bore example.
When drilling the balancing bore (1), keep the center line of the bore perpendicular to the axis of rotation. Drilling is only allowed in Zones (A) and (B) of the counterweight to achieve balance specifications listed in Table 33.
Reference the model-specific Reuse and Salvage Guideline Specification manual for model-specific zone areas and bore depths. Do not modify any existing balancing holes. If material must be removed to achieve balance, then a new
balancing hole must be drilled.

Typical counterweight balancing hole location
(C) Minimum sidewall thickness
When drilling a balancing hole, maintain a minimum amount of material on the counterweight for the entire depth of the balance hole. Refer to Illustration 307 for an example. Table 33 identifies balance specifications and sidewall
thickness of the balance bore.
Table 33
Crankshaft Balancing Specifications
Crankshaft Balance
Engine Size Minimum Hole Sidewall Thickness
All crankshafts spun at 200 RPM
C4.4
C6.6
C7 1.5 gm(1) 1.5 mm
C9 2.083 oz· inch (2) (0.06 inch)
Series 3000
Series 3100
Series 3400
C11
C12
C15 1.8 g m 1.5 mm
C16 2.50 oz· inch (0.06 inch)
C18
C27
C32
3.5 g m 4.0 mm
C175
4.861 oz· inch (0.16 inch)
3.5 g m 5.0 mm
Series 3500
4.861 oz· inch (0.20 inch)
Series 3600 22 g m 8.0 mm

C280 30.552 oz· inch (0.32 inch)
(1) gm = Gram-Meter is the unit of measure used to describe the amount of unbalance in a rotating body. An unbalance of 1 gm is equivalent to a mass of 1 g rotating at a distance of 1 m from the axis.
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(2) oz·in = Ounce-Inch is the unit of measure used to describe the amount of unbalance in a rotating body. An unbalance of 1oz·inch is equivalent to a mass of 1 oz rotating at a distance of 1 in from the axis.
Clean the Crankshaft after Salvage

A ground crankshaft must be cleaned thoroughly before, during, and after the salvage process. Use an air hose to remove coolant, sludge, steel shot, and metal particles from the oil passages. Use the appropriate sized oil passage brush
and drill to brush the oil passages clean. Take care not to damage the journals while using the drill. Use the brushes from the rod and the main ends of the journal. The brushes must also be used from the hole for lightening the
crankshaft and the plug end. Flush the oil passages with solvent to ensure that there is no debris remaining. Inspect each oil passage with a bore scope to ensure cleanliness.
Proper Crankshaft Seal Handling

Best Practices
Background
To reduce the risk of leaks and failures, it is important that crankshaft seals are properly installed. Proper operation of a crankshaft seal depends on many factors such as:
Cleanliness of the seal, tooling, and all other mating components.
Appropriate protection and handling of the crankshaft seal.
Mating Component Storage
Crankshafts and housings should be stored in a manner that will reduce contamination and damage to the sealing surfaces.
Mating Component and Tooling Cleanliness
The housings, crankshafts, and all installation-related items must be free of all contamination. The housing bores and crankshafts must be free of scratches, nicks, dents, or any other feature that will compromise sealing.
Each housing bore and shaft should be wiped clean with a lint-free wipe before installation.
Inventory of subassembled crankshaft seals should be minimized to reduce risk of contamination and damage.
Handling of Crankshaft Seals
Some crankshaft seals arrive with a supplier-applied sealant around the outer diameter of the seal case and/or the inner diameter of the wear sleeve. This coating will typically be red, blue, or green depending on the supplier and seal
location. This coating is critical for sealing against the bore and shaft, and must not be scratched or removed from the seal.

Proper crankshaft seal handling.
To avoid contamination, seals should be handled only by touching uncoated metal surfaces whenever possible. To reduce the risk of damage, never touch the seal on the sealing surface. If necessary, seals may be carefully handled on
coated metal surfaces. Ensure that the coating does not get scratched nor contaminated.

