workshop

manual for
T6.3544,6.3544
and 6.3724
diesel engines

©
Perkins Engines Limited
Peterborough England

1989

Publication No. TPD10891146E

This publication is written for world wide use. In territories where legal requirements govern smoke emission, noise, safety
factors, etc., then all instructions, data and dimensions given must be applied in such a way that, after servicing
(preventive maintenance) or repairing an engine, it does not contravene the local regulations in use.
Page 2

Amendment status
Number Description Date

1-5 These amendments are included in the previous edition number 601SER01821146 1982-1986
6 This amendment introduces edition number TPD10891146E and amends and adds October 1989
information. Certain general information which is included in the multi-lingual 6.3544 SERIES
User's Handbooks has been removed from the workshop manual.
7 Additional information has been added to the Marine Supplement, section 'R' of the manual. June 1992

6.3544 Series Workshop Manual, June 1992

 Page 3

CONTENTS
Section

ENGINE PHOTOGRAPHS A

T E C H N I C A L DATA B

O P E R A T I N G AND M A I N T E N A N C E C*

F A U L T FINDING D

CYLINDER HEAD E

P I S T O N S AND C O N N E C T I N G R O D S F

C Y L I N D E R B L O C K AND L I N E R S G

C R A N K S H A F T AND MAIN B E A R I N G S H

TIMING C A S E AND D R I V E J

TIMING K

LUBRICATING SYSTEM L

COOLING SYSTEM M

AIR C L E A N E R S AND F U E L S Y S T E M N

F L Y W H E E L AND F L Y W H E E L H O U S I N G P

TURBOCHARGER Q

A L T E R N A T O R AND S T A R T E R MOTOR R

COMPRESSOR S

EXHAUSTER T

APPROVED SERVICE TOOLS U

INDEX

MARINE S U P P L E M E N T

Operating and maintenance information can be found in section 3 of the multi-lingual 6.3544 SERIES User's Handbooks.

6.3544 Series Workshop Manual, October 1989

 Page 4

FOREWORD

This Workshop Manual has been compiled for use in conjunction with normal workshop practice. Mention
of certain accepted practices, therefore, has been purposely omitted in order to avoid repetition.
I Most of the general information which is included in the multi-lingual 6.3544 S E R I E S User's Handbooks
I has not been repeated in this workshop manual and the two publications should be used together.
Reference to renewing joints and cleaning off joint faces, has to a great extent been omitted from the text,
it being understood that this will be carried out where applicable.

Similarly, it is understood that in re-assembly and inspection, all parts are to be thoroughly cleaned,
and where present, burrs and scale are to be removed.

It follows that any open ports of high precision components, e.g. fuel injection equipment, exposed
by dismantling, will be blanked off until re-assembled, to prevent the ingress of foreign matter.

When fitting setscrews or studs into holes which are tapped through into the interior of the engine,
a suitable sealant should be used.

New type M.E.A.S. (micro encapsulated anaerobic sealant) fasteners are being introduced so that jointing
compounds or other sealants need not be used when the fasteners are fitted in through holes into oil or
waterways.

The identification of these fasteners, as supplied, is by a red, blue, or other colour sealant around the
fastener threads.
With M.E.A.S. sealed studs, the sealed end must be fitted into the cylinder head/cylinder block etc.
Ensure that the threaded holes have a 1,59mm (Viein) 45° chamfer, so that when the new fasteners are
fitted the M.E.A.S. sealant is not removed.

If the fasteners have to be removed and fitted again, the threads must be cleaned and a suitable sealant
used.
Throughout this manual, whenever "left" or "right" hand side of the engine is referred to, it is that side of the
engine when viewed from the flywheel end.

