13633-92D01 CHOKE LEVER Suzuki
DT8CENK, DT8CENL, DT8CLJ, DT8CLK, DT8CLL, DT8CLM, DT8CNK, DT8CNL, DT8CSJ, DT8CSL, DT8CSM, DT8MCLN, DT8MCLP, DT8MCLS, DT8MCLT, DT8MCLV, DT8MCSN, DT8MCSP, DT8MCSR, DT8MCSS, DT8MCST, DT8MCSV, DT8MSLR, DT8SCK, DT9.9 CELK, DT9.9CELJ, DT9.9CELL, DT9.9CELM,
CHOKE
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Compatible models:
DT8CENK
DT8CENL
DT8CLJ
DT8CLK
DT8CLL
DT8CLM
DT8CNK
DT8CNL
DT8CSJ
DT8CSL
DT8CSM
DT8MCLN
DT8MCLP
DT8MCLS
DT8MCLT
DT8MCLV
DT8MCSN
DT8MCSP
DT8MCSR
DT8MCSS
DT8MCST
DT8MCSV
DT8MSLR
DT8SCK
DT9.9 CELK
DT9.9CELJ
DT9.9CELL
DT9.9CELM
DT9.9CELN
DT9.9CELP
DT9.9CELR
DT9.9CELS
DT9.9CELT
DT9.9CENK
DT9.9CESJ
DT9.9CESK
DT9.9CESL
DT9.9CESM
DT9.9CESN
DT9.9CESP
DT9.9CESR
DT9.9CESS
DT9.9CEST
DT9.9CNELP
DT9.9CNELR
DT9.9CNELS
DT9.9CNELT
DT9.9CNEXP
DT9.9CNEXR
DT9.9CNEXS
DT9.9CNEXT
DT9.9CNEXV
DT9.9CNJ
DT9.9CNK
DT9.9CNL
DT9.9CNLN
DT9.9MCLJ
DT9.9MCLK
DT9.9MCLL
DT9.9MCLM
DT9.9MCLN
DT9.9MCLP
DT9.9MCLR
DT9.9MCLS
DT9.9MCLT
DT9.9MCLV
DT9.9MCNLR
DT9.9MCNLT
DT9.9MCNLV
DT9.9MCSJ
DT9.9MCSK
DT9.9MCSL
DT9.9MCSM
DT9.9MCSN
DT9.9MCSP
DT9.9MCSR
DT9.9MCSS
DT9.9MCST
DT9.9MCSV
Suzuki
Suzuki entire parts catalog list:
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
- INLET CASE » 13633-92D01
Information:
Introduction
Caterpillar recommends reading and understanding this procedure completely before attempting any of the repairs that are described.This procedure was developed in order to provide a higher quality and a lower cost repair for a broken crankshaft.Inspection and/or Repair Procedure to Replace Broken Crankshafts in 3406C, C-15, C-16, C15, 3406E, and 3456 Engines
Remove the engine from the chassis.
Remove all the rod caps from all of the connecting rods.
For each connecting rod, inspect the large end of the rod bore, parting line area, all connecting rod caps, hardware seating area, lower shank area, and hardware for damage. Refer to Visual Inspection of Connecting Rods, SEBF8063, "Guidelines for Reusable Parts and Salvage Operations" and Salvage of Non-Serrated Connecting Rods, SEBF8064, "Guidelines for Reusable Parts and Salvage Operations" for more information. Also inspect the bottom ends of each piston skirt and each liner for damage. If there is no indication of damage to the components in the upper end, it is not necessary to inspect the small end of the connecting rod. If the connecting rods are OK for use proceed to Step 4. If the connecting rods are damaged replace the connecting rods with a Reman version. Also, if the piston is damaged, the cylinder pack must be replaced. Refer to ""Alternative Repair Options"" for more information.
Push the piston and the connecting rod up to the top of the liner bore.
Remove the main bearings, thrust plates, and the crankshaft. Remove the oil filter from the engine. In order to inspect the oil filter for evidence of metal debris, the oil filter must be cut open. The oil pump and oil filter base must be disassembled, inspected, and cleaned if debris is present and the debris exceeds three particles (1 mm) per pleat. The oil cooler core must be replaced with a Reman part. Continue to inspect all main bearings for scratches due to debris. Scratches on the main bearing due to debris indicate that metal particles exist on the filtered side of the lubrication system. If scratches due to debris are present on one or more of the main bearings, the complete lubrication system must be flushed.