(1) Wear sleeve
(2) Sealing lip
Some seals are supplied with a plastic sleeve around the interior diameter. The sleeve holds the PTFE (Polytetrafluoroethylene) sealing lips in place and the sleeve protects the seals from damage. Once this plastic sleeve has been
removed, the PTFE sealing lips will begin to relax. If the PTFE sealing lips relax, the seals will prevent proper installation. These plastic sleeves must only be removed during or immediately before installation.
Assembly Tooling
Always refer to the appropriate Disassembly and Assembly Manual and/or Special Instruction for the tooling needed to install crankshaft seals for an engine model.
Assembly areas should have procedures for inspection and cleaning of seal installation tooling. Areas of special importance include:
Any damage to the installation tooling that could damage the crankshaft seal diameter face.
Any malfunction of the hydraulic or pneumatic press supply pressure or pressure regulator.
The piloting features of the tool must be square and free from damage. Inspect the ram inside the press for damage or excessive wear.
If any of the above occurs, the seal may be damaged or will not be seated correctly. If damage is observed or noted, then immediately stop using the tool. Notify the appropriate dealer personnel to report the damage.
Routine Maintenance - All seal-specific tooling should be placed on a routine maintenance schedule similar to the torque-tooling schedule.
Reporting Damage - A formal reporting process shall be established at every dealer to report damaged tooling.
Replacement Tooling - Replacement tooling should be in inventory and available for immediate use to reduce the risk of downtime.
Tooling storage surfaces will be clean and free from contamination.
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Preassembly Inspection of Critical Components
Complete a brief inspection for seal and mating components for damage and contamination. This inspection is to provide a brief visual review of the part and mating component for damage or debris. This inspection is to help identify
part issues before assembling the parts to the components.
Complete a visual inspection to verify the presence of the spring in crankshaft lip seals.
Note: Not all crankshaft lip seals will contain springs.
Before installation of the crankshaft seal and the wear sleeve, inspect the crankshaft for scratches. Also, inspect the crankshaft for any distortion on the surface that may lead to an out of round condition. Use a polishing cloth to
remove any slight imperfections on the crankshaft.
Assembly
Do not lubricate crankshaft seals. Crankshaft seals are intended for dry installation. Neither the sealing lip nor the journal should be lubricated.
Apply Loctite sealant to the seal outside diameter and/or the wear sleeve inside diameter if either surface does not have supplier applied coating.
Use the correct seal assembly tool as specified in the proper Disassembly and Assembly Manual. Follow the tooling inspection and care processes during assembly.
All crankshaft seals require either a wear sleeve or installation sleeve for assembly regardless of the shaft. The sleeve prevents the seal lip from relaxing and being folded under during assembly.
6I-3746 1W-5009 6I-3746 1W-50096I-3746 1W-5009 6I-3746 1W-50096I-3746 1W-5009 6I-3746 1W-50096I-3746 1W-50096I-37461W-50096I-3746
1W-5009 6I-37461W-5009Procedure to Inspect and Salvage the Gear on 1W-5009 and 6I-3746 Crankshaft Assemblies Used in 3408 Engines
The 2W-3878 Gear on the crankshafts of some 3408 Engines may be misaligned or incorrectly positioned. This Guideline provides the dimensions and procedures to check the gear's alignment and location.
Fabricated Tooling

Gear installation tool.
(1) Plate
(2) Ring
(3) 0S-1616 Bolt, 1/4-20 x 1
(4) 5P-0537 Washer
(5) 1A-4273 Bolt, 5/8-18 x 1 1/4
(6) 5P-8247 Washer. (A) Ground surface

Plate made from SAE 1020 steel
Table 34
Specifications for Plate
Callout Description / Dimensions
(A) Grind this side flat, after holes have been drilled. A flatness of 0.03 mm (0.00118 inch) must be maintained.
(B) 12.7 ± 1.5 mm (0.50000 ± 0.05906 inch)
(C) 254.0 ± 3.0 mm (9.99998 ± 0.11811 inch)
(D) 76.0 ± 3.0 mm (2.99212 ± 0.11811 inch)

(E) 127.0 ± 3.0 mm (4.99999 ± 0.11811 inch)
(F) 90.0 mm (3.54330 inch)
(G) 66.0 mm (2.59842 inch)
(H) 19.0 mm (0.74803 inch)
(I) 8.0 mm (0.31496 inch) Diameter Holes (4 places)
(J) 54.0 mm (2.12598 inch) Diameter Hole
(K) 19.0 mm (0.74803 inch)
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Ring made from SAE 1020 steel
Table 35
Specifications for Plate
Callout Description / Dimensions
(A) 27.76 ± 0.03 mm (1.09291 ± 0.00118 inch)
(B) Grind both sides flat after holes have been drilled. A flatness of 0.03 mm (0.00118 inch) must be maintained.
(C) 203.0 ± 0.50 mm (7.99211 ± 0.01969 inch)
(D) 165.1 ± 0.50 mm (6.500 ± 0.01969 inch)
(E) 90.0 mm (3.54330 inch)
(F) 19.0 mm (0.74803 inch)
1/4 - 20 2B Thread
(G)
12.7 mm (0.50000 inch) Deep (4 holes)
The gear installation tool consists of a fabricated plate and ring which are bolted together into an assembly. Illustration 310 shows the assembled installation tool. Illustrations 311 and 312 show the dimensions to manufacture the plate
and ring.
Inspection
Two variables will be measured with this inspection procedure:
1. The runout of the front crankshaft gear.
2. The depth of the crankshaft gear in relation to the front face of the crankshaft.
Procedure
1. Remove the belts, crankshaft pulley, damper, and front crankshaft seal.
Note: Refer to the appropriate service manual for the correct tools and procedure for the proper removal of the crankshaft seal.