6.3544 Series Workshop Manual, October 1989

 Page 5

Engine Number location

With earlier engines, the engine number was stamped on the auxiliary drive housing immediately below the
fuel injection p u m p - s e e Figs. A1 and A3 (item 10). It consists of figures and letters, e.g., 3544U251T. The
3
first three figures represent the cubic capacity, i.e., 354in : the fourth figure denotes the engine model and
the letter "U" signifies that the engine was built in the United Kingdom. The last group of figures comprises
the engine serial number. Other letters which may follow the serial number denote specific information, i.e.,
a letter "T" indicates a turbocharged engine: a letter " L " indicates a lip type seal on the rear end of the
crankshaft.

For current engines, the engine number consists of fifteen letters and figures, a typical number being
I TW30016U510256D. The latest engines have the engine number stamped on a label which is fitted to the
i top face of the auxiliary drive housing, see (1) in the illustration. Some engines also have the number
I stamped on the rear face of the cylinder block, see (2) in the illustration.

In all cases, the engine number when quoted, should be in full.

Running In Procedure
It is not necessary to gradually run-in a new or factory rebuilt engine and any prolonged light load
running during the early life of the engine can in fact prove harmful to the bedding in of piston
rings and liners.

Full load can be applied on a new or factory rebuilt engine as soon as the engine is used, provided
that the engine is first allowed to reach a temperature of at least 140°F (60° C ) .

6.3544 Series Workshop Manual, October 1989

Page 6

SAFETY PRECAUTIONS
T H E S E S A F E T Y PRECAUTIONS ARE • Do not allow sparks or fire near the / • \
IMPORTANT. You must refer also to the local batteries (especially when the
regulations in the country of use. Some items only batteries are on charge) because the gases from
apply to specific applications. the electrolyte are highly flammable. The battery
fluid is dangerous to the skin and especially to the
• Only use these engines in the type of application
eyes.
for which they have been designed.
• Disconnect the battery terminals before a repair
• Do not change the specification of the engine.
is made to the electrical system.
• Do not smoke when you put fuel in the tank.
• Only one person must control the engine.
• Clean away fuel which has been spilt. Material
• Ensure that the engine is operated only from the
which has been contaminated by fuel must be
moved to a safe place. control panel or from the operator's position.
• If your skin comes into contact with
• Do not put fuel in the tank while the engine runs
high-pressure fuel, obtain medical assistance
(unless it is absolutely necessary).
immediately.
• Do not clean, add lubricating oil, or adjust the
• Diesel fuel and lubricating oil (especially used
engine while it runs (unless you have had the
lubricating oil) can damage the skin of certain
correct training; even then extreme caution must
persons. Protect your hands with gloves or a
be used to prevent injury).
special solution to protect the skin.
• Do not make adjustments that you do not
• Do not wear clothing which is contaminated by
understand.
lubricating oil. Do not put material which is
• Ensure that the engine does not run in a location contaminated with oil into the pockets.
where it can cause a concentration of toxic
• Discard used lubricating oil in a safe place to
emissions.
prevent contamination.
• Other persons must be kept at a safe distance
while the engine, or equipment, is in operation. • Do not move mobile equipment if the brakes are
not in good condition.
• Do not permit loose clothing or long hair near
• Ensure that the control lever of the transmission
moving parts.
drive is in the "out-of-drive" position before the
• Keep away from moving parts during engine engine is started.
operation. Attention: Some moving parts cannot be
• Use extreme care if emergency repairs must be
seen clearly while the engine runs.
made at s e a or in adverse conditions.
• Do not operate the engine if a safety guard has
• The combustible material of some components
been removed.
of the engine (for example certain seals) can
• Do not remove the filler cap of the cooling system become extremely dangerous if it is burned. Never
while the engine is hot and while the coolant is allow this burnt material to come into contact with
underpressure, because dangerous hot coolant the skin or with the eyes.
can be discharged.
• FitonlygenuinePerkinsparts.
• Do not use salt water or any other coolant which
can cause corrosion In the closed coolant circuit.

