UENR0617

February 2012

Systems Operation
Testing and Adjusting
1106A-70TA and 1106C-70TA Industrial
Engines
PR (Engine)
PT (Engine)

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 i03991620

Important Safety Information

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.
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” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
A non-exhaustive list of 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 warnings in this publication and on the product are, therefore, not all inclusive. You must
not use this product in any manner different from that considered by this manual without first
satisfying yourself that you have considered all safety rules and precautions applicable to the
operation of the product in the location of use, including site-specific rules and precautions
applicable to the worksite. If a tool, procedure, work method or operating technique that is not
specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you
and for others. You should also ensure that the product will not be damaged or become unsafe by
the operation, lubrication, maintenance or repair procedures that you intend to use.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. 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 and most current information before you
start any job. Cat dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Cat re-
placement parts or parts with equivalent speci-
fications including, but not limited to, physical
dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.

In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.

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 UENR0617 3
Table of Contents

Table of Contents Electric Starting System - Test .............................. 47

Glow Plugs - Test .................................................. 49
V-Belt - Test .......................................................... 50
Systems Operation Section
Index Section
General Information ................................................ 4
Cleanliness of Fuel System Components ............... 6 Index ..................................................................... 51
Fuel System ........................................................... 7
Air Inlet and Exhaust System ................................. 9
Lubrication System .............................................. 12
Cooling System .................................................... 12
Basic Engine ......................................................... 13
Electrical System ................................................. 16

Testing and Adjusting Section

Fuel System
Fuel System - Inspect ........................................... 18
Air in Fuel - Test .................................................... 18
Finding Top Center Position for No. 1 Piston ....... 19
Fuel Quality - Test ................................................. 19
Fuel System - Prime ............................................. 20
Fuel System Pressure - Test ................................. 21

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ................. 22
Turbocharger - Inspect .......................................... 22
Compression - Test ............................................... 25
Engine Valve Lash - Inspect/Adjust ...................... 25
Valve Depth - Inspect ............................................ 27
Valve Guide - Inspect ............................................ 28

Lubrication System
Engine Oil Pressure - Test .................................... 29
Engine Oil Pump - Inspect .................................... 29
Excessive Bearing Wear - Inspect ........................ 30
Excessive Engine Oil Consumption - Inspect ....... 30
Increased Engine Oil Temperature - Inspect ........ 31

Cooling System
Cooling System - Check ....................................... 32
Cooling System - Inspect ...................................... 32
Cooling System - Test ........................................... 33
Engine Oil Cooler - Inspect ................................... 34
Water Temperature Regulator - Test ..................... 36

Basic Engine
Piston Ring Groove - Inspect ................................ 37
Connecting Rod - Inspect ..................................... 37
Connecting Rod Bearings - Inspect ...................... 39
Main Bearings - Inspect ........................................ 40
Cylinder Block - Inspect ........................................ 40
Cylinder Head - Inspect ........................................ 40
Piston Height - Inspect .......................................... 41
Flywheel - Inspect ................................................. 41
Flywheel Housing - Inspect ................................... 42
Gear Group - Inspect ............................................ 44
Vibration Damper - Check .................................... 44

Electrical System
Alternator - Test .................................................... 46
Battery - Test ......................................................... 47

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 4 UENR0617
Systems Operation Section

Systems Operation Section

i04473540

General Information

The following model views show typical 1106A-70TA

1106C-70TA Industrial Engines. Due to individual
applications, your engine may appear different from
the illustrations.

g02344959
Illustration 1
Typical example
(1) Crankcase breather (5) Oil filter (9) Fan pulley
(2) Secondary fuel filters (6) Fuel injection pump (10) Damper
(3) Primary fuel filter (7) Oil gauge (dipstick) (11) Fan
(4) Oil sampling valve (8) Water pump

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 UENR0617 5
Systems Operation Section

g02344960
Illustration 2
Typical example
(12) Air intake (17) Exhaust manifold (22) Drain plug (oil)
(13) Oil filler (18) Turbocharger (23) Drain plug (coolant)
(14) Front lifting eye (19) Fuel priming pump (24) Rear lifting eye
(15) Alternator (20) Starting motor
(16) Exhaust elbow (21) Oil pan

The six cylinders are arranged in-line. The cylinder The pistons have two compression rings and an oil
head assembly has one inlet valve and one exhaust control ring. The groove for the top ring has a hard
valve for each cylinder. The port for the exhaust valve metal insert in order to reduce wear of the groove.
are on the right side of the cylinder head. The port The skirt has a coating of graphite in order to reduce
for the inlet valve are on the left side of the cylinder wear when the engine is new. The correct piston
head. Each cylinder valve has a single valve spring. height is important in order to ensure that the piston
does not contact the cylinder head. The correct
Each cylinder has a piston cooling jet that is installed piston height also ensures the efficient combustion
in the cylinder block. The piston cooling jet sprays of fuel which is necessary in order to conform to
engine oil onto the inner surface of the piston in order requirements for emissions.
to cool the piston. The pistons have a combustion
chamber in the top of the piston in order to achieve A piston and a connecting rod are matched to
clean exhaust emissions. The piston pin is off-center each cylinder. The piston height is controlled by the
in order to reduce the noise level. distance between the center of the big end bearing
and the center of the small end bearing of the
connecting rod. Three different lengths of connecting
rods are available in order to attain the correct piston
height. The three different lengths of connecting rods
are made by machining the blank small end bearing
of each rod at three fixed distances vertically above
the centerline of the big end bearing.

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 6 UENR0617
Systems Operation Section

The crankshaft has seven main bearing journals. End Environment

play is controlled by thrust washers which are located
on both sides of the number 6 main bearing. When possible, the service area must be positively
pressurized. Ensure that the components are not
The timing case is made of aluminum. The timing exposed to contamination from airborne dirt and
gears are stamped with timing marks in order to debris. When a component is removed from the
ensure the correct assembly of the gears. When the system, the exposed fuel connections must be
number 1 piston is at the top center position on the closed off immediately with suitable sealing plugs.
compression stroke, the marked teeth on the idler The sealing plugs should only be removed when
gear will match with the marks that are on the fuel the component is reconnected. The sealing plugs
injection pump, the camshaft, and the gear on the must not be reused. Dispose of the sealing plugs
crankshaft. There is no timing mark on the rear face immediately after use. Contact your nearest Perkins
of the timing case. dealer or your nearest approved Perkins distributor in
order to obtain the correct sealing plugs.
The crankshaft gear turns the idler gear which then
turns the following gears:
New Components
• the camshaft gear The fuel injection lines are not reusable. New fuel
injection lines are manufactured for installation
• the accessory drive gear (if equipped) in one position only. When a fuel injection line is
replaced, do not bend or distort the new line. Internal
• the fuel injection pump gear damage to the pipe may cause metallic particles to
be introduced to the fuel.
• the water pump gear
The technician must wear suitable rubber gloves.
The camshaft and the fuel injection pump run at half
The rubber gloves should be disposed of immediately
the rpm of the crankshaft. The cylinder bores are
after completion of the repair in order to prevent
machined into the cylinder block.
contamination of the system.
The fuel injection pump that is installed on the left
side of the engine is gear-driven from the timing case. Refueling
The fuel transfer pump is located on the right-hand In order to refuel the diesel fuel tank, the refueling
side of the cylinder block. pump and the fuel tank cap assembly must be clean
and free from dirt and debris. Refueling should take
place only when the ambient conditions are free
i04476069 from dust, wind, and rain. Only use fuel, free from
Cleanliness of Fuel System contamination, that conforms to the specifications
in the Operation and Maintenance Manual, “Fluid
Components Recommendations” Fuel Specifications.

Cleanliness of the Engine

NOTICE
Extreme cleanliness must be maintained when work-
ing on the fuel system, since even tiny particles can
cause engine or fuel system problems.

The entire engine should be washed with a

high-pressure water system. The high-pressure
water system will remove dirt and loose debris before
starting a repair on the fuel system. Ensure that no
high-pressure water is directed at the injectors.

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 UENR0617 7
Systems Operation Section

i04476111

Fuel System

g02264199
Illustration 3
Typical example

Fuel from the tank (A) leaves the primary fuel filter (2) The fuel injection pump (5) sends fuel through the
and then passes to the diaphragm type fuel transfer fuel injection lines (4) to each of the fuel injection
pump (1). The fuel transfer pump (1) is driven by nozzles (7). The fuel injection lines (4) to the fuel
an eccentric on the camshaft. Fuel leaves the fuel injection nozzles (7) are equal lengths. This ensures
transfer pump (1) under pressure and passes through even pressure and correct injection timing at each
the secondary fuel filter (3) to the fuel injection pump fuel injection nozzle (7). The fuel injection nozzle
(5). The secondary fuel filter (3) is a twin filter. (7) sprays the fuel into the cylinder. Fuel that is not
injected flows through the fuel return line (6) to the
Extra fuel is circulated through the injection pump (5). top of the secondary fuel filter. The fuel then flows
The extra fuel is then returned to the fuel tank. back to the fuel tank (B).

A fuel heater or cooler may be installed between the

filter head and filter canister.

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 8 UENR0617
Systems Operation Section

The engine must not be started until the fuel injection The Delphi DP310 fuel injection pump must be
pump is full of fuel that is free of air. The fuel injection serviced by an authorized Delphi technician. For
pump requires fuel for lubrication. The precision parts repair information, contact your Perkins distributor.
of the pump are easily damaged without lubrication.
High idle and low idle of the fuel injection pump are
The fuel system must be primed when any of the factory set. Idle adjustments cannot be made to
following conditions occur: the fuel pump. The fuel injection pump has a boost
control and an engine stop solenoid. The Delphi
• The fuel filter is changed. DP310 fuel injection pump has a feature that vents
air from the pump.
• The fuel line is removed.
The fuel injection pump has a cold starting aid. The
• The fuel injection pump is removed. cold starting aid advances the timing of the pump
when the engine is cold. The cold starting aid is
electrically operated.
Fuel System Components
Fuel Injection Pump Cold Start Advance Unit (If equipped)
The cold start advance unit holds the timing of the
General Operation
fuel injection pump in an advance position when the
engine is cold.

The coolant switch for the cold start advance unit is

on the rear of the timing case on the left side of the
engine.

When the engine is cold, the sender unit is

energized in order to advance the fuel injection
pump timing for the cold start operation. When the
correct temperature is achieved the sender unit is
de-energized and the fuel injection pump timing is
returned to the normal operating position.

If the switch fails in the closed position, the engine

will run with advanced fuel injection timing. The
engine will have higher cylinder pressure and engine
damage may result.

If the switch fails in the open position the engine

will run with the fuel injection timing in the normal
operating position. The engine will be more difficult
to start. When the engine is cold the engine might
emit white smoke.

Fuel filters
There is one type of fuel filter element that may be
Illustration 4
g01352237 installed to the engine.
Typical example
The canister type where the fuel filter element has
(1) Fuel injection pump
(2) Locking screw
an internal thread at the top and is fastened to a
(3) Washer threaded adaptor in the fuel filter base.

The fuel injection pump is a pressurized system

that is totally enclosed. The pump sends the correct
amount of fuel under high pressure at the correct time
through the fuel injection nozzles to the individual
cylinders. The fuel injection pump regulates the
amount of fuel that is delivered to the fuel injection
nozzles. This action controls the engine rpm by the
governor setting or the position of the throttle control.

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 UENR0617 9
Systems Operation Section

i04046705

Air Inlet and Exhaust System

g01205681
Illustration 5
Air inlet and exhaust system
(1) Exhaust manifold (5) Aftercooler core (9) Air inlet from the air cleaner
(2) Fuel injector (6) Exhaust outlet (10) Inlet valve
(3) Glow plug (7) Turbine side of turbocharger (11) Exhaust valve
(4) Inlet manifold (8) Compressor side of turbocharger

The components of the air inlet and exhaust system Air is drawn in through the air cleaner into the air
control the quality of air and the amount of air that is inlet of the turbocharger (9) by the turbocharger
available for combustion. The air inlet and exhaust compressor wheel (8). The air is compressed and
system consists of the following components: heated to about 150 °C (300 °F) before the air is
forced to the aftercooler (5). As the air flows through
• Air cleaner the aftercooler the temperature of the compressed
air lowers to about 50 °C (120 °F). Cooling of the
• Turbocharger inlet air increases combustion efficiency. Increased
combustion efficiency helps achieve the following
• Aftercooler benefits:

• Inlet manifold • Lower fuel consumption

• Cylinder head, injectors, and glow plugs • Increased power output
• Valves and valve system components • Reduced particulate emission
• Piston and cylinder From the aftercooler, air is forced into the inlet
manifold (4). Air flow from the inlet manifold to the
• Exhaust manifold cylinders is controlled by inlet valves (10). There
is one inlet valve and one exhaust valve for each
cylinder. The inlet valves open when the piston
moves down on the intake stroke. When the inlet
valves open, cooled compressed air from the inlet
port is forced into the cylinder. The complete cycle
consists of four strokes:

• Inlet
• Compression

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 10 UENR0617
Systems Operation Section

• Power Turbocharger
• Exhaust
On the compression stroke, the piston moves back
up the cylinder and the inlet valves (10) close. The
cool compressed air is compressed further. This
additional compression generates more heat.