Check dimension (A) using dial indicator or depth micrometer. (A) 26.41 mm (1.03976 inch) minimum to 28.95 mm (1.13976 inch) maximum.
2. Measure the location of the gear in relation to the crankshaft's front face. Use a depth micrometer or a magnetic base and dial indicator, check distance (A) from the front crankshaft face, where the damper contacts the crankshaft
to the face of crankshaft gear as shown in Illustration 313.
3. Measure and calculate the runout of the gear
a. Make twelve measurements equally spaced across from every hole of the crankshaft face.
Table 36
Runout Measurements for Dimensions (A)
Measurement Obtained
Location
(record the measurements in the blanks)
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10
11
12
b. Record the measurements in Table 36.
c. Calculate the runout of the gear by subtracting the minimum measured distance from the maximum measured distance.
4. If the run out measurement is 0.25 mm (0.00984 inch) or less, and the gear is within the specified dimension (A), the gear alignment is acceptable. Install a new 2W-1733 Seal and a 4W-8089 Damper.
5. If the runout measurement is greater than 0.25 mm (0.00984 inch), the face of the gear is not within the specified dimension ( (A), Illustration 313), or the gear was repositioned previously, replace the gear train and damper
assembly using the "Salvage Procedure" in this Guideline.
Salvage Procedure
Before starting the salvage procedure, fabricate the gear installation tool as shown in the "Fabricated Tooling" section.
Gear Removal
This procedure can be completed without removing the engine from the machine.
1. The front gear train must be replaced along with the front crankshaft damper.
2. Pin time the fuel pump and flywheel.
3. Support the front of the engine, with overhead support, before proceeding with disassembly of the front gear train.
4. Drain the sump oil.
5. Remove the oil pan, front main bearing cap, and oil pump.
6. Remove the water pump and lines to allow removal of the front housing.
7. Remove the automatic timing advance cover and front housing.
8. Move the camshaft forward.
a. Remove the 3T-5447 Hydraulic Pump and drive from the flywheel housing.
b. Remove the rear 2W-8038 Camshaft Gear.
9. Remove valve covers.
10. Using the appropriate tools, pull the push rods and valve lifters out of the way [lifters need to be pulled up approximately 25.0 mm (0.98425 inch) to allow movement of camshaft.
NOTICE
Using excessive heat to remove the gear may cause damage to the
crankshaft. Do not heat the gear over 204° C (400° F).
11. Remove the crankshaft gear using the 1P-2321 Puller Group. Heat the gear with a torch to ease its removal
12. After removing the crankshaft gear, check the front crankshaft gear journal dimension at four equally spaced locations (12 O'clock, 1:30, 3:00, and 4:30). The measurement should be 158.75 ± 0.03 mm (6.24999 ± 0.00118 inch).
If the journal is undersized, the crankshaft may need to be replaced, which requires removal of the engine from the machine.
Note: The 2W-3878 Crankshaft Gear should have a bore with an inside diameter of 158.620 ± 0.03 mm (6.24487 ± 0.00118 inch). The interference fit between the gear and the crankshaft should be a minimum of 0.075 mm
(0.00295 inch).
13. Remove the camshaft thrust plate bolts to allow the camshaft to slide forward. Slide the camshaft forward no more than 38.0 mm (1.49606 inch).
14. Remove the 6I-3749 Idler and Weight Gear Assembly by removing the four 2B-2695 Bolts. Slide the assembly forward the same distance as the camshaft was moved
15. Remove the five bolts holding the 7N-2484 Idler Drive Shaft to the block.
16. The 6I-3749 Idler and Weight Gear Assembly and drive shaft will now slide sideways away from the camshaft gear
Note: The parts book does not show a 6I-3749 Idler and Weight Gear Assembly. This is the parts service gear assembly for 6I-3750 Gear Assembly and 4N-0343 Sleeve Bearing.
17. Remove the 2W-8375 Gear (Oil Pump) and the 100-8178 Gear (Oil Pump Idler).
18. Install a new 2W-3878 Gear onto the crankshaft.
Gear Installation
1. Heat the crankshaft gear to 204° C (400° F), for one hour before installation.
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Install the gear onto shoulder of crankshaft.
(A) 3.0 mm (0.11811 inch)
(1) Gear slot and alignment dowel pin.
(2) Block
(3) Crankshaft
2. Install the gear onto the crankshaft journal aligning the slot in the gear with the dowel in the crankshaft. Install the gear 3.0 mm (0.11811 inch) from the shoulder of the crankshaft as shown in Illustration 315.
Note: The elapsed time from removal of gear from the heating unit to installation onto the crankshaft should be no more than one minute.