ASBESTOS JOINTS
Some joints and gaskets contain compressed asbestos fibres in a rubber compound or in
a metal outer cover. The "white" asbestos (Chrysotile) which is used is a safer type of
asbestos and the risk of damage to health is extremely small.
The risk of asbestos from joints occurs at their edges or if a joint is damaged when a component is
removed or if a joint is removed by abrasion.
To ensure that the risk is kept to a minimum, the procedures given below must be applied when an
engine which has asbestos joints is dismantled or assembled.
• Work in an area with good ventilation.
• Do not smoke.
• Use a hand scraper to remove the joints — do not use a rotary wire brush.
• Ensure that the joint to be removed is wet with oil or water to contain loose particles.
• Spray all loose asbestos debris with water and put it in a closed container which can be sealed for
safe disposal.

6.3544 Series Workshop Manual. October 1989

 SECTION A
Engine Photographs
Perkins Engines are built to individual requirements to suit the applications for which they are
intended and the following engine views do not necessarily typify any particular specification.

Index to Engine Photographs

1. Alternator Pulley
2. Thermostat Housing and Water Outlet
3. Lubricating Oil Filler
4. Fuel Oil Filter
5. Cylinder Head Cover
6. Atomiser
7. Breather Pipe
8. Fuel Injection Pump (C.A.V.)
9. Dipstick
10. Engine Number Location
11. Lubricating Oil Filter
12. Sump
13. Fan
14. Starter Motor
15. Crankshaft Pulley and Vibration Damper
16. Fan Belts
17. Water Pump
18. Induction Manifold
19. Exhaust Manifold
20. Thermostart Unit
21. Fuel Lift Pump
22. Flywheel Housing
23. Fuel Pipe from Lift Pump to Final Fuel Filters
24. Rear Lifting Bracket
25. Cylinder Block Drain Point
26. Turbocharger
27. Sump Drain Plug
28. Oil Feed Pipe to Turbocharger
29. Alternator
30. Oil Drain Pipe from Turbocharger
31. Fuel Injection Pump (Bosch)
32. Lubricating Oil Cooler
33. Front Lifting Bracket
34. Integral Air Charge Cooler and Induction Manifold
ENGINE PHOTOGRAPHS A2

6.3544 Series Workshop Manual, April 63

ENGINE PHOTOGRAPHS A3
ENGINE P H O T O G R A P H S A4

A.6 View of Camshaft Side of T6.3544CC (Air Charge Cooled) Engine

 SECTION B
Technical Data
Bore (T6.3544 and 6.3544 engines) 3.875 in (98,4 mm)"
Bore (6.3724 engines) 3.975in (101mm)*
Stroke 5 in (127 mm)
No. of cylinders 6
3
Cubic capacity (T6.3544 and 6.3544 engines) 354 in (5,8 litres)
3
Cubic capacity (6.3724 engines) 372 in (6,1 litres)
Compression ratio:
T6.3544 engines ... 15.5: 1
North America vehicle T6.3544 16:1
6.3544 engines ... 16:1
6.3724 engines 16: 1
Firing order 1, 5. 3, 6, 2, 4
Combustion system Direct injection
Cycle 4 stroke
Valve clearance (cold)
tnlet ... 0.008 in (0,20 mm)
Exhaust 0.018 in (0,45 mm)
2 2