Note: If the cold starting system is operating, the

glow plugs (3) will also heat the air in the cylinder.

Just before the piston reaches the Top Center (TC)

position, fuel is injected into the cylinder. The air/fuel
mixture ignites. The ignition of the gases initiates the
power stroke. Both the inlet and the exhaust valves
are closed and the expanding gases force the piston
downward toward the Bottom Center (BC) position.

From the BC position, the piston moves upward.

This initiates the exhaust stroke. The exhaust valves
open. The exhaust gases are forced through the
open exhaust valves into the exhaust manifold. g00302786
Illustration 6

Exhaust gases from exhaust manifold (1) enter the Turbocharger

turbine side of the turbocharger in order to turn (1) Air intake
turbocharger turbine wheel (7). The turbine wheel is (2) Compressor housing
(3) Compressor wheel
connected to the shaft that drives the compressor (4) Bearing
wheel. Exhaust gases from the turbocharger pass (5) Oil inlet port
through exhaust outlet (6), a silencer, and an exhaust (6) Bearing
pipe. (7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet

The turbocharger is mounted on the outlet of the

exhaust manifold in one of two positions on the right
side of the engine, toward the top of the engine or
to the side of the engine. The exhaust gas from
the exhaust manifold enters the exhaust inlet (11)
and passes through the turbine housing (7) of the
turbocharger. Energy from the exhaust gas causes
the turbine wheel (8) to rotate. The turbine wheel is
connected by a shaft to the compressor wheel (3).

As the turbine wheel rotates, the compressor

wheel is rotated. This causes the intake air to be
pressurized through the compressor housing (2) of
the turbocharger.

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 UENR0617 11
Systems Operation Section

Valve System Components

g02269817
Illustration 7
Turbocharger with the wastegate (if equipped) g02263874
Illustration 8
(12) Actuating lever Valve system components
(13) Wastegate actuator
(14) Line (boost pressure) (1) Rocker arm
(2) Spring
(3) Valve
When the load on the engine increases, more fuel (4) Pushrod
is injected into the cylinders. The combustion of (5) Lifter
this additional fuel produces more exhaust gases.
The additional exhaust gases cause the turbine and The valve system components control the flow of
the compressor wheels of the turbocharger to turn inlet air into the cylinders during engine operation.
faster. As the compressor wheel turns faster, air is The valve system components also control the flow
compressed to a higher pressure and more air is of exhaust gases out of the cylinders during engine
forced into the cylinders. The increased flow of air operation.
into the cylinders allows the fuel to be burnt with
greater efficiency. This produces more power. The crankshaft gear drives the camshaft gear through
an idler gear. The camshaft must be timed to the
A wastegate may be installed on the turbine housing crankshaft in order to get the correct relation between
of the turbocharger. The wastegate is a valve that the piston movement and the valve movement.
allows exhaust gas to bypass the turbine wheel of
the turbocharger. The operation of the wastegate is The camshaft has two camshaft lobes for each
dependent on the pressurized air (boost pressure) cylinder. The lobes operate the inlet and exhaust
from the turbocharger compressor. The boost valves. As the camshaft turns, lobes on the camshaft
pressure acts on a diaphragm that is spring loaded cause the lifter (5) to move the pushrod (4) up and
in the wastegate actuator which varies the amount of down. Upward movement of the pushrod against
exhaust gas that flows into the turbine. rocker arm (1) results in downward movement
(opening) of valve (3). The opening of valve (3)
The shaft that connects the turbine to the compressor compresses the valve spring (2). When the camshaft
wheel rotates in bearings (4) and (6). The bearings has rotated to the peak of the lobe, the valve is
require oil under pressure for lubrication and cooling. fully open. When the camshaft rotates further, the
The oil that flows to the lubricating oil inlet port (5) valve spring (2) under compression start to expand.
passes through the center of the turbocharger which The valve stems are under tension of the spring.
retains the bearings. The oil exits the turbocharger The continued rotation of the camshaft causes the
from the lubricating oil outlet port (10) and returns rocker arm (1), the pushrods (4) and the lifters (5) to
to the oil pan. move downward until the lifter reaches the bottom of
the lobe. The valve (3) is now closed. The cycle is
repeated for all the valves on each cylinder.

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 12 UENR0617
Systems Operation Section

i02413834 Lubricating oil from the main bearings flows through

passages in the cylinder block to the journals of the
Lubrication System camshaft. Then, the oil flows from the second journal
of the camshaft at a reduced pressure to the cylinder
head. The oil then flows into the rocker arm bushing
of the rocker arm levers. The valve stems, the valve
Oil pressure for the engine lubrication system is springs and the valve lifters are lubricated by the
provided by an engine mounted oil pump. The engine splash and the mist of the oil.
oil pump is located on the bottom of the cylinder block
and within the oil pan. Lubricating oil from the oil pan The hub of the idler gear is lubricated by oil from the
flows through a strainer and a pipe to the inlet side of oil gallery. The timing gears are lubricated by the
the engine oil pump. The engine oil pump is driven splash of the oil.
from the crankshaft through an idler gear.
The turbocharger is lubricated by oil via a drilled
The engine oil pump has an inner rotor with four passage through the cylinder block. An external line
lobes. The inner rotor is mounted to a shaft which from the engine block supplies oil to the turbocharger.
also carries the drive gear. The engine oil pump also The oil then flows through a line to the oil pan.
has an outer annulus with five lobes. The axis of
rotation of the annulus is offset relative to the rotor. Piston cooling jets are installed in the engine. The
The distance between the lobes of the rotor and the piston cooling jets are supplied with the oil from the
annulus increases on the right hand side when the oil gallery. The piston cooling jets spray lubricating
rotor is rotated. The increasing space between the oil on the underside of the pistons in order to cool
lobes of the rotor and the annulus causes a reduction the pistons.
in pressure. This reduction in oil pressure causes oil
to flow from the oil pan, through the oil strainer and
into the oil pump. i02404368

The distance between the lobes of the rotor and Cooling System
annulus decreases on the left hand side when the
rotor is rotated. The decreasing space between
the lobes of the rotor and annulus causes oil to be
pressurized. The increase in oil pressure causes Introduction (Cooling System)
oil to flow from the oil pump outlet into the engine
lubrication system. The cooling system has the following components:

The oil flows from the pump through holes in the • Radiator
cylinder block to a plate type oil cooler. The plate
type oil cooler is located on the left hand side of the • Water pump
engine.
• Cylinder block
From the oil cooler, the oil returns through a drilling in
the cylinder block to the filter head. • Oil cooler
The oil flows from the oil filter through a passage to • Cylinder head
the oil gallery. The oil gallery is drilled through the
total length of the left side of the cylinder block. If • Water temperature regulator (thermostat)
the oil filter is on the right side of the engine, the oil
flows through a pipe assembly. The pipe assembly is
mounted to the lower face of the cylinder block.

Lubricating oil from the oil gallery flows through

passages to the main bearings of the crankshaft.
The oil flows through the passages in the crankshaft
to the connecting rod bearing journals. The pistons
and the cylinder bores are lubricated by the splash of
oil and the oil mist.

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 UENR0617 13
Systems Operation Section

Coolant Flow

g01206083
Illustration 9
Coolant flow
(1) Radiator (5) Cylinder head (7) Bypass for the water temperature
(2) Water pump (6) Water temperature regulator (thermostat) regulator (thermostat)
(3) Cylinder block and housing
(4) Engine oil cooler

The coolant flows from the bottom of the radiator (1) i04476150
to the centrifugal water pump (2). The water pump
(2) is installed on the front of the timing case. The Basic Engine
water pump is driven by a gear. The gear of the fuel
injection pump drives the water pump gear. The
water pump forces the coolant through a passage in
the timing case to the front of the cylinder block (3). Introduction
The coolant enters a passage in the left side of the The eight major mechanical components of the basic
cylinder block (3). Some coolant enters the cylinder engine are the following parts:
block. Some coolant passes over the element of the
oil cooler (4). The coolant then enters the block (3). • Cylinder block
Coolant flows around the outside of the cylinders
then flows from the cylinder block into the cylinder • Cylinder head
head (5).
• Pistons
The coolant flows forward through the cylinder
head (5). The coolant then flows into the housing • Connecting rods
of the water temperature regulator (6). If the water
temperature regulator (6) is closed, the coolant goes • Crankshaft
directly through a bypass (7) to the inlet side of the
water pump. If the water temperature regulator is • Vibration damper
open, and the bypass is closed then the coolant flows
to the top of the radiator (1). • Timing gear case and gears
• Camshaft

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 14 UENR0617
Systems Operation Section

Cylinder Block Cylinder Head

g02323355 g02260115
Illustration 10 Illustration 11
Typical example Typical example
(1) Valve keepers
The cast iron cylinder block for the 1106A-70TA and (2) Valve spring retainer
1106C-70TA engines have six cylinders which are (3) Valve spring
arranged in-line. The cylinder block is made of cast
iron. The cylinder block provides support for the full The engine has a cast iron cylinder head (4). The
length of the cylinder bores. The cylinder bores are lower part of the inlet manifold is integral within the
machined into the block. cylinder head. There is one inlet valve and one
exhaust valve (5) for each cylinder.
The cylinders are honed to a specially controlled
finish in order to ensure long life and low oil The ports for the inlet valves are on the left side of
consumption. the cylinder head. The ports for the exhaust valves
are on the right side of the cylinder head. The valve
The cylinder block has seven main bearings which stems move in valve guides that are pressed into the
support the crankshaft. Thrust washers are installed cylinder head. There is a renewable oil seal that fits
on both sides of number 6 main bearing in order to over the top of the valve guide.
control the end play of the crankshaft. The thrust
washers can only be installed one way.

Passages supply the lubrication for the crankshaft

bearings. These passages are machined into the
cylinder block.

Cooling passages are cast into the cylinder block in

order to allow the circulation of coolant.

The cylinder block has a bush that is installed for the

front camshaft journal. The other camshaft journals
run directly in the cylinder block.

The engine has a cooling jet that is installed in the

cylinder block for each cylinder. The piston cooling
jet sprays lubricating oil onto the inner surface of the
piston in order to cool the piston.

A Multi-Layered Steel (MLS) cylinder head gasket is

used between the engine block and the cylinder head
in order to seal combustion gases, water, and oil.

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 UENR0617 15
Systems Operation Section

Pistons, Rings, and Connecting • The splitting produces an accurately matched

surface on each side of the fracture for improved
rods strength.

• The correct connecting rod must be installed with

the correct bearing cap. Each connecting rod and
bearing cap have an unique serial number. When a
connecting rod is assembled the serial numbers for
the connecting rod and bearing cap must match.

Crankshaft

g02212753
Illustration 12
Typical example
g02260273
Illustration 13
The pistons (9) have a combustion chamber in the Typical example
top of the piston in order to provide an efficient mix of
(1) Crankshaft gear
fuel and air. The piston pin (8) is off-center in order to (2) Crankshaft
reduce the noise level. The position pin (8) is retained (3) Thrust washer
in the correct position by two circlips (3).
The crankshaft is a chromium molybdenum steel
The pistons have two compression rings (1) and an forging. The crankshaft has seven main journals.
oil control ring (2). The groove for the top ring has Thrust washers are installed on both sides of number
a hard metal insert in order to reduce wear of the 6 main bearing in order to control the end play of the
groove. The piston skirt has a coating of graphite in crankshaft.
order to reduce the risk of seizure when the engine
is new. The crankshaft changes the linear energy of the
pistons and connecting rods into rotary torque in
The correct piston height is important in order to order to power external equipment.
ensure that the piston does not contact the cylinder
head. The correct piston height also ensures the A gear at the front of the crankshaft drives the timing
efficient combustion of fuel which is necessary in gears. The crankshaft gear turns the idler gear which
order to conform to requirements for emissions. then turns the following gears:
The connecting rods (4) are machined from forged • Camshaft gear
molybdenum steel. The connecting rods have bearing
caps (6) that are fracture split. Two connecting rod • Fuel injection pump
bearings (5) are installed between the connecting
rod (4) and the bearing cap (6). The bearing caps on • The idler gear is driven by the crankshaft gear
fracture split connecting rods are retained with Torx which turns the gear of the lubricating oil.
bolts (7). Connecting rods with bearing caps that are
fracture split have the following characteristics: Lip type seals are used on both the front of the
crankshaft and the rear of the crankshaft.

This document is printed from SPI². Not for RESALE

 16 UENR0617
Systems Operation Section

Vibration Damper The crankshaft gear drives an upper idler gear and
a lower idler gear. The upper idler gear drives the
camshaft and the fuel injection pump. The lower idler
gear drives the oil pump. The water pump drive gear
is driven by the fuel injection pump gear.

The camshaft and the fuel injection pump rotate at

half the engine speed.

Camshaft
The engine has a single camshaft. The camshaft
is made of cast iron. The camshaft lobes are chill
hardened.

