"Old wrote:

While is was digging up valve adjustment info for another poster I was reminded that you would need the same for the D9. It's a simplified version that doesn't require many crankshaft revolutions.

6-cyl, 1,5,3,6,2,4 firing order
Position #1 @ TDC
Adj Intake #1,2,4 Exh #1,3,5
Rotate 360 deg to #6 @ TDC
Adj Intake #3,5,6 Exh #2,4,6

Great info and thank you. An old timer here stated there is a place on the flywheel for TDC where you can put a lockout pin in place. I think he is wrong because I never saw it in the service manual. I think that is a newer machine...

That's correct, later machines have the timing pin.

I hope this lifter hight thing is not going to become an issue as their is Off Engine setting with the lifter hight setting of 2.156-7 at 10 deg, then their is On Engine setting that is set at TDC with the lifter hight set at 2'090 +- .002, this engine really needs the pumps to be set On Engine as the tooling Off Engine you will not have? if you fit new pumps you need to also fit new Yokes, also the pump mounting bolts need to be tightened in a set way, you do the front bolts first then the rear bolts to around 30-32 lb-ft, on engine is the way to go and a Tippex pen helps to look at the lines. tctractors

Those lifter yokes can be resurfaced also, they're pricey to replace. Have a precision machine shop do it though.

"Old wrote:

While is was digging up valve adjustment info for another poster I was reminded that you would need the same for the D9. It's a simplified version that doesn't require many crankshaft revolutions.

6-cyl, 1,5,3,6,2,4 firing order
Position #1 @ TDC
Adj Intake #1,2,4 Exh #1,3,5
Rotate 360 deg to #6 @ TDC
Adj Intake #3,5,6 Exh #2,4,6

Well it has been a very very interesting day and I am not losing my marbles... First and foremost the owner shared with me that he sold the machine and as soon as he did the flywheel or crank needed to be replaced and hence this was when the engine was rebuilt... Approx 1143 hours ago according to hour meter and previous owner...

I had my father in law with me and we went through the firing order that old magnet provided and also had all injectors out to verify piston position with a rod. When we have TC - 1&6 on the needle we have zero lash on 1 or six and both pistons are in the lowest position as verified with the rod...

Now we have either 2 or 5 showing TC when in that position per valve lash and flywheel marking...

The only other mark on the flywheel is TC - 3&4. and in that position we have both 1&6 pistons at their highest and we have verified either 1 is at TDC and can verify lash from Old Magnets chart... We rotate the engine 360 back to TC- 3&4 and then 6 is firing and has lash on the rockers on both intake and exhaust and then we look at cylinder 1 and we don't have lash on the rockers... But both pistons are still at the highest stroke...


My father in law and I both agree that the flywheel was not put on properly... Can someone verify the bolt pattern for the flywheel as my Dad and I thought there should be a woodruff key which would eliminate it not being put on properly.... This to me explains a lot as I could never get it back in time looking at the flywheel....


Thanks everyone for your help... Mahalo

All the old Caterpillar engines I am familiar with have a 6 bolt symmetric pattern crankshaft flange to attach the flywheel. There is only a chisel mark on the crankshaft flange to match to a similar flywheel mark, but nothing preventing bolting it on wrong.

So 5 out of 6 chances to get it wrong, missing both correct numbers AND lines..........3/6 to miss the TC lines completely and 2/6 to get that right but with wrong cylinder numbers as you have found........Only 1 chance out of 6 to get it on with both TC lines and numbers correct.

Hope this discovery leads to great things for you!

"ccjersey" wrote:

All the old Caterpillar engines I am familiar with have a 6 bolt symmetric pattern crankshaft flange to attach the flywheel. There is only a chisel mark on the crankshaft flange to match to a similar flywheel mark, but nothing preventing bolting it on wrong.

So 5 out of 6 chances to get it wrong, missing both correct numbers AND lines..........3/6 to miss the TC lines completely and 2/6 to get that right but with wrong cylinder numbers as you have found........Only 1 chance out of 6 to get it on with both TC lines and numbers correct.

Hope this discovery leads to great things for you!

Thanks CC:
I googled last night of course and found an engine picture that shows 8 bolts holding the flywheel. The engine was being tested basically on the bench... On the flywheel like I stated looking through the flywheel indicator where the needle is when the engine is rotated are only two stamped marks. TC 1&6 and TC 3&4. There is nothing else visible from that position on the flywheel as an indicator. As stated and in the service manual it should be on TC 1&6 on the compression stroke for number 1. The piston should be in the highest position and we should have Valve lash on both the intake and exhaust side. In my scenario we dont. The piston is in the lowest position when looking at the flywheel and lining the marks up with the flywheel needle, this is verified by a brazing rod to verify height on piston... Now with it in TC 3&4 looking at flywheel needle and lining it up with the marks. Both #1 and #6 cylinders pistons are in the highest point verified by rod. Depending on rotation dictates 1 firing at compression stroke or 6. Rotate the engine around 360 and you have either or firing. We have lash on both intake and exhaust valves now with the piston at its highest position.

My father in law and I both have a difficult time believing that someone put on the flywheel wrong but the Rod doesn't lie and there is zero valve lash in that position meaning TC 1&6.

I am not sure the distance between the 2 marks on the flywheel I believe they are 180 degrees apart from each other. I guess what I am hoping for is someone here on the forum has rebuilt a D353 engine and can chime in on the flywheel and the numbers that I am seeing.. We meaning my father law and I are not familiar with two marks on a flywheel... Typically there is timing marks like a chisel strike or some other indicator on the flywheel that lines up with the camshaft ect... Not on this flywheel the only thing we can think of is maybe for valve timing? If anybody can shed light on this it would be most appreciated... Mahalo everyone for your help....

"Neil" wrote:

The shortest route to success would be to observe the #1 rod at TDC, and the valves to not be rocking, to quickly establish TDC on #1 - everything else will follow from there, whether it's determining that the valve train is timed correctly, the injection cam is timed correctly, and from there the valve lash and lifter height. Looking forward to seeing that first start video George! : )

Thanks Neil! Me too... You will see me floating in the air when the old girl starts.... I will be very proud and excited to post that video... God willing very shortly.....Amen to that....

??????Get #1 at TDC compression stroke, not exhaust stroke.