Lubricating oil pressure 30 lbf/in* (2,1 kgf/cm ) or 207kN/m minimum at

maximum working speed and normal operating
temperature.
Turbocharger boost pressures
2 !
(measured, at induction manifold) 11-13.5lbf/in (0,80-0,95 kgf/cm ) or 76-93kN/m*
T6.3544 engines only These pressures will vary according to application,
engine loads and speeds. They are for guidance
purposes only.
'Nominal—(or actual bore size see Page B.3.
Details of ratings
T6-3544CC Vehicle 119 kW (159 bhp) at 2,600 rev/mm
Maximum torque 502 Nm (370 Ibf ft) at 1,600 rev/min
T6.3544 Vehicle 115 kW (155 bhp) at 2,600 rev/min
Maximum torque 498 Nm (367 Ibf ft) at 1,700 rev/min
T6.3544 North America vehicle 104 kW (140 bhp) at 2,600 rev/min
Maximum torque 470,5 Nm (347 Ibf ft) at 1,700 rev/min
T6-3544 Agricultural and Industrial 107 kW (143 bhp) at 2,500 rev/min
Maximum torque 469 Nm (346 Ibf It) at 1,600 rev/min
6.3544 Premium Vehicle 95,5 kW (128 bhp) at 2,800 rev/min
Maximum torque 380 Nm (280 Ibf ft) at 1,500 rev/min
6.3544 Agricultural and Industrial 91 kW (122 bhp) at 2.600 rev/min
Maximum torque 384 Nm (283 Ibf ft) at 1,400 rev/min
6.3724 Agricultural engines 90 kW (121 bhp) at 2,500 rev/min
Maximum torque 396 Nm (292 Ibf tt) at 1,450 rev/min

The above ratings are maximum and can vary according to application.

Engine weights
Typical dry weight 940-960lb (425-435kg)
Typical installed weight ... 1100-1170lb (500-530kg)
Recommended torque tensions
The following figures will apply with the components ightly lubricated with clean engine oil
Screw size
Cylinder head nuts and setscrews (with formed UNF Ibf ft kgf m Nm
washer face) — cold i 115 15,9 156
Cylinder head nuts and setscrews (with formed
washer face) — hot 105 14,5 142
Cylinder head nuts and setscrews (with separate
washers) i 95 13,1 129
Cylinder head setscrews 28 3,9 38
Connecting Rod Nuts (Cadmium Plated) 1 75 10,4 102
Connecting Rod Nuts (Phosphated) i 95 13.1 129
Main bearing setscrews « 200 27,7 270
Idler gear hub nuts 36 5,0 49
Fuel lift pump setscrews 20 2,8 27
Sump securing setscrews A 15 2,1 20
(continued)—
6.3544 Series Workshop Manual, September 1982
T E C H N I C A L DATA B2

Recommended torque tensions (continued)

The following figures will apply with the components lightly oiled.
Screw size
Component UNF Ibf ft kgf m Nm
Flywheel securing setscrews Vfe 80 11,1 108
Flywheel housing securing setscrews (standard) % 36 5,0 49
Flywheel housing securing setscrews (standard) 7
/ i „ 45 6,2 61
Flywheel housing securing setscrews (Durlok*) % 67 9,3 91
7
Flywheel housing securing setscrews (Durlok*) /,e(UNC) 104 14,4 141
Camshaft gear setscrews V6 50 6,9 68
Crankshaft pulley setscrews (cadmium plated) 7
/l6 65 9,0 88
Crankshaft pulley setscrews (phosphated) 7
/ l 092 12,7 125
Piston cooling jet banjo bolt {where fitted) % 20 2,6 27
Rocker shaft bracket setscrews or nuts 7
/l6 55 7,6 75
Oil cooler to cylinder block, setscrews
7
(where fitted) i g
50 6,9 68
7
Lubricating oil filter setscrews I 6 30 4,1 40
Atomiser Securing nuts/setscrews 12 1,7 16
Auxiliary drive shaft gear setscrews _5_
I 6 22 3,0 30
High pressure fuel pipe nuts ... 12x 1,5 15 2,1 20
mm
Alternator pulley nut % 27 3,7 37
9
/ie 27 3,7 37
5
/a 40 5,6 60
M17 44 6,1 60
Thermostart unit ... ... ... 10 1,4 13
Thermostart insulating adaptor 10 1,4 13
* Durlok setscrews have a formed washer face with radial serrations.