The camshaft is driven at the front end. As the

camshaft turns, the camshaft lobes move the valve
system components. The valve system components
move the cylinder valves.

The camshaft gear must be timed to the crankshaft

gear. The relationship between the lobes and the
Illustration 14
g02260014 camshaft gear causes the valves in each cylinder to
Typical example open at the correct time. The relationship between
the lobes and the camshaft gear also causes the
(1) Damper setscrews
(2) Vibration damper valves in each cylinder to close at the correct time.
(3) Setscrews for the adapter
(4) Crankshaft adapter and pulley
i02403276

The force from combustion in the cylinders will

cause the crankshaft to twist. This is called torsional
Electrical System
vibration. If the vibration is too great, the crankshaft
will be damaged. The vibration damper is filled with
viscous fluid in order to limit the torsional vibration. The electrical system is a negative ground system.

Gears and Timing Gear Case The charging circuit operates when the engine
is running. The alternator in the charging circuit
produces direct current for the electrical system.

g01334473
Illustration 15
Typical example

The crankshaft oil seal is mounted in the aluminum

timing case. The timing case cover is made from
pressed steel.

The timing gears are made of steel.

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 UENR0617 17
Systems Operation Section

Starting Motor The starting motor has a solenoid. When the ignition
switch is activated, voltage from the electrical system
will cause the solenoid to move the pinion toward
the flywheel ring gear of the engine. The electrical
contacts in the solenoid close the circuit between the
battery and the starting motor just before the pinion
engages the ring gear. This causes the starting motor
to rotate. This type of activation is called a positive
shift.

When the engine begins to run, the overrunning

clutch of the pinion drive prevents damage to the
armature. Damage to the armature is caused by
excessive speeds. The clutch prevents damage by
stopping the mechanical connection. However, the
pinion will stay meshed with the ring gear until the
ignition switch is released. A spring in the overrunning
clutch returns the clutch to the rest position.

Alternator
The electrical outputs of the alternator have the
Illustration 16
g01216877 following characteristics:
Typical example
12 Volt Starting Motor
• Three-phase
(1) Terminal for connection of the ground cable
(2) Terminal 30 for connection of the battery cable
• Full-wave
(3) Terminal 50 for connection of the ignition switch
• Rectified
The alternator is an electro-mechanical component.
The alternator is driven by a belt from the crankshaft
pulley. The alternator charges the storage battery
during the engine operation.

The alternator is cooled by an external fan which is

mounted behind the pulley. The fan may be mounted
internally. The fan forces air through the holes in the
front of the alternator. The air exits through the holes
in the back of the alternator.

The alternator converts the mechanical energy and

the magnetic field into alternating current and voltage.
This conversion is done by rotating a direct current
electromagnetic field on the inside of a three-phase
stator. The electromagnetic field is generated by
electrical current flowing through a rotor. The stator
generates alternating current and voltage.

g01200801
The alternating current is changed to direct current
Illustration 17 by a three-phase, full-wave rectifier. Direct current
Typical example flows to the output terminal of the alternator. The
24 Volt Starting Motor direct current is used for the charging process.
(1) Terminal for connection of the ground
(2) Terminal 30 for connection of the battery cable A regulator is installed on the rear end of the
(3) Terminal 50 for connection of ignition switch alternator. Two brushes conduct current through two
slip rings. The current then flows to the rotor field. A
The starting motor turns the engine via a gear on the capacitor protects the rectifier from high voltages.
engine flywheel. The starting motor speed must be
high enough in order to initiate a sustained operation The alternator is connected to the battery through
of the fuel ignition in the cylinders. the ignition switch. Therefore, alternator excitation
occurs when the switch is in the ON position.

This document is printed from SPI². Not for RESALE

 18 UENR0617
Testing and Adjusting Section

Testing and Adjusting 2. Install a suitable fuel flow tube with a visual sight
gauge in the fuel return line. When possible, install
Section the sight gauge in a straight section of the fuel line
that is at least 304.8 mm (12 inches) long. Do not
install the sight gauge near the following devices
that create turbulence:
Fuel System
• Elbows
i01804057
• Relief valves
Fuel System - Inspect • Check valves
• Connections
A problem with the components that send fuel to
the engine can cause low fuel pressure. This can Observe the fuel flow during engine cranking.
decrease engine performance. Look for air bubbles in the fuel. If there is no fuel
that is present in the sight gauge, prime the fuel
1. Check the fuel level in the fuel tank. Ensure that system. Refer to Testing and Adjusting, “Fuel
the vent in the fuel cap is not filled with dirt. System - Prime” for more information. If the engine
starts, check for air in the fuel at varying engine
2. Check all fuel lines for fuel leakage. The fuel lines speeds. When possible, operate the engine under
must be free from restrictions and faulty bends. the conditions which have been suspect.
Verify that the fuel return line is not collapsed.

3. Inspect the fuel filter for excess contamination. If

necessary, install a new fuel filter. Determine the
source of the contamination. Make the necessary
repairs.

4. Service the primary fuel filter (if equipped).

5. Remove any air that may be in the fuel system.

Refer to Testing and Adjusting, “Fuel System -
Prime”.

i02780600

Air in Fuel - Test

This procedure checks for air in the fuel system. This

procedure also assists in finding the source of the air. g00578151
Illustration 18
1. Examine the fuel system for leaks. Ensure that (1) A steady stream of small bubbles with a diameter of
the fuel line fittings are properly tightened. Check approximately 1.60 mm (0.063 inch) is an acceptable amount
of air in the fuel.
the fuel level in the fuel tank. Air can enter the (2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)
fuel system on the suction side between the fuel are also acceptable if there is two seconds to three seconds
transfer pump and the fuel tank. intervals between bubbles.
(3) Excessive air bubbles in the fuel are not acceptable.

3. If excessive air is seen in the sight gauge in the

fuel return line, install a second sight gauge at
Work carefully around an engine that is running. the inlet to the fuel transfer pump. If a second
Engine parts that are hot, or parts that are moving, sight gauge is not available, move the sight gauge
can cause personal injury. from the fuel return line and install the sight gauge
at the inlet to the fuel transfer pump. Observe
the fuel flow during engine cranking. Look for air
bubbles in the fuel. If the engine starts, check for
air in the fuel at varying engine speeds.

This document is printed from SPI². Not for RESALE

 UENR0617 19
Testing and Adjusting Section

If excessive air is seen at the inlet to the fuel 2. Use Tooling (A) in order to rotate the crankshaft
transfer pump, air is entering through the suction until the hole (X) in the camshaft gear (1) aligns
side of the fuel system. with the hole in the front housing. Refer to
illustration 19.

To avoid personal injury, always wear eye and face

protection when using pressurized air.

NOTICE
To avoid damage, do not use more than 55 kPa (8 psi)
to pressurize the fuel tank.

4. Pressurize the fuel tank to 35 kPa (5 psi). Do not

use more than 55 kPa (8 psi) in order to avoid
damage to the fuel tank. Check for leaks in the
fuel lines between the fuel tank and the fuel
transfer pump. Repair any leaks that are found.
Check the fuel pressure in order to ensure that
the fuel transfer pump is operating properly. For
information about checking the fuel pressure, see
Testing and Adjusting, “Fuel System Pressure -
Test”.
g01194629
Illustration 19
5. If the source of the air is not found, disconnect
Typical example
the supply line from the fuel tank and connect an
external fuel supply to the inlet of the fuel transfer
3. Install Tooling (B) through the hole (X) in the
pump. If this corrects the problem, repair the fuel
camshaft gear (1) into the front housing. Use
tank or the stand pipe in the fuel tank.
Tooling (B) in order to lock the camshaft in the
correct position.
i04476411

Finding Top Center Position

for No. 1 Piston

Table 1
g01195325
Required Tools Illustration 20

Part 4. Remove the plug (4) from the cylinder block. Install
Tool Part Name Qty
Number Tooling (C) into the hole (Y) in the cylinder block.
A 21825576 Crankshaft Turning Tool 1 Use Tooling (C) in order to lock the crankshaft in
the correct position.
27610291 Barring Device Housingl 1
A
27610289 Gear 1 Note: Do not use excessive force to install Tooling
(C). Do not use Tooling (C) to hold the crankshaft
B 27610212 Camshaft Timing Pin 1 during repairs.
27610286 Crankshaft Timing Pin 1
C
27610287 Adapter 1 i01944302

Fuel Quality - Test

Note: Either Tooling (A) can be used. Use the Tooling
that is most suitable.

1. Remove the front cover. Refer to Disassembly Use the following procedure to test for problems
and Assembly Manual, “Front Cover - Remove regarding fuel quality:
and Install”.

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 20 UENR0617
Testing and Adjusting Section

1. Determine if water and/or contaminants are

present in the fuel. Check the water separator (if
equipped). If a water separator is not present,
proceed to Step 2. Drain the water separator, if
necessary. A full fuel tank minimizes the potential
for overnight condensation.

Note: A water separator can appear to be full of fuel

when the water separator is actually full of water.

2. Determine if contaminants are present in the

fuel. Remove a sample of fuel from the bottom
of the fuel tank. Visually inspect the fuel sample
for contaminants. The color of the fuel is not
necessarily an indication of fuel quality. However,
fuel that is black, brown, and/or similar to sludge
can be an indication of the growth of bacteria or
oil contamination. In cold temperatures, cloudy
fuel indicates that the fuel may not be suitable for
the operating conditions. Refer to Operation and
Maintenance Manual, “Fuel Recommendations”
for more information. Illustration 21
g02791865

Typical example
3. If fuel quality is still suspected as a possible
cause of problems regarding engine performance, 1. Loosen the vent screw (1) on the secondary fuel
disconnect the fuel inlet line, and temporarily filter base.
operate the engine from a separate source of
fuel that is known to be good. This will determine 2. Operate the priming lever of the fuel priming pump
if the problem is caused by fuel quality. If fuel to eliminate any air between the fuel priming pump
quality is determined to be the problem, drain the and the fuel filters.
fuel system and replace the fuel filters. Engine
performance can be affected by the following Note: The fuel priming pump is mechanically
characteristics: operated by the camshaft. If the lobe of the camshaft
is acting upon the arm of the fuel priming pump, the
• Cetane number of the fuel ability to hand prime the fuel system will be reduced.
If the resistance on the priming lever is low, rotate the
• Air in the fuel crankshaft in order to move the camshaft lobe off the
fuel priming pump arm.
• Other fuel characteristics
3. Operate priming lever of the fuel priming pump by
i04739290 hand. Check that there is correct resistance on the
fuel priming pump. Operate the fuel priming pump
Fuel System - Prime until fuel, free of air, comes from the vent screw.

4. Tighten the vent screw (1) to a torque of 20 N·m

(15 lb ft)
If air enters the fuel system, the air must be purged
from the fuel system before the engine can be 5. Energize the stop solenoid on the fuel injection
started. Air can enter the fuel system when the pump. Operate the priming lever of the fuel
following events occur: priming pump several times.

• The fuel tank is empty or the fuel tank has been 6. Crank the engine with the throttle lever in the
partially drained. CLOSED position until the engine starts.

• The low-pressure fuel lines are disconnected. 7. Start the engine and run the engine at idle for 1
minute.
• A leak exists in the low-pressure fuel system.
NOTICE
• The fuel filter is replaced. Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
Use the following procedure in order to remove air minutes before cranking the engine again.
from the fuel system:

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 UENR0617 21
Testing and Adjusting Section

8. Cycle the throttle lever from the low idle position to

the high idle position three times. The cycle time
for the throttle lever is one second to 6 seconds
for one complete cycle.

Note: To purge air from the fuel injection pump on

engines with a fixed throttle, the engine should be run
at full load for 30 seconds. The load should then be
decreased until the engine is at high idle. This should
be repeated three times. This will assist in removing
trapped air from the fuel injection pump.

9. Check for leaks in the fuel system.

i04051469

Fuel System Pressure - Test

1. Disconnect the fuel outlet pipe from the fuel

transfer pump.

2. Install a pressure gauge that can measure a

pressure of up to 70 kPa (10 psi) to the outlet of
the fuel transfer pump.

3. Release the connection at the gauge and operate

the priming lever of the fuel transfer pump to
eliminate air from the pipe.

4. When fuel, free of air, flows from the pipe tighten

the connection. Ensure that there are no leaks at
the connections between the pump and the gauge.

5. Operate the starting motor for 10 seconds with the

engine stop control in the stop position or with the
stop solenoid disconnected.

6. If the pressure on the gauge indicated is less than

26 kPa (3.77 psi) repair or renew the fuel transfer
pump.

7. Check the rate at which the pressure reduces to

half the maximum pressure obtained. If the rate
is less than 30 seconds, repair or renew the fuel
transfer pump.

8. Remove the gauge and connect the outlet pipe to

the transfer pump.

9. Release the vent screw on the fuel filter head.

Operate the priming lever until fuel, free of air,
flows from the vent screw. Tighten the vent screw.

