400 Cooling System
1. Water from the cooling water supply tank is pumped through the engine cooling water passages in the engine to the radiators at the top front of the locomotive, whereas it is cooled and returned to the supply tank.
2. A cooling fan located directly behind the shutters at the front of the locomotive, supplies air to the engine radiator. The fan is V-belt driven, through sheaves and jackshafts; speed of the fan is proportional to the speed of the engine.
3. The temperature of the cooling water leaving the engine is shown by a temperature gauge on the instrument panel in front of the engineman.. The temperature of the engine cooling water is controlled byshutters which are automatically operated.
4. The cab heater is connected to the engine cooling system. Hot water from the engine passes through the heater to heat the cab.
5. The engine cooling system is filled either through the filler pipe located on the roof of the locomotive above the water tank, or through the side filler pipe located underneath the locomotive frame, at the left front of the fuel tank. This filler pipe can be identified by a cone shaped fitting on the end of the pipe. When filling the system, the engine should be stopped and the "G" valve, opened. Add water until it runs out the "G" valve drain. Remove filling hose, close "G" valve and start engine.
401 Lubricating Oil System
1. General
The savenging oil pump draws oil from the engine oil pan and forces it through the oil cooler and filter to the oil tank strainer chamber. The oil is then drawn through the suction strainers by the lube oil and piston cooling pump, which consists of two pumps in one housing. One section forces oil to the main bearings, gear train, blowers, etc. The second section supplies oil under pressure to cool the pistons. A pressure gauge mounted on the panel in front of the engineman shows the pressure of the lubricating oil.
2. Oil Level
The oil level may be checked with the engine running at any speed, and should read between LOW and FULL on the bayonet gauge in the engine oil pan. When the engine is stopped most of the oil from the filter and oil cooler will drain into the strainer chamber and then overflow into the engine oil pan. The oil level on the bayonet gauge dipstick will then be above the "Running-Full" level.
3. Adding Oil To System
When oil is added to the engine, it must be poured through the opening having the SQUARE cap on top of the strainer housing. Should the round caps be removed while engine is running, hot oil under pressure will come from the openings and possibly cause personal injury.
4. Oil Pressure
a. A lubricating oil pressure gauge, located on the engineman's instrument panel, indicates the pressure of the oil in the rubrical system at the rear of the engine. With hot oil the reading should be 20 pounds or more at 800 RPM.
b. In the event of dangerously low oil pressure, or high oil pump suction, the governor will automatically shut down the engine.
402 Fuel Oil System
1. General
The fuel pump is located at the left hand side of the engine compartment, near the front end of the engine. Fuel is drawn from the storage tank under the locomotive, through the suction side of the dual fuel filter to the motor driven fuel pump. From the pump the fuel is forced consecutively through, the pressure side of the dual fuel filter and the sintered bronze filter. After passing through the sintered bronze filter the fuel flows to the injectors. The excess fuel not used by the injectors returns to the fuel tank through the 5# return fuel sight glass, located on the sintered bronze filter. An orifice restricts the flow of fuel into the glass and maintains a back pressure of fuel on the injectors of approximately 5 pounds. A relief valve is built into the dual filter which by-passes the fuel to the duplex sintered bronze filter on the engine, if the element in the pressure side of the dual filter becomes clogged. The sintered bronze filter is provided with a relief valve and sight glass through which the fuel will by-pass to the fuel tank in case the sintered bronze filter becomes clogged. A pressure gauge is connected to the return flow pipe from the injectors. This gauge is located on the panel in front of the engineman, and indicates whether the engine is getting enough fuel. If the engine is not getting sufficient fuel, this gauge will show little or no pressure at full throttle (the 5# fuel return sight glass will also show this).
2. Filling Fuel Tank
The fuel tank may be filled from either side of the locomotive. A direct reading, full length sight level, gauge is located at each side of the fuel tank. This gauge is used while filling the fuel tank to prevent overflowing, and for approximating the amount of fuel remaining in the tank.
3. Emergency Fuel Cutoff Valve (Fig. 4-4)
An emergency fuel cutoff valve is provided in the fuel suction line between the fuel tank and the fuel pump, to cut off the supply of fuel to the pump in case of fire, or an emergency. On each side of the locomotive a small box with a lift cover is attached to the locomotive bed frame. Enclosed in this box is a pull ring on, the end of the cable running to the fuel cutoff valve. A similar ring is attached to the right side of the con- trol stand.
The fuel cutoff valve may be tripped, and the fuel supply cut off from the fuel pump by pulling any one of these rings. If the fuel cutoff valve is tripped, it will have to be reset manually.
To reset: The cutoff valve is located in the fuel suction line just ahead of the fuel tank and immediately below the frame of the locomotive. Reach in and pull the valve stem out enough so the yoke will slide into place, thereby holding the valve open.