The following table is given as a general guide, to be applied on a percentage basis, where specific figures for a particular
engine rating are not available.
Altitude Maximum fuel delivery de-rating*
0/2000 ft ( 600 metre) No change
2000/4O0Oft (1200metre) 6%
4000/6000tt (1800metre) 12%
6000/8000ft (2400metre) 18%
8000/10000 ft (3000 metre) 24%
10000/12000 ft (3600 metre) 30%
'Measured at setting speed given on pump setting code.
It should be noted that the above information only applies to naturally aspirated engines. For turbocharged engines apply
to Service Department, Perkins Engines Ltd., Peterborough or one of the Companies listed on Page 2.

6.3544 Series Workshop Manual, October 1989

 T E C H N I C A L DATA B3

M A N U F A C T U R I N G DATA AND D I M E N S I O N S

All threads used, except perhaps on proprietary equipment are Unified Series and American Pipe Series.
The following data of clearances and tolerances are given as a guide for personnel engaged upon major overhauls and
the figures are those used in the factory for production purposes.

Cylinder Block
Height between Top and Bottom Faces 17.367/17.375in (441,12/441,32mm)
Parent Bore Diameter for Cylinder Liner
(T6.3544/6.3544) 4.0625/4.0635 in (103,19/103,21 mm)
Parent Bore Diameter for Cylinder Liner (6.3724) ... 4.1025/4.1035in (104,20/104,23mm)
Recess Depth for Cylinder Liner Flange 0.150/0.154in (3,81/3,91 mm)
Recess Diameter for Cylinder Liner Flange
(T6.3544/6.3544) 4.205/4.210 in (106,81/106,94 mm)
Recess Diameter for Cylinder Liner Flange
(6.3724) 4.245/4.250 in (107.82/107,95 mm)
Main Bearing Parent Bore 3.166/3.167 in (80,42/80,44 mm)
Camshaft Bore Diameter, No. 1 2.000/2.001 in (50,80/50,83mm)
Camshaft Bore Diameter, No. 2 1.990/1.992 in (50,55/50,60 mm)
Camshaft Bore Diameter, No. 3 1.980/1.982 in (50,29/50,34 mm)
Camshaft Bore Diameter, No. 4 1.970/1.972in (50,04/50,09mm)

Cylinder Liners (Cast Iron—Flanged)— T6.3544/6.3544

1
Type Dry— Interference Fit — Production
Dry—Transition Fit—Service
Outside Diameter of Production Liner 4.0645/4.0655 in (103,24/103.26 mm)
Interference Fit of Production Liner 0.001/0.003 in (0,03/0,08 mm)
Inside Diameter of Production Liner after Finish Honing 3.877/3.878 in (98,48/98,50 mm)
Transition Fit of Service Liner -0.001/+0.001 in (-0.025/+0.025 mm)
Inside Diameter of Service Liner after fitting 3.877/3.8795in (98,48/98,54mm)
Flange Thickness 0.150/0.152in (3.81/3.86mm)
Height of Liner above Cylinder Block Top Face 0.026/0.037 in (0,66/0,94 mm)
Position of Liner Flange Relative to Top Face of
Cylinder Block +0.002/-0.004in (+0,05/-0,10 mm)

Cylinder Liners (Cast Iron—Flanged)—6.3724

Type Dry—Interference Fit—Production
Outside Diameter 4.1045/4.1055 in (104,25/104,28 m'm)
Interference Fit of Liner 0.001/0.003 in (0,03/0,08 mm)
I Inside Diameter of Liner after Finish Honing 3.9785/3.9795in(101,05/101,08 mm)
Flange Thickness 0.150/0.152 in (3,81 /3,86 mm)
Height of Liner above Cylinder Block Top Face 0.028/0.035 in (0,71/0,89mm)
Position of Liner Flange relative to Cylinder Block
Top Face +0.002/-0.004in (+0,05/-0,10mm)