10. Connect the engine stop solenoid.

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 22 UENR0617
Testing and Adjusting Section

Air Inlet and Exhaust i04476171

System Turbocharger - Inspect

i02281171

Air Inlet and Exhaust System

- Inspect Hot engine components can cause injury from
burns. Before performing maintenance on the
engine, allow the engine and the components to
cool.
Do a general visual inspection of the air inlet and
exhaust system. Make sure that there are no signs of
leaks in the system. NOTICE
Keep all parts clean from contaminants.
There will be a reduction in the performance of the
engine if there is a restriction or there is a leak in the Contaminants may cause rapid wear and shortened
air inlet system or the exhaust system. component life.

NOTICE
Care must be taken to ensure that fluids are contained
Hot engine components can cause injury from during performance of inspection, maintenance, test-
burns. Before performing maintenance on the ing, adjusting and repair of the product. Be prepared to
engine, allow the engine and the components to collect the fluid with suitable containers before open-
cool. ing any compartment or disassembling any compo-
nent containing fluids.

Dispose of all fluids according to local regulations and

mandates.
Making contact with a running engine can cause
burns from hot parts and can cause injury from Before you begin inspection of the turbocharger,
rotating parts. be sure that the inlet air restriction is within the
specifications for your engine. Be sure that the
When working on an engine that is running, avoid exhaust system restriction is within the specifications
contact with hot parts and rotating parts. for your engine. Refer to Systems Operation, Testing
and Adjusting, “Air Inlet and Exhaust System -
1. Inspect the engine air cleaner inlet and ducting Inspect”.
in order to ensure that the passageway is not
blocked or collapsed. The condition of the turbocharger will have definite
effects on engine performance. Use the following
2. Inspect the engine air cleaner element. Replace a inspections and procedures to determine the
dirty element with a clean element. condition of the turbocharger.

3. Check for dirt tracks on the clean side of the • Inspection of the compressor wheel and the
engine air cleaner element. If dirt tracks are compressor housing
observed, contaminants are flowing past the
element. • Inspection of the turbine wheel and the turbine
housing

• Inspection of the wastegate

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 UENR0617 23
Testing and Adjusting Section

Inspection of the Compressor d. Remove the oil drain tube. Inspect the oil
drain hole and the oil drain tube for oil sludge.
Wheel and the Compressor Inspect the area between the bearings of the
Housing rotating assembly shaft. If necessary, clean the
rotating assembly shaft, the oil drain hole, and
the oil drain tube.

e. If Steps 4.a through 4.d did not reveal the

source of the oil leakage, the turbocharger has
internal damage. Replace the turbocharger.

Inspection of the Turbine Wheel

and the Turbine Housing

g02269953
Illustration 22
Typical example
(1) Turbine housing
(2) Compressor housing

1. Remove the air cleaner from the compressor inlet.

2. Inspect compressor wheel for damage from a

foreign object. If there is damage, determine the
source of the foreign object. As required, clean g00922420
the inlet system and repair the intake system. Illustration 23
Replace the turbocharger. If there is no damage, Typical example
go to Step 4. (1) Turbine housing
(2) Turbine wheel
3. Turn the rotating assembly by hand. While you
turn the assembly, push the assembly sideways. 1. Remove the air piping from the turbine housing.
The assembly should turn freely. Compressor
wheel (2) should not rub compressor housing 2. Inspect turbine wheel (2) for damage by a foreign
(1). The turbocharger must be replaced if the object. If there is damage, determine the source
compressor wheel rubs the compressor housing. of the foreign object. Replace the turbocharger. If
If there is no rubbing or scraping, go to Step 4. there is no damage, go to Step 3.

4. Inspect compressor wheel (2) and compressor 3. Clean turbine wheel (2) and turbine housing (1) if
housing (1) for oil leakage. An oil leak from you find buildup of carbon or foreign material. If
the compressor wheel may deposit oil in the there is no buildup of carbon or foreign material,
aftercooler (if equipped). Drain and clean the go to Step 4.
aftercooler if you find oil in the aftercooler.
4. Turn the rotating assembly by hand. While you
a. Check the oil level in the crankcase. If the oil turn the assembly, push the assembly sideways.
level is too high, adjust the oil level. The assembly should turn freely. Turbine wheel
(2) should not rub turbine housing (1). Replace the
b. Inspect the air cleaner element for restriction. If turbocharger if the turbine wheel rubs the turbine
restriction is found, correct the problem. housing. If there is no rubbing or scraping, go to
Step 5.
c. Inspect the engine crankcase breather. Clean
the breather or replace the breather if the
breather is plugged.

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 24 UENR0617
Testing and Adjusting Section

5. Inspect turbine wheel (2) and turbine housing (1) The boost pressure controls the maximum rpm of the
for oil leakage and oil coking. Some oil coking turbocharger, because the boost pressure controls
may be cleaned. Heavy oil coking may require the position of the wastegate. The following factors
replacement of the turbocharger. If the oil is also affect the maximum rpm of the turbocharger:
coming from the turbocharger center housing go
to Step 5.a. Otherwise go to “Inspection of the • The engine rating
Wastegate”.
• The power demand on the engine
a. Remove the oil drain tube. Inspect the oil
drain hole and the oil drain tube for oil sludge. • The high idle rpm
Inspect the area between the bearings of the
rotating assembly shaft. If necessary, clean the • Inlet air restriction
rotating assembly shaft, the oil drain hole, and
the oil drain tube. • Exhaust system restriction
b. If crankcase pressure is high, or if the oil drain Check the Wastegate for Proper
is restricted, pressure in the center housing
may be greater than the pressure of turbine Operation
housing (1). Oil flow may be forced in the wrong Table 2
direction and the oil may not drain. Check the
crankcase pressure and correct any problems. Required Tools
Part
c. If the oil drain tube is damaged, replace the oil Tool Number Part Description Qty
drain tube.
A 21825617 Dial Gauge 1
d. Check the routing of the oil drain tube. Eliminate
any sharp restrictive bends. Make sure that Note: The turbocharger is a nonserviceable item.
the oil drain tube is not too close to the engine The pressure for the wastegate can be checked, but
exhaust manifold. not adjusted.

e. If Steps 5.a through 5.d did not reveal the 1. Remove the heat shield from the turbocharger.
source of the oil leakage, the turbocharger has Remove the guard for the wastegate.
internal damage. Replace the turbocharger.

Inspection of the Wastegate (If

equipped)
The wastegate controls the amount of exhaust gas
that is allowed to bypass the turbine side of the
turbocharger. This valve then controls the rpm of the
turbocharger.

When the engine operates in conditions of low

boost (lug), a spring presses against a diaphragm
in the canister. The actuating rod will move and the
wastegate will close. Then, the turbocharger can
operate at maximum performance.

When the boost pressure increases against the

diaphragm in the canister, the wastegate will open.
The rpm of the turbocharger becomes limited. The
rpm limitation occurs because a portion of the
exhaust gases bypass the turbine wheel of the g02269955
turbocharger. Illustration 24
Typical example
The following levels of boost pressure indicate a
problem with the wastegate: 2. Remove the boost line (3) from the wastegate (2).
Connect an air supply to the wastegate that can
• Too high at full load conditions be measured accurately.

• Too low at all lug conditions

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 UENR0617 25
Testing and Adjusting Section

3. Fasten a dial indicator to the turbocharger so that

the end of the actuator rod (1) is in contact with the
dial indicator. This will measure axial movement
of the actuator rod.

4. Slowly apply air pressure to the wastegate

(2) so that the actuator rod (1) moves 1.0 mm
(0.039 inch). The air pressure should be within
107 to 117 kPa (15.5 to 17.0 psi). Ensure that the
dial indicator returns to zero when the air pressure
is released. Repeat the test several times. This
will ensure that an accurate reading is obtained.

5. If the operation of the wastegate (2) is incorrect

then the turbocharger must be renewed.

i04046710

Compression - Test
g02260098
Illustration 25
The cylinder compression test should only be used in Typical example
order to compare the cylinders of an engine. If one or
more cylinders vary by more than 350 kPa (51 psi), 1. Remove the glow plug (1). Refer to Disassembly
the cylinder and related components may need to and Assembly, “Glow Plugs - Remove and Install”
be repaired. for the correct procedure.

A compression test should not be the only method 2. Install a suitable gauge for measuring the cylinder
which is used to determine the condition of an engine. compression in the hole for the glow plug.
Other tests should also be conducted in order to
determine if the adjustment or the replacement of 3. Remove the fuse for the glow plugs.
components is required.
4. Operate the starting motor in order to turn the
Before the performance of the compression test, engine. Record the maximum pressure which is
make sure that the following conditions exist: indicated on the compression gauge.

• The battery is in good condition. 5. Repeat Steps 6 and 4 for all cylinders.

• The battery is fully charged. 6. Install the fuse for the glow plugs.

• The starting motor operates correctly.

i04046711

• The valve lash is set correctly. Engine Valve Lash -

• All glow plugs are removed. Inspect/Adjust
• The fuel supply is disconnected.

To prevent possible injury, do not use the starter

to turn the flywheel.

Hot engine components can cause burns. Allow

additional time for the engine to cool before mea-
suring valve clearance.

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 26 UENR0617
Testing and Adjusting Section

Valve Lash Check

An adjustment is NOT NECESSARY if the
measurement of the valve lash is in the acceptable
range. Check the valve lash while the engine is
stopped. The temperature of the engine does not
change the valve lash setting.

If the measurement is not within the acceptable

clearance, adjustment is necessary. Refer to “Valve
Lash Adjustment”.

Valve Lash Adjustment

g00939480 Table 3
Illustration 26
Cylinder and valve location Inlet Valves Exhaust Valves
(A) Inlet valve 0.35 mm 0.45 mm
(B) Exhaust valve Valve Lash
(0.014 inch) (0.018 inch)

If the valve lash requires adjustment several times TC Compression

1-2-4 1-3-5
in a short period of time, excessive wear exists in Stroke
a different part of the engine. Find the problem and TC Exhaust
make necessary repairs in order to prevent more 3-5-6 2-4-6
Stroke(1)
damage to the engine.
Firing Order 1-5-3-6-2-4(2)
Not enough valve lash can be the cause of rapid (1) 360° from TC compression stroke
wear of the camshaft and valve lifters. Not enough (2) The No. 1 Cylinder is at the front of the engine.
valve lash can indicate that the seats for the valves
are worn.

Valves become worn due to the following causes:

• Fuel injection nozzles that operate incorrectly

• Excessive dirt and oil are present on the filters for
the inlet air.

• Incorrect fuel settings on the fuel injection pump.

• The load capacity of the engine is frequently
exceeded.
g00323903
Too much valve lash can cause broken valve stems, Illustration 27
springs, and spring retainers. Too much valve lash Setting the valve lash
can be an indication of the following problems: (1) Adjustment screw
(2) Feeler gauge
• Worn camshaft and valve lifters
1. Remove the valve mechanism cover. Refer to
• Worn rocker arms Disassembly and Assembly, “Valve Mechanism
Cover - Remove” For the removal procedure.
• Bent pushrods
2. Rotate the crankshaft in the direction of engine
• Broken socket on the upper end of a pushrod rotation until the inlet valve of the No. 6 cylinder
has opened and the exhaust valve of the No. 6
• Loose adjustment screw for the valve lash cylinder has not completely closed. The engine is
now at TC compression stroke.
If the camshaft and valve lifters show rapid wear,
look for fuel in the lubrication oil or dirty lubrication
oil as a possible cause.

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 UENR0617 27
Testing and Adjusting Section

Table 4 6. Install the valve mechanism cover. Refer to

TC
Disassembly and Assembly, “Valve Mechanism
Compression Inlet Valves Exhaust Valves Cover - Install” for the installation procedure.
Stroke
0.35 mm 0.45 mm i04103769
Valve Lash
(0.014 inch) (0.018 inch)
Valve Depth - Inspect
Cylinders 1-2-4 1-3-5

3. Measure the valve lash for the valve when the

Table 6
engine is at TC compression stroke according to
Table 4. If necessary, make an adjustment to the Required Tools
valves according to Table 4.
Tool Part Number Part Description Qty
a. Loosen the valve adjustment screw locknut that A 21825617 Dial gauge 1
is on the adjustment screw (1).
B 21825496 Dial gauge Holder 1
b. Place an appropriate feeler gauge (2)
between the rocker arm and the valve. Turn
the adjustment screw (1) while the valve
adjustment screw locknut is being held from
turning. Adjust the valve lash until the correct
specification is achieved.

c. After each adjustment, tighten the valve

adjustment screw locknut while you hold the
valve adjustment screw (1) from turning.

4. Rotate the crankshaft in the direction of engine

rotation to TC exhaust stroke (360° from TC
compression stroke).