Push the gear, using the installation tool, onto the shaft to its final location.
(2) Block
(3) Crankshaft
(4) 1A-4273 Bolt and 5P-8247 Washer
3. Use the fabricated gear installation tool to finish pushing the gear onto the crankshaft to the proper depth as shown in Illustration 316. This must be done before the gear shrinks and locks.
4. Once the plate portion of the tool is against the face of the crankshaft, install and tighten the two bolts. This will hold the tool in place until the gear cools. The gear must be against and flush with the ring of the installation tool.
5. After the gear has cooled, check to make sure the runout of the gear and the depth on the crankshaft is correct. The gear runout should not exceed 25.0 mm (0.00984 inch).
6. Install a new 6I-3749 Gear Assembly (Idler Gear and Bearing Assembly), 100-8178 Gear (Oil Pump Idler), and 2W-3875 Gear (Oil Pump).
7. Slide the camshaft into its correct position and install the valve lifters, push rods, and valve covers.
8. Install the rear camshaft gear, 3T-5447 Hydraulic Pump and Drive, automatic timing advance, timing gear cover, new 2W-1733 Seal, crankshaft pulley, 4W-8089 Damper, belts, front engine support, oil pump, front main bearing
cap, and oil pan. Replace the engine oil.
Storage Procedures
Proper protection of the crankshaft from corrosion is important. Corrosion will start in as little as one hour after the crankshaft has been cleaned.
When the crankshaft will not be inspected for one hour or less the crankshaft should be coated with a rust or corrosion inhibitor or coated with clean engine oil. The crankshaft should be individually wrapped to prevent contamination,
and should be stored in a protected area to avoid damage. See Illustration 317.
When the crankshaft will not be inspected in two days or more the crankshaft should be coated with a rust or corrosion inhibitor or coated with clean engine oil and should be placed in a container which is clean and structurally solid.
The container should be covered or wrapped in plastic to prevent damage and contamination to the crankshaft. See Illustration 318.
Refer to SEHS9031Special Instruction, "Storage Procedure for Caterpillar Products" for more information.

Example of protection for a component that is stored for a shorter term

Example of protection for a component that is stored for a longer period
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3406C/3406E Engine Rebuild Kit and Related Parts for 980G & 980G Se... https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?return...

Reuse And Salvage Guidelines

Reuse and Salvage for Crankshafts {0674, 1202}

45 C2.2 Specs- Wear Step Removed 3500- Update hardness verbiage

44 C27 C32 updates

43 New Serial Number Prefixes Added

Information contained in this document is considered Caterpillar: Confidential Yellow.

Canceled Part Numbers and Replaced Part Numbers

Important Safety Information

Improper operation, lubrication, maintenance or repair of this product

Do not operate or perform any lubrication, maintenance or repair on

This safety alert symbol means:

Your safety is involved.

1 of 121 2020-03-12, 12:46 PM

Service Letters and Technical Information Bulletins

The most recent Service Letters and Technical Information Bulletins

Media Number Title

"Why Reuse and Salvage Parts"

SEHS8468 Special Instruction "Crankshaft Cleaning Procedure"

SEHS9031 Special Instructions , "Storage Procedure for Caterpillar Products"

Tooling and Equipment

Failure to follow the recommended procedure or the specified tooling

To avoid component damage, follow the recommended procedure using

Part Number Description

0S-1616 1/4" - 20 X 1" Bolt

1A-4273 5/8" - 18 X 1 1/4" Bolt

1F-1160 Cold Chisel

1P-3075 Slide Hammer Puller

1U-5601 1/4" Drill Bit

1U-5608 25/64" Drill Bit

Nylon Bristle Brush

2 of 121 2020-03-12, 12:46 PM

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush

1U-7600 Slide Hammer Puller

3P-1568 Dial Indicator

3T-5447 Hydraulic Pump

4C-4426 305 mm (12.0 inch) Extension

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush

V.C.I Oil / Rust and Corrosion Preventative

V.C.I Oil / Rust and Corrosion Preventative

5P-4163 Indicator Contact Point

6V-2010 Polishing Stone

6V-6000 Dial Indicator

6V-6035 Hardness Tester

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush

Nylon Bristle Brush