Pistons (T6.3544)
Typo Toroidal Cavity in Crown
Piston Height in Relation to Cylinder Block Top Face ... 0.000/0.007 in (0,00/0,18 mm) above
Bore Diameter for Gudgeon Pin 1.5000/1.5002 in (38,100/38,105 mm)
Compression Ring Groove Width, No. 1 Tapered
Compression Ring Groove Width, No. 2 0.0955/0.0963 in (2,43/2,45 mm)
Scraper Ring Groove Width, No. 3 0.1885/0.1893 in (4,79/4,81 mm)

Pistons (T6.3544 North America vehicles)

Type Re-entrant Combustion Chamber in Crown
Piston Height in Relation to Cylinder Block Top Face 0.000/0.007 in (0,00/0,18 mm) above
Bore Diameter for Gudgeon Pin 1.5000/1.5002 in (38,100/38,105 mm)
Compression Ring Groove Width, No. 1 Tapered
I Compression Ring Groove Width, No. 2 0.0959/0.0967in (2,44/2,46mm)
| Scraper Ring Groove Width, No. 3 0.1900/0.1908 in (4,83/4,85 mm)

Pistons (6.3544)—3 Ring

Type Toroidal Cavity in Crown
Piston Height in Relation to Cylinder Block Top Face 0.000/0.007 in (0,00/0,18mm) above
Bore Diameter for Gudgeon Pin 1.3751/1.3754in (34,928/34,935mm)
I Compression Ring Groove Width, No. 1 0.0959/0.0978in (2,44/2,48mm)
I Compression Ring Groove WJdth, No. 2 0.0959/0.0970in (2,44/2,46mm)
Scraper Ring Groove Width, No. 3 0.1885/0.1893in (4,79/4,81 mm)
6.3544 Series Workshop Manual, September 1962
T E C H N I C A L DATA B4

Pistons (6.3544) 5 Ring

Type Toroidal Cavity in Crown
Piston Height relative to Cylinder Block Top Face 0.000/0.007in (0,00/0,18mm) above
Bore Diameter for Gudgeon Pin • t .37485/1.37520in (34,921 /34,930mm)
Compression Ring Groove Width, No. 1 0.0957/0.0967 in (2,43/2,46 mm)
Compression Ring Groove Width, No. 2 0.0957/0.0967 in (2,43/2,46 mm)
Compression Ring Groove Width, No. 3 0.0957/0.0967 in (2,43/2.46 mm)
Scraper Ring Groove Width, No. 4 0.2525/0.2535 in (6.41/6,44 mm)
Scraper Ring Groove Width, No. 5 0.2525/0.2535 in (6,41/6,44'mm)

Pistons (6.3724)
Type Toroidal Cavity in Crown
Piston Height Relative to Cylinder Block Top Face 0.007/0.014 in (0,18/0,36 mm)
Bore Diameter for Gudgeon Pin 1.37485/1.37505 in (34,921/34,926 mm)
Compression Ring Groove Width, No. 1 0.0977/0.0987 in (2,48/2,51 mm)
Compression Ring Groove Width, No. 2 0.0957/0.0966 in (2,43/2.46 mm)
Scraper Ring Groove Width, No. 3 0.1895/0.1905 in (4,81/4,84 mm)
Scraper Ring Groove Width, No. 4 0.1895/0.1905 in (4,81/4,84 mm)

Piston Rings (T6.3544)

No. 1 Compression Chrome or Molybdenum Faced Wedge
No. 2 Compression Tapered Face
No. 3 Scraper Chrome Faced Oil Control Conformable
Compression Ring Width, No. 1 Wedge
Compression Ring Width, No. 2 0.0930/0.0935in (2,36/2,37 mm)
Scraper Ring Width, No. 3 0.1860/0.1875 in (4,72/4,76 mm)
No. 1 Clearance in Groove Wedge
No. 2 Clearance in Groove 0.002/0.0038in (0,05/0,10mm)
No. 3 Clearance in Groove 0.0010/0.0033 in (0,03/0,08mm)
Piston Ring Gap — No. 1 0.010/0.026in (0,25/0,66mm)
Piston Ring Gap — No. 2 0.012/0.030in (0,30/0,76mm)
Piston Ring Gap — No. 3 0.010/0.033in (0,25/0,84mm)