Table 5
TC Exhaust
Inlet Valves Exhaust Valves
Stroke(1)
0.35 mm 0.45 mm
Valve Lash
(0.014 inch) (0.018 inch)
Cylinders 3-5-6 2-4-6 Illustration 28
g01201916

(1) 360° from TC compression stroke Typical example

5. Measure the valve lash for the valves when the 1. Ensure that the face of the valves are clean.
engine is at TC exhaust stroke according to Table Ensure that the bottom face of the cylinder head
5. If necessary, make an adjustment to the valves is clean. Ensure that the cylinder head is not
according to Table 5. distorted. Refer to Systems Operation, Testing
and Adjusting, “Cylinder Head - Inspect” for the
a. Loosen the valve adjustment screw locknut that procedure to measure flatness of the cylinder
is on the adjustment screw (1). head.

b. Place an appropriate feeler gauge (2) 2. Use the Tooling (A) to check the depths of the inlet
between the rocker arm and the valve. Turn valves and the exhaust valves below the face of
the adjustment screw (1) while the valve the cylinder head. Use Tooling (B) to zero Tooling
adjustment screw locknut is being held from (A).
turning. Adjust the valve lash until the correct
specification is achieved. 3. For the minimum and maximum limits for a new
engine for the inlet valves and the exhaust valves,
c. After each adjustment, tighten the valve refer to Specifications, “Cylinder Head”.
adjustment screw locknut while you hold the
valve adjustment screw (1) from turning.

This document is printed from SPI². Not for RESALE

 28 UENR0617
Testing and Adjusting Section

4. Service wear occurs on an engine which has 4. Move the valve in a radial direction away from
been in operation. If the valve depth below the the dial indicator. Make sure that the valve moves
cylinder head face on a used engine exceeds away from the dial indicator as far as possible.
the specification for service wear, the following Position the contact point of the dial indicator on
components must be replaced. the edge of the valve head. Set the position of the
needle of the dial indicator to zero.
• Valves
5. Move the valve in a radial direction toward the dial
• Valve inserts indicator as far as possible. Note the distance of
movement which is indicated on the dial indicator.
For the wear limits for the inlet valves and exhaust If the distance is greater than the maximum
valves, refer to Specifications, “Cylinder Head”. clearance of the valve in the valve guide, replace
the valve guide. Refer to Specifications, “Cylinder
5. Check each valve for cracks. Check the stems of Head Valves” for the clearances.
the valves for wear. Ensure that the valves are the
correct fit in the valve guides. Refer to Systems When new valve guides (1) are installed, new valves
Operation, Testing and Adjusting, “Valve Guide and new valve seat inserts must be installed. For
- Inspect” for the procedure to inspect the valve more information, contact your distributor or your
guides. dealer.

6. Check the load on the valve springs. Refer to

Specifications, “Cylinder Head Valves” for the
correct lengths and specifications for the valve
springs.

i04046714

Valve Guide - Inspect

Perform this test in order to determine if a valve guide

should be replaced.

g00314806
Illustration 29
Measure the radial movement of the valve in the valve guide.
(1) Valve guide
(2) Radial movement of the valve in the valve guide
(3) Valve stem
(4) Dial indicator
(5) Valve head

1. Place a new valve in the valve guide.

2. Place a dial indicator with a magnetic base on the

face of the cylinder head.

3. Lift the edge of the valve head to a distance of

15.0 mm (0.60 inch).

This document is printed from SPI². Not for RESALE

 UENR0617 29
Testing and Adjusting Section

Lubrication System Perform the following procedures in order to inspect

the oil pump. Refer to the Specifications Module,
“Engine Oil Pump” for clearances and torques.
i02648880

Engine Oil Pressure - Test

Low Oil Pressure

The following conditions will cause low oil pressure.

• The oil level is low in the crankcase.

• A restriction exists on the oil suction screen.
• Connections in the oil lines are leaking. g00938064
Illustration 30

• The connecting rod or the main bearings are worn.

1. Remove the oil pump from the engine. Remove
• The rotors in the oil pump are worn. the cover of the oil pump.

2. Remove the outer rotor (1). Clean all of the parts.

• The oil pressure relief valve is operating incorrectly.
Look for cracks in the metal or other damage.
A worn oil pressure relief valve can allow oil to leak
through the valve which lowers the oil pressure. 3. Install the outer rotor. Measure the clearance of
the outer rotor to the body .
The minimum oil pressure at the maximum engine
speed and at normal operating temperature is
315 kPa (45 psi). A lower pressure is normal at low
idle.

A suitable pressure gauge can be used in order to

test the pressure of the lubrication system.

High Oil Pressure

High oil pressure can be caused by the following
conditions.

• The spring for the oil pressure relief valve is

installed incorrectly. Illustration 31
g00938061

Clearance for the inner rotor body

• The plunger for the oil pressure relief valve
becomes jammed in the closed position. 4. Measure the clearance of the inner rotor to the
outer rotor (2).
• Excessive sludge exists in the oil which makes the
viscosity of the oil too high.

i02400036

Engine Oil Pump - Inspect

If any part of the oil pump is worn enough in order to

affect the performance of the oil pump, the oil pump
must be replaced.

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 30 UENR0617
Testing and Adjusting Section

i02414692

Excessive Engine Oil

Consumption - Inspect

Engine Oil Leaks on the Outside of

the Engine
Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the
engine oil pan and all lubrication system connections.
g00938799 Look for any engine oil that may be leaking from
Illustration 32
the crankcase breather. This can be caused by
End play measurement of the rotor combustion gas leakage around the pistons. A dirty
crankcase breather will cause high pressure in the
5. Measure the end play of the rotor with a straight crankcase. A dirty crankcase breather will cause the
edge and a feeler gauge (3). gaskets and the seals to leak.
6. Clean the top face of the oil pump and the bottom
face of the cover. Install the cover on the oil pump. Engine Oil Leaks into the
Install the oil pump on the engine. Combustion Area of the Cylinders
i01126690
Engine oil that is leaking into the combustion area of
the cylinders can be the cause of blue smoke. There
Excessive Bearing Wear - are several possible ways for engine oil to leak into
the combustion area of the cylinders:
Inspect
• Failed valve stem seals
• Leaks between worn valve guides and valve stems
When some components of the engine show bearing
wear in a short time, the cause can be a restriction in • Worn components or damaged components
an oil passage. (pistons, piston rings, or dirty return holes for the
engine oil)
An engine oil pressure indicator may show that there
is enough oil pressure, but a component is worn • Incorrect installation of the compression ring and/or
due to a lack of lubrication. In such a case, look at the intermediate ring
the passage for the oil supply to the component.
A restriction in an oil supply passage will not allow • Leaks past the seal rings in the turbocharger shaft
enough lubrication to reach a component. This will
result in early wear. • Overfilling of the crankcase
• Wrong dipstick or guide tube
• Sustained operation at light loads
Excessive consumption of engine oil can also
result if engine oil with the wrong viscosity is used.
Engine oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.

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 UENR0617 31
Testing and Adjusting Section

i02414679

Increased Engine Oil

Temperature - Inspect

Look for a restriction in the oil passages of the oil

cooler. The oil temperature may be higher than
normal when the engine is operating. In such a case,
the oil cooler may have a restriction.

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 32 UENR0617
Testing and Adjusting Section

Cooling System b. Clean the radiator and other components with

hot water or steam at low pressure. Detergent
in the water may also be used. Compressed
i02419296 air may be used to remove materials from
the cooling system. Identify the cause of the
Cooling System - Check restriction before you choose the method for
cleaning.

c. Straighten any fins of the radiator if the fins are

Engine And Cooling System Heat bent.
Problems 5. Check the high idle of the engine. The engine may
overheat if the high idle rpm is set too high.
1. The following conditions indicate that a heat
problem exists.
i01626003
a. Hot coolant is released through the pressure
cap during the normal operation of the engine. Cooling System - Inspect
Hot coolant can also be released when the
engine is stopped.

b. Hot coolant is released from the coolant system This engine has a pressure type cooling system. A
but not through the pressure cap during normal pressure type cooling system gives two advantages:
operation of the engine. Hot coolant can also
be released when the engine is stopped. • The pressure type cooling system can operate
safely at a higher temperature than the boiling
c. Coolant must be added frequently to the point of water at a range of atmospheric pressures.
cooling system. The coolant is not released
through the pressure cap or through an outside • The pressure type cooling system prevents
leak. cavitation in the water pump.

2. If any of the conditions in Step 1 exist, perform Cavitation is the sudden generation of low pressure
the following procedures: bubbles in liquids by mechanical forces. The
generation of an air or steam pocket is much more
a. Run the engine at medium idle, which is difficult in a pressure type cooling system.
approximately 1200 rpm, for three minutes
after the high idle shuts off. Running the engine Regular inspections of the cooling system should be
at medium idle will allow the engine to cool made in order to identify problems before damage
before the engine is stopped. can occur. Visually inspect the cooling system before
tests are made with the test equipment.
b. Inspect the poly v-belt for wear or for damage.
If necessary, replace the poly v-belt. Refer to Visual Inspection Of The Cooling
Disassembly and Assembly Manual, “Alternator
Belt - Remove and Install” for the correct System
procedure.
1. Check the coolant level in the cooling system.
3. Refer to “Visual Inspection Of The Cooling
System” in order to determine if a leak exists in 2. Look for leaks in the system.
the cooling system.
Note: A small amount of coolant leakage across
a. Refer to “Testing The Radiator And Cooling the surface of the water pump seals is normal. This
System For Leaks” procedures. leakage is required in order to provide lubrication for
this type of seal. A hole is provided in the water pump
4. If the coolant does not flow through the radiator housing in order to allow this coolant/seal lubricant
and through other components of the cooling to drain from the pump housing. Intermittent leakage
system, perform the following procedures. of small amounts of coolant from this hole is not an
indication of water pump seal failure.
a. Perform the “Testing The Water Temperature
Regulator ” procedures. 3. Inspect the radiator for bent fins and other
restriction to the flow of air through the radiator.

4. Inspect the drive belt for the fan.

5. Inspect the blades of the fan for damage.

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 UENR0617 33
Testing and Adjusting Section

6. Look for air or combustion gas in the cooling The coolant level must be to the correct level in order
system. to check the coolant system. The engine must be
cold and the engine must not be running.
7. Inspect the radiator cap for damage. The sealing
surface must be clean. After the engine is cool, loosen the pressure cap
in order to relieve the pressure out of the cooling
8. Look for large amounts of dirt in the radiator core. system. Then remove the pressure cap.
Look for large amounts of dirt on the engine.
The level of the coolant should not be more than
9. Shrouds that are loose or missing cause poor air 13 mm (0.5 inch) from the bottom of the filler pipe. If
flow for cooling. the cooling system is equipped with a sight glass,
the coolant should be to the correct level in the sight
glass.
i02414661

Cooling System - Test Making the Correct Antifreeze

Mixtures
Do not add pure antifreeze to the cooling system
Remember that temperature and pressure work
in order to adjust the concentration of antifreeze.
together. When a diagnosis is made of a cooling
Refer to Operation and Maintenance Manual, “Refill
system problem, temperature and pressure must
Capacities” for the correct procedure. The pure
be checked. The cooling system pressure will have
antifreeze increases the concentration of antifreeze
an effect on the cooling system temperature. For
in the cooling system. The increased concentration
an example, refer to Illustration 33. This will show
increases the concentration of dissolved solids and
the effect of pressure on the boiling point (steam) of
undissolved chemical inhibitors in the cooling system.
water. This will also show the effect of height above
sea level.
The antifreeze mixture must consist of equal
quantities of antifreeze and clean soft water. The
corrosion inhibitor in the antifreeze will be diluted if a
concentration of less than 50% of antifreeze is used.
Concentrations of more than 50% of antifreeze may
have the adverse effect on the performance of the
coolant.

Checking the Filler Cap

One cause for a pressure loss in the cooling system
can be a faulty seal on the radiator pressure cap.

g00286266
Illustration 33
Cooling system pressure at specific altitudes and boiling points
of water

Personal injury can result from hot coolant, steam

and alkali.

At operating temperature, engine coolant is hot

and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or g00296067
steam. Any contact can cause severe burns. Illustration 34
Typical schematic of filler cap
Remove filler cap slowly to relieve pressure only (1) Sealing surface between the pressure cap and the radiator
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.

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 34 UENR0617
Testing and Adjusting Section

Personal injury can result from hot coolant, steam Personal injury can result from hot coolant, steam
and alkali. and alkali.

At operating temperature, engine coolant is hot At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns. steam. Any contact can cause severe burns.

Remove filler cap slowly to relieve pressure only Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool when engine is stopped and radiator cap is cool
enough to touch with your bare hand. enough to touch with your bare hand.

To check for the amount of pressure that opens the 1. When the engine has cooled, loosen the filler cap
filler cap, use the following procedure: to the first stop. Allow the pressure to release from
the cooling system. Then remove the filler cap.
1. After the engine cools, carefully loosen the filler
cap. Slowly release the pressure from the cooling 2. Make sure that the coolant covers the top of the
system. Then, remove the filler cap. radiator core.

2. Carefully inspect the filler cap. Look for any 3. Put a suitable pressurizing Pump onto the radiator.
damage to the seals and to the sealing surface.
Inspect the following components for any foreign 4. Use the pressurizing pump to increase the
substances: pressure to an amount of 20 kPa (3 psi) more than
the operating pressure of the filler cap.
• Filler cap
5. Check the radiator for leakage on the outside.
• Seal
6. Check all connections and hoses of the cooling
• Surface for seal system for leaks.