Inspect the main bearing bore diameter of the cylinder block for damage. If there are no signs of damage proceed to Step 7. If damage is present and the damage is due to a buildup of irregular material, proceed to Step 6.a.
Position the engine in a vertical position in order to avoid contamination from debris. Remove any debris or remove any buildup of a metal ridge from the main bearing bore with a small pencil grinder.Note: Remove enough of the metal buildup in order to allow the new main bearing to fully seat in the bore. Do not use an emery cloth over the large area of the bore. Use magnets to avoid further contamination from debris. It may be necessary to machine the main bore to a larger diameter in order to remove damage or it might be necessary to machine the main bore to a larger diameter in order to allow the use of a new oversized bearing. All of the main bearing bores must be machined to the same size.
If the buildup of material has been removed proceed to Step 7. If the buildup is too excessive or if the wear is too excessive, proceed to ""Alternative Repair Options"".
Inspect the cylinder block bore on both the bearing cap and the block. No damage is allowed on the block and/or on the main cap for the thrust bearing (#4 Main Position). The new main bearing is allowed to overhang the side of the cap and bore of the block up to 2.5 mm (0.0984 inch) maximum for the other six main caps. If the width of the bore on the main cap and the block meet these requirements, proceed to Step 8. If the width does not meet these requirements proceed to ""Alternative Repair Options"".
Inspect the alignment of the main bearing bore. Refer to Engine Bearings, SEBV0544 for more instructions.Note: Using a boring machine to check the alignment of the main bearing bore is the most accurate method. However, a long machinist's straightedge and a feeler gauge can be used in order to check the alignment of the main bearing bore. The following procedure describes using a feeler gauge and a machinist's straightedge in order to check the alignment of the main bearing bore.
Place a 0.0381 mm (0.0015 inch) feeler gauge in the bore and then lay the straightedge across it and several of the crankshaft bores. Do not put pressure on the straightedge.
Check if the feeler gauge pulls out freely. If the feeler gauge pulls out freely, that bore is not in alignment.
Check the alignment of each main bore by using this procedure.Note: In checking the alignment of the main bearing bore, the machinist's straightedge must be handled carefully in order to prevent nicks and/or burrs. Also, it is important to support the engine block evenly so the measurements are accurate.
Inspect the threads for main bearings in the cylinder block. Also, inspect the holes of the main bearing cap for signs of cracks. Use denatured alcohol as a cleaner and 4C-4804 Penetrant and 4C-4805 Developer in order to help identify cracks.
If the crankshaft breaks only between the rear fillet of rod journal #6 and the front of fillet of main journal #7, then it is unlikely that there
Caterpillar recommends reading and understanding this procedure completely before attempting any of the repairs that are described.This procedure was developed in order to provide a higher quality and a lower cost repair for a broken crankshaft.Inspection and/or Repair Procedure to Replace Broken Crankshafts in 3406C, C-15, C-16, C15, 3406E, and 3456 Engines
Remove the engine from the chassis.
Remove all the rod caps from all of the connecting rods.
For each connecting rod, inspect the large end of the rod bore, parting line area, all connecting rod caps, hardware seating area, lower shank area, and hardware for damage. Refer to Visual Inspection of Connecting Rods, SEBF8063, "Guidelines for Reusable Parts and Salvage Operations" and Salvage of Non-Serrated Connecting Rods, SEBF8064, "Guidelines for Reusable Parts and Salvage Operations" for more information. Also inspect the bottom ends of each piston skirt and each liner for damage. If there is no indication of damage to the components in the upper end, it is not necessary to inspect the small end of the connecting rod. If the connecting rods are OK for use proceed to Step 4. If the connecting rods are damaged replace the connecting rods with a Reman version. Also, if the piston is damaged, the cylinder pack must be replaced. Refer to ""Alternative Repair Options"" for more information.
Push the piston and the connecting rod up to the top of the liner bore.