Piston Rings (T6.3544 North America vehicles)

No. 1 Compression Chrome faced wedge
No. 2 Compression Tapered face
No. 3 Scraper Chrome faced oil control conformable
Compression Ring Width, No. 1 Wedge
Compression Ring Width, No. 2 0.0930/0.0935 in (2,36/2,37 mm)
Scraper Ring Width, No. 3 0.1860/0.1875 in (4,72/4,76 mm)
No. 1 Clearance in Groove Wedge
No. 2 Clearance in Groove 0.0024/0.0037in (0,061/0,094mm)
No. 3 Clearance in Groove 0.0025/0.0048 in (0,06/0,122 mm)
Piston Ring Gap — No. 1 0.012/0.022 in (0,30/0.56 mm)
Piston Ring Gap — No. 2 0.012/0.022 in (0,30/0,56 mm)
Piston Ring Gap — No. 3 0.010/0.033 in (0,25/0,84 mm)

Piston Rings (6.3544 — 3 ring pack)

No. t Compression Chrome Barrel Faced Internally Chamfered
No. 2 Compression Chrome Taper Faced
No. 3 Scraper Chrome Faced Oil Control Conformable
Compression Ring Width, No. 1 0.0930/0.0935 in (2,36/2,37 mm)
Compression Ring Width, No. 2 0.0930/0.0935 in (2,36/2,37 mm)
Scraper Ring Width, No. 3 0.1860/0,1875 in (4,72/4,76 mm)
No. 1 Clearance in Groove 0.0024/0.0048 in (0,06/0,12mm)
No. 2 Clearance in Groove 0.0024/0.0040in (0,06/0,10mm)
No. 3 Clearance in Groove 0.0010/0.0033 in (0,03/0,08mm)
I Piston Ring Gap — No. 1 0.010/0.028in (0,25/0,71 mm)
I Piston Ring Gap — No. 2 0.008/0.024in (0,20/0,61 mm)
Piston Ring Gap — No. 3 0.010/0.033in (0,25/0,84mm)

Piston Rings (6.3544—5 ring pack)

No. 1 Compression ... Plain
Nos. 2 and 3 Compression Internally Stepped
No. 4 Scraper Chrome Faced Oil Control Conformable
No. 5 Scraper Slotted Oil Control
Compression Ring Width, Nos. 1,2 and 3 0.0926/0.0938in (2,36/2,38mm)
Scraper Ring Width, Nos. 4 and 5 0.249/0.250in (6,32/6,35mm)
Nos. 1,2 and 3 Clearance in Groove 0.019/0.0039 in (0,05/0,10mm)
Nos. 4 and 5 Clearance in Groove 0.0025/0.0045in (0,06/0,11 mm)
Piston Ring Gaps - Cast Iron 0.012/0.030in (0,30/0,76mm)
Piston Ring Gaps-Chromed 0.016/0.034in (0,41/0,86mm)

6.3544 Series Workshop Manual. October 19S9

 T E C H N I C A L DATA B5

Piston Rings (6.3724)

No. 1 Compression Parallel Chrome Inlay
No. 2 Compression Chrome Plated Internally Stepped or
Internally Chamfered
No. 3 Scraper Chrome Plated, Spring Expander
No. 4 Scraper Slotted Oil Control
Compression Ring Width, Nos. 1 and 2 0.0928/0.0938 in (2,36/2,38 mm)
Scraper Ring Width Nos. 3 and 4 0.1865/0.1875in (4,74/4,76mm)
No. 1 Clearance in Groove 0.0039/0.0059 in (0,10/0,14 mm)
No. 2 Clearance in Groove 0.0019/0.0039in (0,05/0,10mm)
Nos. 3 and 4 Clearance in Groove ... 0.002/0.004 in (0.05/0,10 mm)
| Piston Ring Gaps, Nos. 1, 2 and 3 ... 0.016/0.034in (0,41/0,86mm)
(Piston Ring Gap, No. 4 0.012/0.030in (0,30/0.76mm)