Remove any deposits that are found on these The radiator and the cooling system do not have
items, and remove any material that is found on leakage if all of the following conditions exist:
these items.
• You do NOT observe any leakage after five
3. Install the pressure cap onto a suitable minutes.
pressurizing Pump.
• The dial indicator remains constant beyond five
4. Observe the exact pressure that opens the filler minutes.
cap.
The inside of the cooling system has leakage only
5. Compare the pressure to the pressure rating that if the following conditions exist:
is found on the top of the filler cap.
• The reading on the gauge goes down.
6. If the filler cap is damaged, replace the filler cap.
• You do NOT observe any outside leakage.
Testing The Radiator And Cooling Make any repairs, as required.
System For Leaks
Use the following procedure to test the radiator and i02652662

the cooling system for leaks.

Engine Oil Cooler - Inspect

Hot oil and hot components can cause personal

injury. Do not allow hot oil or hot components to
contact the skin.

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 UENR0617 35
Testing and Adjusting Section

There are two types of engine oil cooler that can be 4. Inspect the oil cooler (1) for cracks and dents.
installed on this engine. Replace the oil cooler (1) if cracks or dents
exist. Ensure that no restrictions for the flow of
lubricating oil exist in the oil cooler (1).
Engine Oil Cooler with a Low
Mounted Filter Base Dry the oil cooler (1) with low pressure air. Flush
the inside of the oil cooler (1) with clean lubricating
oil.

5. Refer to Disassembly and Assembly, “Engine Oil

Cooler - Install” for installation of the engine oil
cooler.

6. Ensure that the cooling system of the engine is

filled to the correct level. Operate the engine.

Note: Refer to Operation And Maintenance Manual,

“Refill Capacities” for additional information.

Check for oil or coolant leakage.

Engine Oil Cooler with a High

Mounted Filter Base

g01332170
Illustration 35
Typical example
(1) Oil cooler
(2) Long setscrew
(3) Short setscrew
(4) Joint
(5) Setscrews
(6) Housing for the oil cooler
(7) Joint

Perform the following procedure in order to inspect

the engine oil cooler with the low mounted filter:

1. Place a container under the oil cooler in order to

collect any engine oil or coolant that drains from
the oil cooler.

2. Refer to Disassembly and Assembly, “Engine Oil

Cooler - Remove” for removal of the engine oil g01322246
cooler. Illustration 36
Typical example
3. Thoroughly clean the oil cooler (1) and the cylinder (1) Oil cooler
block. (2) Joint
(3) Housing for the oil cooler
(4) Nut
(5) Long setscrew
(6) Setscrew
(7) Joint
Personal injury can result from air pressure.

Personal injury can result without following prop- Perform the following procedure in order to inspect
er procedure. When using pressure air, wear a pro- the engine oil cooler with the low mounted filter:
tective face shield and protective clothing.
1. Place a container under the oil cooler in order to
Maximum air pressure at the nozzle must be less collect any engine oil or coolant that drains from
than 205 kPa (30 psi) for cleaning purposes. the oil cooler.

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 36 UENR0617
Testing and Adjusting Section

2. Refer to Disassembly and Assembly, “Engine Oil 2. Heat water in a pan until the temperature of
Cooler - Remove” for removal of the engine oil the water is equal to the fully open temperature
cooler. of the water temperature regulator. Refer to
Specifications, “Water Temperature Regulator”
3. Thoroughly clean the oil cooler (1) and the cylinder for the fully open temperature of the water
block. temperature regulator. Stir the water in the pan.
This will distribute the temperature throughout the
pan.

Personal injury can result from air pressure. 3. Hang the water temperature regulator in the pan
of water. The water temperature regulator must
Personal injury can result without following prop- be below the surface of the water. The water
er procedure. When using pressure air, wear a pro- temperature regulator must be away from the
tective face shield and protective clothing. sides and the bottom of the pan.

Maximum air pressure at the nozzle must be less 4. Keep the water at the correct temperature for ten
than 205 kPa (30 psi) for cleaning purposes. minutes.

5. After ten minutes, remove the water temperature

4. Inspect the oil cooler (1) for cracks and dents. regulator. Immediately measure the opening
Replace the oil cooler (1) if cracks or dents of the water temperature regulator. Refer to
exist. Ensure that no restrictions for the flow of Specifications, “Water Temperature Regulator”
lubricating oil exist in the oil cooler (1). for the minimum opening distance of the
water temperature regulator at the fully open
Dry the oil cooler (1) with low pressure air. Flush temperature.
the inside of the oil cooler (1) with clean lubricating
oil. If the distance is less than the amount listed in the
manual, replace the water temperature regulator.
5. Refer to Disassembly and Assembly, “Engine Oil
Cooler - Install” for installation of the engine oil
cooler.

6. Ensure that the cooling system of the engine is

filled to the correct level. Operate the engine.

Note: Refer to Operation And Maintenance Manual,

“Refill Capacities” for additional information.

Check for oil or coolant leakage.

i02414647

Water Temperature Regulator

- Test

Personal injury can result from escaping fluid un-

der pressure.

If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure
before removing any hose from the radiator.

1. Remove the water temperature regulator from

the engine. Refer to Disassembly and Assembly
Manual, “Water Temperature Regulator - Remove
and Install”.

This document is printed from SPI². Not for RESALE

 UENR0617 37
Testing and Adjusting Section

Basic Engine Inspect the Piston Ring End Gap

i02415240

Piston Ring Groove - Inspect

Inspect the Piston and the Piston

Rings
1. Check the piston for wear and other damage.

2. Check that the piston rings are free to move in the

grooves and that the rings are not broken. Illustration 38
g00782363

(1) Piston ring

Inspect the Clearance of the Piston (2) Cylinder ring ridge
(3) Feeler gauge
Ring
1. Clean all carbon from the top of the cylinder bores.
1. Remove the piston rings and clean the grooves
and the piston rings. 2. Place each piston ring (1) in the cylinder bore just
below the cylinder ring ridge (2).

3. Use a suitable feeler gauge (3) to measure piston

ring end gap. Refer to Specifications, “Piston and
Rings” for the dimensions.

Note: The coil spring must be removed from the oil

control ring before the gap of the oil control ring is
measured.

i04046797

Connecting Rod - Inspect

These procedures determine the following

characteristics of the connecting rod:

• The length of the connecting rod

g00905732
Illustration 37 • The distortion of the connecting rod
(1) Feeler gauge
(2) Piston ring • The parallel alignment of the bores of the
(3) Piston grooves connecting rod
2. Fit new piston rings (2) in the piston grooves (3). Note: If the crankshaft or the cylinder block are
replaced, the piston height for all cylinders must be
3. Check the clearance for the piston ring by placing measured. The grade of length of the connecting
a suitable feeler gauge (1) between piston rods may need to be changed in order to obtain the
groove (3) and the top of piston ring (2). Refer correct piston height.
to Specifications, “Piston and Rings” for the
dimensions. If the grade of length must be changed, one of the
following actions must be taken:

• New connecting rod assemblies that are the

correct grade of length must be installed. Refer to
“Length Of The Connecting Rod”.

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 38 UENR0617
Testing and Adjusting Section

• New piston pin bearings must be bored after • Measuring the length
installation in the original connecting rods. Refer
to “Piston Pin Bearings”. 2. Ensure that the connecting rod is aligned parallel
and that the connecting rod is not distorted. Refer
Note: When the piston pin is installed, always install to “Distortion Of A Connecting Rod” in this service
new retaining rings on each end of the piston pin. If module.
the piston pin cannot be removed by hand, heat the
piston to a temperature of 45° ± 5 °C (113° ± 9 °F) in 3. Remove the piston pin bearing from the connecting
order to aid the removal of the piston pin. Heating rod. Install a new bearing in the connecting rod.
the piston to this temperature may also aid the The new bearing is partially finished. The new
installation of the piston pin. bearing must be bored off-center to the correct
diameter. This off-center position is determined by
the grade of length of the connecting rod. Refer
Length of The Connecting Rod to Table 7. The correct diameter of the bore in
the piston pin bearing is given in Specifications ,
The connecting rod length (CRL) is the length of the
“Connecting Rod”.
connecting rod. Refer to Table 7 for each grade of
length of connecting rod.
Surface finish of the bored hole in the piston pin
bearing .................................. Ra 0.8 micrometers
In order to ensure that the piston height above the
cylinder block is correct, three grades of connecting
4. Machine the ends of the piston pin bearing to the
rods “R” to “B” are used during manufacture at the
correct length. Remove any sharp edges. Refer to
factory. Replacement connecting rods are available
in three grades. These grades of connecting rod Specifications, “Connecting Rod”.
are “R” to “B”. The grade of length is identified by a
5. If the grade of length of the connecting rod
letter or a color which is marked on the side of the
connecting rod. The longest grade is marked with the is changed, the letter that is stamped on the
connecting rod must be removed. Etch a letter
letter “R”. The shortest grade is marked with the letter
that is for the new grade of length on the side of
“B”. The difference in length between each grade of
connecting rods is the following value: 0.076 mm the connecting rod.
(0.0030 inch)
Note: Do not stamp a new letter on the connecting
The grade of length of a connecting rod is determined rod. The force of stamping may damage the
connecting rod.
in the factory by machining an eccentric hole in a
semi-finished piston pin bushing. Therefore, the
grade of length is determined by the position of the Table 7 references the following information: Grade
of letter of the connecting rod, the color code of the
center of the hole in the piston pin bearing.
connecting rods, and the lengths of the connecting
If the connecting rod must be replaced, a new rods.
connecting rod assembly must be purchased and Table 7
installed. Refer to Table 7 for more information.
Length Grades for Connecting Rods
A new piston pin bearing is installed in the new Length Of The
connecting rod at the factory. The bore of the piston Grade Letter Color Code
Connecting Rod (CRL)
pin bearing is reamed to the correct eccentricity.
161.259 to 161.292 mm
R Red
(6.3488 to 6.3501 inch)
Piston Pin Bearings
161.183 to 161.216 mm
G Green
Note: This procedure requires personnel with the (6.3458 to 6.3471 inch)
correct training and the use of specialized equipment 161.107 to 161.140 mm
for machining. B Blue
(6.3428 to 6.3441 inch)

If the piston pin bearing requires replacement but the

original connecting rod is not replaced, the following Measure The Length Of The Connecting
procedures must be performed: Rod
1. Determine the grade of length of the connecting If the mark or the color of the grade of length cannot
rod. Use one of the following characteristics: be observed on the connecting rod, perform the
following procedure:
• The mark
• The color

This document is printed from SPI². Not for RESALE

 UENR0617 39
Testing and Adjusting Section

g00326546 g00326423
Illustration 39 Illustration 40
Measure the length of the connecting rod. Measure the connecting rod for distortion.
(1) Measuring pins (1) Measuring pins
(2) Connecting rod (2) Connecting rod
(CRL) Connecting Rod Length (L) The length between the centers of the piston pin bearing and
the crankshaft journal bearing is shown in Illustration 40.
1. Refer to Illustration 39. Use the following tools in
order to measure the length of the connecting rod: 2. Measure the connecting rod for distortion and
parallel alignment between the bores.
• Appropriate gauges for measuring distance
The bores for the crankshaft bearing and the
• Measuring pins (1) bearing for the piston pin must be square and
parallel with each other within the required limits.
2. Ensure that the measuring pins (1) are parallel. If the piston pin bearing is removed, the limit “L” is
“CRL” is measured when the bearing for the the following value: ± 0.25 mm (± 0.010 inch)
crankshaft journal is removed and the original
piston pin bearing is installed. The limits are measured at a distance of 127 mm
(5.0 inch) from each side of the connecting rod.
Measure “CRL”. Compare the “CRL” that is given
in Table 7. The grade of length of the connecting If the piston pin bearing is not removed, the limit “L”
rod is determined by the “CRL”. Refer to Table 7 is the following value: ± 0.06 mm (± 0.0024 inch)
for the correct grade of length.
L is equal to 219.08 ± 0.03 mm (8.625 ± 0.001 inch).
Distortion of The Connecting Rod 3. Inspect the piston pin bearing and the piston pin
for wear.
1. Use the following tools in order to measure the
distances for the connecting rod (2) which are 4. Measure the clearance of the piston pin in the
specified in Illustration 39: piston pin bearing. Refer to the Specifications,
“Connecting Rod” for dimensions.
• Appropriate gauges for measuring distance
• Measuring pins (1) i04046730

Connecting Rod Bearings -

Inspect

Check the connecting rod bearings and the

connecting rod bearing journal for wear or other
damage.

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 40 UENR0617
Testing and Adjusting Section

i04046790 7. Test the cylinder head for leaks at a pressure of

200 kPa (29 psi).
Main Bearings - Inspect

Check the main bearings for wear or other damage.

Replace both halves of the bearings and check the
condition of the other bearings if a main bearing is
worn or damaged.

i03191701

Cylinder Block - Inspect

1. Clean all of the coolant passages and the oil

passages.