Remove the main bearings, thrust plates, and the crankshaft. Remove the oil filter from the engine. In order to inspect the oil filter for evidence of metal debris, the oil filter must be cut open. The oil pump and oil filter base must be disassembled, inspected, and cleaned if debris is present and the debris exceeds three particles (1 mm) per pleat. The oil cooler core must be replaced with a Reman part. Continue to inspect all main bearings for scratches due to debris. Scratches on the main bearing due to debris indicate that metal particles exist on the filtered side of the lubrication system. If scratches due to debris are present on one or more of the main bearings, the complete lubrication system must be flushed.
Inspect the main bearing bore diameter of the cylinder block for damage. If there are no signs of damage proceed to Step 7. If damage is present and the damage is due to a buildup of irregular material, proceed to Step 6.a.
Position the engine in a vertical position in order to avoid contamination from debris. Remove any debris or remove any buildup of a metal ridge from the main bearing bore with a small pencil grinder.Note: Remove enough of the metal buildup in order to allow the new main bearing to fully seat in the bore. Do not use an emery cloth over the large area of the bore. Use magnets to avoid further contamination from debris. It may be necessary to machine the main bore to a larger diameter in order to remove damage or it might be necessary to machine the main bore to a larger diameter in order to allow the use of a new oversized bearing. All of the main bearing bores must be machined to the same size.
If the buildup of material has been removed proceed to Step 7. If the buildup is too excessive or if the wear is too excessive, proceed to ""Alternative Repair Options"".
Inspect the cylinder block bore on both the bearing cap and the block. No damage is allowed on the block and/or on the main cap for the thrust bearing (#4 Main Position). The new main bearing is allowed to overhang the side of the cap and bore of the block up to 2.5 mm (0.0984 inch) maximum for the other six main caps. If the width of the bore on the main cap and the block meet these requirements, proceed to Step 8. If the width does not meet these requirements proceed to ""Alternative Repair Options"".
Inspect the alignment of the main bearing bore. Refer to Engine Bearings, SEBV0544 for more instructions.Note: Using a boring machine to check the alignment of the main bearing bore is the most accurate method. However, a long machinist's straightedge and a feeler gauge can be used in order to check the alignment of the main bearing bore. The following procedure describes using a feeler gauge and a machinist's straightedge in order to check the alignment of the main bearing bore.
Place a 0.0381 mm (0.0015 inch) feeler gauge in the bore and then lay the straightedge across it and several of the crankshaft bores. Do not put pressure on the straightedge.
Check if the feeler gauge pulls out freely. If the feeler gauge pulls out freely, that bore is not in alignment.
Check the alignment of each main bore by using this procedure.Note: In checking the alignment of the main bearing bore, the machinist's straightedge must be handled carefully in order to prevent nicks and/or burrs. Also, it is important to support the engine block evenly so the measurements are accurate.
Inspect the threads for main bearings in the cylinder block. Also, inspect the holes of the main bearing cap for signs of cracks. Use denatured alcohol as a cleaner and 4C-4804 Penetrant and 4C-4805 Developer in order to help identify cracks.
If the crankshaft breaks only between the rear fillet of rod journal #6 and the front of fillet of main journal #7, then it is unlikely that there
Parts choke Suzuki:
13694-92D00
13694-92D00 CHOKE SPRING PLATE
DF15, DF15, DF15S, DF9.9R, DF9.9RL, DF9.9S, DF9.9TH, DF9.9TH, DF99R, DF99TH, DT15C, DT8CENK, DT8CENL, DT8CLJ, DT8CLK, DT8CLL, DT8CLM, DT8CNK, DT8CNL, DT8CSJ, DT8CSL, DT8CSM, DT8MCLN, DT8MCLP, DT8MCLS, DT8MCLT, DT8MCLV, DT8MCSN, DT8MCSP, DT8MCSR, DT8M
13631-93910
13631-93910 CHOKE LEVER KNOB
DT15C, DT8CENK, DT8CENL, DT8CLJ, DT8CLK, DT8CLL, DT8CLM, DT8CNK, DT8CNL, DT8CSJ, DT8CSL, DT8CSM, DT8MCLN, DT8MCLP, DT8MCLS, DT8MCLT, DT8MCLV, DT8MCSN, DT8MCSP, DT8MCSR, DT8MCSS, DT8MCST, DT8MCSV, DT8MSLR, DT8SCK, DT9.9 CELK, DT9.9CELJ, DT9.9CELL, DT9