2. Check the cylinder block for cracks and damage.

3. The top deck of the cylinder block must not be

machined. Illustration 41
g02260053

Flatness of the cylinder head (typical example)

4. Check the front camshaft bearing for wear. Refer
to Specifications, “Camshaft Bearings” for the (A) Side to side
(B) End to end
correct specification of the camshaft bearing. If a (C) Diagonal
new bearing is needed, use a suitable adapter to
press the bearing out of the bore. Ensure that the 8. Measure the cylinder head for flatness. Use a
oil hole in the new bearing faces the front of the straight edge and a feeler gauge to check the
block. The oil hole in the bearing must be aligned cylinder head for flatness.
with the oil hole in the cylinder block. The bearing
must be aligned with the face of the recess.
• Measure the cylinder head from one side to the
opposite side (A).
i04046732
• Measure the cylinder head from one end to the
Cylinder Head - Inspect opposite end (B).

• Measure the cylinder head from one corner to

the opposite corner (C).
1. Remove the cylinder head from the engine.
Refer to Specifications, “Cylinder Head” for the
2. Remove the water temperature regulator housing. requirements of flatness.

3. Inspect the cylinder head for signs of gas or

coolant leakage.
Resurfacing the Cylinder Head
The bottom face of cylinder head can be resurfaced if
4. Remove the valve springs and valves.
any of the following conditions exist:
5. Clean the bottom face of the cylinder head
thoroughly. Clean the coolant passages and • The bottom face of the cylinder head is not flat
within the specifications.
the lubricating oil passages. Make sure that the
contact surfaces of the cylinder head and the
cylinder block are clean, smooth, and flat. • The bottom face of the cylinder head is damaged
by pitting, corrosion, or wear.
6. Inspect the bottom face of the cylinder head for
Note: The thickness of the cylinder head must not be
pitting, corrosion, and cracks. Inspect the area
less than 118 mm (4.64566 inch) after the cylinder
around the valve seat inserts and the holes for the
head has been machined.
fuel injection nozzles carefully.

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 UENR0617 41
Testing and Adjusting Section

Note: The dimension of the valve seats to the flame

face must be corrected after resurfacing the cylinder
head. Refer to Specifications, “Cylinder Head” for the
correct dimensions for the valve seats.

i02406197

Piston Height - Inspect

Table 8
Required Tools
Part
Tool Number Part Description Qty
A 21825617 Dial Gauge 1
B 21825496 Dial gauge holder 1

If the height of the piston above the cylinder block g01201898

is not within the tolerance that is given in the Illustration 42
Specifications Module, “Piston and Rings”, the Typical example
bearing for the piston pin must be checked. Refer to
Testing and Adjusting, “Connecting Rod - Inspect”. 1. Use Tooling (A) and Tooling (B) in order to
If any of the following components are replaced or measure the piston height above the cylinder
remachined, the piston height above the cylinder block. Use the cylinder block face to zero Tooling
block must be measured: (A).

• Crankshaft 2. Rotate the crankshaft until the piston is at the

approximate top center.
• Cylinder head
3. Position Tooling (B) and Tooling (A) in order to
• Connecting rod measure the piston height above the cylinder
block. Slowly rotate the crankshaft in order to
• Bearing for the piston pin determine when the piston is at the highest
position. Record this dimension. Compare this
The correct piston height must be maintained in order dimension with the dimensions that are given in
to ensure that the engine conforms to the standards Specifications, “Piston and Rings”.
for emissions.
i02636429
Note: The top of the piston should not be machined.
If the original piston is installed, be sure that the
original piston is assembled to the correct connecting
Flywheel - Inspect
rod and installed in the original cylinder.

Three grades of length of connecting rods determine Table 9

the piston height above the cylinder block. The grade
Required Tools
of length of a connecting rod is identified by a letter or
a color. The letter or the color is marked on the side Part
of the connecting rod. Refer to Testing and Adjusting, Tool Number Part Description Qty
“Connecting Rod - Inspect” and Specifications,
A 21825617 Dial Indicator Group 1
“Connecting Rod” for additional information.

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 42 UENR0617
Testing and Adjusting Section

Alignment of the Flywheel Face Flywheel Runout

g01332565 g01321858
Illustration 43 Illustration 44
Typical example Typical example

1. Install Tooling (A) in illustration 43, as shown. 1. Install Tooling (A) in illustration 44, as shown.

2. Set the pointer of the dial indicator to 0 mm 2. Set the pointer of the dial indicator to 0 mm
(0 inch). (0 inch).

3. Turn the flywheel. Read the dial indicator for every 3. Turn the flywheel. Read the dial indicator for every
45 degrees. 45 degrees.

Note: During the check, keep the crankshaft pressed 4. Calculate the difference between the lowest
toward the front of the engine in order to remove any measurement and the highest measurement of
end clearance. the four locations. This difference must not be
greater than 0.30 mm (0.012 inch).
4. Calculate the difference between the lowest
measurement and the highest measurement of the
i02406200
four locations. This difference must not be greater
than 0.03 mm (0.001 inch) for every 25 mm
(1.0 inch) of the radius of the flywheel. The radius
Flywheel Housing - Inspect
of the flywheel is measured from the axis of the
crankshaft to the contact point of the dial indicator.
Table 10
Required Tools
Part
Tool Number Part Description Qty
A 21825617 Dial Gauge 1

Concentricity of the Flywheel

Housing
Note: This check must be made with the flywheel
and the starter removed and the bolts for the flywheel
housing tightened lightly.

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 UENR0617 43
Testing and Adjusting Section

g01199468 g01199467
Illustration 45 Illustration 46
Typical example Typical example

1. Install Tooling (A). See illustration 45. 1. Install Tooling (A). See illustration 46.

2. Set the pointer of the dial indicator to 0 mm 2. Set the pointer of the dial indicator to 0 mm
(0 inch). (0 inch).

3. Check the concentricity at intervals of 45 degrees 3. Check the alignment at intervals of 45 degrees
around the flywheel housing. around the flywheel housing.

4. Calculate the difference between the lowest 4. Calculate the difference between the lowest
measurement and the highest measurement. This measurement and the highest measurement. This
difference must not be greater than the limit that is difference must not be greater than the limit that is
given in Table 11. given in Table 11.

Note: Any necessary adjustment must be made on Note: Any necessary adjustment must be made on
the flywheel housing. Then, recheck the concentricity. the flywheel housing.

Table 11
Alignment of the Flywheel Housing
Limits for Flywheel Housing Runout and Alignment
Note: This check must be made with the flywheel (Total Indicator Reading)
and the starter removed and the bolts for the flywheel Bore of the Housing Maximum Limit (Total
housing tightened to the correct torque. Flange Indicator Reading)
410 mm (16.14 inch) 0.25 mm (0.010 inch)
448 mm (17.63 inch) 0.28 mm (0.011 inch)

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 44 UENR0617
Testing and Adjusting Section

i02652636 3. Measure the backlash between the idler gear

(2) and the crankshaft gear (4). Refer to
Gear Group - Inspect Specifications, “Gear Group (Front)” for the
backlash measurement.

4. Measure the backlash between the fuel injection

pump gear (3) and the idler gear (2). Refer to
Specifications, “Gear Group (Front)” for the
backlash measurement.

5. Measure the end play on idler gear (2). Refer

to Disassembly and Assembly, “Idler Gear
- Install” for the correct procedure. Refer to
Specifications, “Gear Group (Front)” for the end
play measurement.

i04047270

Vibration Damper - Check

g01332563
Illustration 47
(1) Camshaft gear
(2) Idler gear
(3) Fuel injection pump gear The vibration damper is installed on the front of the
crankshaft. The vibration damper is installed in order
Note: If one or more of the gears need to be removed to help remove torsional vibration in the engine.
for repair, refer to Disassembly and Assembly, “Gear
Group (Front) - Remove” in order to properly remove
the gears. Refer to the Disassembly and Assembly,
“Gear Group (Front) - Install” in order to properly
install the gears.

1. Inspect the gears for wear or for damage. If the

gears are worn or damaged, use new parts for
replacement.

g02260014
Illustration 49
Vibration damper with hub assembly
(1) Damper setscrews
(2) Vibration damper
(3) Setscrews for the adapter
(4) Crankshaft adapter and pulley

Replace the vibration damper if any of the following

conditions exist:
g01332564
Illustration 48
• There is any impact damage to the outer casing.
2. Measure the backlash between the camshaft
gear (1) and the idler gear (2). Refer to • There is leakage of the viscous fluid from the cover
Specifications, “Gear Group (Front)” for the plate.
backlash measurement.

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 UENR0617 45
Testing and Adjusting Section

• There is movement of the pulley or the outer ring

on the hub.

• There is a large amount of gear train wear that is

not caused by lack of oil.

• Analysis of the engine oil has revealed that the

front main bearing is badly worn.

• The engine has had a failure because of a broken

crankshaft.

Check the areas around the holes for the bolts in

the vibration damper for cracks or for wear and for
damage.

Use the following steps in order to check the

alignment and the runout of the vibration damper:

1. Remove any debris from the front face of the

vibration damper. Remove any debris from the
circumference of the vibration damper.

2. Mount the dial indicator on the front cover. Use

the dial indicator to measure the outer face of the
vibration damper. Set the dial indicator to read
0.00 mm (0.00 inch).

3. Rotate the crankshaft at intervals of 45 degrees

and read the dial indicator.

4. The difference between the lower measurements

and the higher measurements that are read on the
dial indicator at all four points must not be more
than 0.18 mm (0.007 inch).

If the reading on the dial indicator is more than

0.18 mm (0.007 inch), inspect the pulley and the
vibration damper for damage. If the pulley or the
vibration damper are damaged, use new parts for
replacement.

5. Move the dial indicator so that the dial indicator

will measure the circumference of the vibration
damper. Set the dial indicator to read 0.00 mm
(0.00 inch).

6. Slowly rotate the crankshaft in order to measure

the runout of the circumference of the vibration
damper. Use the highest reading and the lowest
reading on the dial indicator. The maximum and
the minimum readings on the dial indicator should
not vary more than 0.12 mm (0.005 inch).

If the reading on the dial indicator is more than

0.12 mm (0.005 inch), inspect the pulley and the
vibration damper for damage. If the pulley or the
vibration damper are damaged, use new parts for
replacement.

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 46 UENR0617
Testing and Adjusting Section

Electrical System
i02418531

Alternator - Test

1. Put the positive lead “+” of a suitable multimeter

on the “B+” terminal of the alternator. Put the
negative “-” lead on the ground terminal or on the
frame of the alternator. Put a suitable ammeter
around the positive output wire of the alternator.

2. Turn off all electrical accessories. Turn off the fuel

to the engine. Crank the engine for 30 seconds.
Wait for two minutes in order to cool the starting
motor. If the electrical system appears to operate
correctly, crank the engine again for 30 seconds.

Note: Cranking the engine for 30 seconds partially

discharges the batteries in order to do a charging
test. If the battery has a low charge, do not perform
this step. Jump start the engine or charge the battery
before the engine is started.

3. Start the engine and run the engine at full throttle.

4. Check the output current of the alternator. The

initial charging current should be equal to the
minimum full load current or greater than the
minimum full load current. Refer to Specifications,
“Alternator and Regulator” for the correct minimum
full load current.

Table 12

Fault Conditions And Possible Causes

Current At Start-up The Voltage Is Below The Voltage Is Within The Voltage Is Above
Specifications After 10 Specifications After 10 Specifications After 10
Minutes. Minutes. Minutes.
Less than the Replace the alternator. Turn on all accessories. If the -
specifications Check the circuit of the voltage decreases below the
ignition switch. specifications, replace the
alternator.
Decreases after matching Replace the alternator. The alternator and the battery Replace the alternator.
specifications match the specifications.
Turn on all accessories in
order to verify that the voltage
stays within specifications.
The voltage consistently Test the battery. Test the The alternator operates Replace the alternator.
exceeds specifications. alternator again. within the specifications. Test Inspect the battery for
the battery. damage.

5. After approximately ten minutes of operating the 6. After ten minutes of engine operation, the charging
engine at full throttle, the output voltage of the current should decrease to approximately 10
alternator should be 14.0 ± 0.5 volts for a 12 volt amperes. The actual length of time for the
system and 28.0 ± 1 volts for a 24 volt system. decrease to 10 amperes depends on the following
Refer to the Fault Conditions And Possible conditions:
Causes in Table 12.
• The battery charge

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 UENR0617 47
Testing and Adjusting Section

• The ambient temperature • Starting motor

• The speed of the engine Start switches have a capacity of 5 to 20 amperes.
The coil of a start relay draws about 1 ampere
Refer to the Fault Conditions And Possible between test points. The switch contacts of the start
Causes in Table 12. relay for the starting motor are rated between 100
and 300 amperes. The start relay can easily switch
the load of 5 to 50 amperes for the starting motor
i01899136
solenoid.
Battery - Test The starting motor solenoid is a switch with a capacity
of about 1000 amperes. The starting motor solenoid
supplies power to the starter drive. The starting motor
Most of the tests of the electrical system can be done solenoid also engages the pinion to the flywheel.
on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be The starting motor solenoid has two coils. The
clean, and both components must be tight. pull-in coil draws about 40 amperes. The hold-in coil
requires about 5 amperes.

When the magnetic force increases in both coils,

the pinion gear moves toward the ring gear of the
Never disconnect any charging unit circuit or bat- flywheel. Then, the solenoid contacts close in order
tery circuit cable from the battery when the charg- to provide power to the starting motor. When the
ing unit is operated. A spark can cause an explo- solenoid contacts close, the ground is temporarily
sion from the flammable vapor mixture of hydro- removed from the pull-in coil. Battery voltage is
gen and oxygen that is released from the elec- supplied on both ends of the pull-in coil while the
trolyte through the battery outlets. Injury to per- starting motor cranks. During this period, the pull-in
sonnel can be the result. coil is out of the circuit.

Cranking of the engine continues until current to the

The battery circuit is an electrical load on the charging
solenoid is stopped by releasing the ignition switch.
unit. The load is variable because of the condition of
the charge in the battery.
Power which is available during cranking varies
according to the temperature and condition of the
NOTICE batteries. The following chart shows the voltages
The charging unit will be damaged if the connections which are expected from a battery at the various
between the battery and the charging unit are broken temperature ranges.
while the battery is being charged. Damage occurs
because the load from the battery is lost and because Table 13
there is an increase in charging voltage. High voltage Typical Voltage Of Electrical System During Cranking
will damage the charging unit, the regulator, and other At Various Ambient Temperatures
electrical components.
Temperature 12 Volt 24 Volt
System System
The correct procedures to test the battery can be
−23 to −7°C 6 to 8 volts 12 to 16 volts
found in the manual that is supplied by the OEM. (−10 to 20°F)
−7 to 10°C 7 to 9 volts 14 to 18 volts
i01945632 (20 to 50°F)
Electric Starting System - Test 10 to 27°C 8 to 10 volts 16 to 24 volts
(50 to 80°F)

The following table shows the maximum acceptable

General Information loss of voltage in the battery circuit. The battery
circuit supplies high current to the starting motor.
All electrical starting systems have four elements: The values in the table are for engines which have
service of 2000 hours or more.
• Ignition switch
• Start relay
• Starting motor solenoid

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 48 UENR0617
Testing and Adjusting Section

Table 14 • Deterioration of the battery

Maximum Acceptable Voltage Drop In The Starting
Motor Circuit During Cranking • A shorted starting motor
Circuit 12 Volt 24 Volt • A faulty alternator
System System
Battery post “-” to 0.7 volts 1.4 volts • Loose drive belts
the starting motor
terminal “-” • Current leakage in another part of the
electrical system
Drop across the 0.5 volts 1.0 volts
disconnect switch
2. Measure the current that is sent to the starting
Battery post “+” 0.5 volts 1.0 volts motor solenoid from the positive post of the
to the terminal of battery.
the starting motor
solenoid “+” Note: If the following conditions exist, do not perform
Solenoid terminal 0.4 volts 0.8 volts the test in Step 2 because the starting motor has a
“Bat” to the solenoid problem.
terminal “Mtr”
• The voltage at the battery post is within 2 volts
of the lowest value in the applicable temperature
Voltage drops that are greater than the amounts
range of Table 13.
in Table 14 are caused most often by the following
conditions:
• The large starting motor cables get hot.
• Loose connections Use a suitable ammeter in order to measure the
current. Place the jaws of the ammeter around the
• Corroded connections cable that is connected to the “bat” terminal. Refer
to the Specifications Module, “Starting Motor” for
• Faulty switch contacts the maximum current that is allowed for no load
conditions.
Diagnosis Procedure
The current and the voltages that are specified
The procedures for diagnosing the starting motor in the Specifications Module are measured
are intended to help the technician determine if a at a temperature of 27°C (80°F). When the
starting motor needs to be replaced or repaired. The temperature is below 27°C (80°F), the voltage
procedures are not intended to cover all possible will be lower through the starting motor. When
problems and conditions. The procedures serve only the temperature is below 27°C (80°F), the current
as a guide. through the starting motor will be higher. If the
current is too great, a problem exists in the starting
Note: Do not crank the engine for more than 30 motor. Repair the problem or replace the starting
seconds. Allow the starter to cool for two minutes motor.
before cranking the engine again.
If the current is within the specification, proceed
If the starting motor does not crank or cranks slow, to Step 3.
perform the following procedure:
3. Measure the voltage of the starting motor.
1. Measure the voltage of the battery.
a. Use the multimeter in order to measure the
Measure the voltage across the battery posts with voltage of the starting motor, when you are
the multimeter when you are cranking the engine cranking or attempting to crank the engine.
or attempting to crank the engine. Do not measure
the voltage across the cable post clamps. b. If the voltage is equal or greater than the
voltage that is given in Table 13, then the
a. If the voltage is equal or greater than the battery and the starting motor cable that goes
voltage in Table 13, then go to Step 2. to the starting motor are within specifications.
Go to Step 5.
b. The battery voltage is less than the voltage in
Table 13. c. The starting motor voltage is less than the
voltage specified in Table 13. The voltage drop
A low charge in a battery can be caused by between the battery and the starting motor is
several conditions. too great. Go to Step 4.

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 UENR0617 49
Testing and Adjusting Section

4. Measure the voltage. 3. Place one probe on the connection for the glow
plug and the other probe to a suitable ground. The
a. Measure the voltage drops in the cranking digital multimeter should make an audible sound.
circuits with the multimeter. Compare the Replace the glow plug if there is no continuity.
results with the voltage drops which are allowed
in Table 14. 4. Check the continuity on all the glow plugs.

b. Voltage drops are equal to the voltage drops Checking The Operation of The
that are given in Table 14 or the voltage drops
are less than the voltage drops that are given Glow Plug
in Table 14. Go to Step 5 in order to check the
engine. The following test will check the operation of the glow
plugs.
c. The voltage drops are greater than the voltage
drops that are given in Table 14. The faulty 1. Disconnect the power supply and the bus bar.
component should be repaired or replaced.
2. Connect the power supply to only one glow plug.
5. Rotate the crankshaft by hand in order to ensure
that the crankshaft is not stuck. Check the oil 3. Place a suitable ammeter on the power supply
viscosity and any external loads that could affect wire.
the engine rotation.
4. Connect a suitable digital multimeter to the
a. If the crankshaft is stuck or difficult to turn, terminal on the glow plug and to a suitable ground.
repair the engine.
5. Turn the switch to the ON position in order to
b. If the engine is not difficult to turn, go to Step 6. activate the glow plugs.

6. Attempt to crank the starting motor. Table 15

12 Volt System
a. The starting motor cranks slowly.
Amp Time (sec)
Remove the starting motor for repair or 16.6 Initial
replacement.
12 5.7
b. The starting motor does not crank. 9 11.1

Check for the blocked engagement of the 7 20

pinion gear and flywheel ring gear. 6 60

Note: Blocked engagement and open solenoid Table 16

contacts will give the same electrical symptoms.
24 Volt System

i02404376
Amp Time (sec)

Glow Plugs - Test 9 Initial

7 3.3
6 5.3
3 60
Continuity Check of the Glow Plugs
The following test will check the continuity of the glow 6. Check the reading on each of the glow plugs.
plugs.
7. If there is no reading on the ammeter check the
1. Disconnect the power supply and the bus bar. electrical connections. If the readings on the
ammeter are low replace the faulty glow plug. If
2. Use a suitable digital multimeter to check there is still no reading replace the faulty glow
continuity (resistance). Turn the audible signal on plug.
the digital multimeter ON.

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 50 UENR0617
Testing and Adjusting Section

i04538676

V-Belt - Test

Table 17
Required Tools
Tool Part Number Part Description Qty
A - Belt Tension Gauge 1

Table 18
Belt Tension Chart
Gauge Reading
Size of Belt Width of Belt
Initial Belt Tension(1) Used Belt Tension(2)
1/2 13.89 mm (0.547 In) 535 N (120 lb) 355 N (80 lb)
Measure the tension of the belts.
(1) Initial Belt Tension refers to a new belt.
(2) Used Belt Tension refers to a belt that has been in operation for 30 minutes or more at the rated speed.

Install Tooling (A) at the center of the longest free

length of belt and check the tension on both belts.
Check and adjust the tension on the tightest belt.
To adjust the belt tension, refer to Disassembly and
Assembly, “Alternator - Install”.

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 UENR0617 51
Index Section

Index
A Electrical System ............................................. 16, 46
Alternator ........................................................... 17
Air in Fuel - Test..................................................... 18 Starting Motor .................................................... 17
Air Inlet and Exhaust System ............................ 9, 22 Engine Oil Cooler - Inspect.................................... 34
Turbocharger ..................................................... 10 Engine Oil Cooler with a High Mounted Filter
Valve System Components................................. 11 Base ................................................................. 35
Air Inlet and Exhaust System - Inspect.................. 22 Engine Oil Cooler with a Low Mounted Filter
Alternator - Test ..................................................... 46 Base ................................................................. 35
Engine Oil Pressure - Test..................................... 29
High Oil Pressure............................................... 29
B Low Oil Pressure................................................ 29
Engine Oil Pump - Inspect..................................... 29
Basic Engine.................................................... 13, 37 Engine Valve Lash - Inspect/Adjust ....................... 25
Camshaft............................................................ 16 Valve Lash Adjustment ...................................... 26
Crankshaft.......................................................... 15 Valve Lash Check .............................................. 26
Cylinder Block .................................................... 14 Excessive Bearing Wear - Inspect......................... 30
Cylinder Head .................................................... 14 Excessive Engine Oil Consumption - Inspect........ 30
Gears and Timing Gear Case ............................ 16 Engine Oil Leaks into the Combustion Area of the
Introduction ........................................................ 13 Cylinders .......................................................... 30
Pistons, Rings, and Connecting rods................. 15 Engine Oil Leaks on the Outside of the Engine.. 30
Vibration Damper ............................................... 16
Battery - Test ......................................................... 47
F

C Finding Top Center Position for No. 1 Piston......... 19

Flywheel - Inspect.................................................. 41
Cleanliness of Fuel System Components................ 6 Alignment of the Flywheel Face......................... 42
Cleanliness of the Engine .................................... 6 Flywheel Runout ................................................ 42
Environment......................................................... 6 Flywheel Housing - Inspect ................................... 42
New Components ................................................ 6 Alignment of the Flywheel Housing.................... 43
Refueling.............................................................. 6 Concentricity of the Flywheel Housing............... 42
Compression - Test................................................ 25 Fuel Quality - Test.................................................. 19
Connecting Rod - Inspect ...................................... 37 Fuel System....................................................... 7, 18
Distortion of The Connecting Rod...................... 39 Fuel System Components.................................... 8
Length of The Connecting Rod .......................... 38 Fuel System - Inspect............................................ 18
Connecting Rod Bearings - Inspect....................... 39 Fuel System - Prime .............................................. 20
Cooling System ............................................... 12, 32 Fuel System Pressure - Test ................................. 21
Coolant Flow ...................................................... 13
Introduction (Cooling System)............................ 12
Cooling System - Check ........................................ 32 G
Engine And Cooling System Heat Problems ..... 32
Cooling System - Inspect....................................... 32 Gear Group - Inspect............................................. 44
Visual Inspection Of The Cooling System.......... 32 General Information................................................. 4
Cooling System - Test............................................ 33 Glow Plugs - Test................................................... 49
Checking the Filler Cap...................................... 33 Checking The Operation of The Glow Plug ....... 49
Making the Correct Antifreeze Mixtures............. 33 Continuity Check of the Glow Plugs................... 49
Testing The Radiator And Cooling System For
Leaks................................................................ 34
Cylinder Block - Inspect......................................... 40 I
Cylinder Head - Inspect ......................................... 40
Resurfacing the Cylinder Head .......................... 40 Important Safety Information ................................... 2
Increased Engine Oil Temperature - Inspect ......... 31

E
L
Electric Starting System - Test............................... 47
Diagnosis Procedure.......................................... 48 Lubrication System .......................................... 12, 29
General Information ........................................... 47

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 M

Main Bearings - Inspect......................................... 40

Piston Height - Inspect .......................................... 41

Piston Ring Groove - Inspect................................. 37
Inspect the Clearance of the Piston Ring........... 37
Inspect the Piston and the Piston Rings ............ 37
Inspect the Piston Ring End Gap....................... 37

Systems Operation Section ..................................... 4

Table of Contents..................................................... 3
Testing and Adjusting Section ............................... 18
Turbocharger - Inspect .......................................... 22
Inspection of the Compressor Wheel and the
Compressor Housing ....................................... 23
Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 23
Inspection of the Wastegate (If equipped) ......... 24

V-Belt - Test ........................................................... 50

Valve Depth - Inspect ............................................ 27
Valve Guide - Inspect ............................................ 28
Vibration Damper - Check ..................................... 44

Water Temperature Regulator - Test ..................... 36

©2012 Perkins Engines Company Limited

All Rights Reserved Printed in U.K.

This document is printed from SPI². Not for RESALE