Gudgeon Pin (T6.3544)

Type Fully Floating
Outside Diameter 1.4998/1.5000 in (38,095/38,100 mm)
Length 3.250/3.2599 in (82,55/82,80 mm)
Clearance Fit in Piston Boss 0.0000/0.0004 in (0,000/0,0010 mm)

Gudgeon Pin (6.3544 and 6.3724)

Type Fully Floating
Outside Diameter 1.3748/1.3750 in (34,920/34.925 mm)
Length 3.297/3.312in (83.74/84,12mm)
Clearance Fit in Piston Boss 0.00012/0.00055 in (0,003/0,014 mm)

Small End Bush (T6.3544) (includes North America vehicle engines)

Type Steel Backed, Lead Bronze Lined
Outside Diameter 1.65975/1.66125 in (42,16/42,20 mm)
Inside Diameter after Reaming 1.50075/1.5015 in (38,12/38,14 mm)
Clearance between Small End Bush and Gudgeon Pin ... 0.00075/0.0017 in (0,019/0,043 mm)

Small End Bush (6.3544 and 6.3724)

Type Steel Backed, Lead Bronze Lined
Outside Diameter 1.535/1.5365 in (38,99/39,03 mm)
Inside Diameter after Reaming 1.3758/1.3765 in (34,94/34,96 mm)
Clearance between Small End Bush and Gudgeon Pin... 0.0008/0.0017 in (0,020/0,043 mm)

Connecting Rod
Type H Section
T6.3544—Wedge Shaped Small End
6.3544—Parallel Shape Small End
Cap Location to Connecting Rod Serrations
Big End Parent Bore Diameter 2.646/2.6465in (67,21/67,22mm)
Small End Parent Bore Diameter, T6.3544 1.65625/1.65725 in (42,07/42,09 mm)
6.3544 and 6.3724 1.5313/1.5323in (38,90/38,92mm)
Length from C/L of Big End to C/L of Small End 8.624/8.626in (2l9,05/219,10mm)

Connecting Rod Alignment

Large and small end bores must be square and parallel with each other within the limits of ± 0.010in (0,25mm) measured 5in
(127mm) each side of the axis of the rod on a test mandrel as shown in Fig. B.1. With the small end bush fitted, the limit of
±0.010in(0,25mm) is reduced to ± 0.0025jn (0,06mm).

1 _
± 0.254 mm
L ± 0.010 in

S E
5 In - 5in _ ° s
127mm 127 mm O CI
-H O
J +l

B.1

6.3544 Series Workshop Manual, January 1986

 T E C H N I C A L DATA B6

Crankshaft
Overall Length 33.844 in (859,64 mm) — nominal
Main Journal Diameter 2.9984/2.9996 in (76,16/76,19 mm)
Main Journal Length, No. 1 1.454/1.484 in (36,93/37,69 mm)
Main Journal Length, Nos. 2, 3, 5, 6 and 7 1.545/1.549 in (39,24/39,35 mm)
'Main Journal Length, No. 4 1.738/1.741 in (44,15/44,22 mm)
'Fillet Radii—Main Journals 0.145/0.156 in (3,68/3,96 mm)
Crankpin Diameter 2.4988/2.4998 in (63,47/63,49 mm)
'Crankpin Length 1.5885/1.5915 in (40,35/40.42 mm)
•Fillet Radii—Crankpins 0.145/0.156 in (3,68/3,96 mm)
Surface Finish—all pins and journals 16 micro-inches (0,4 microns)
Regrind Undersizes, Journals and Pins - 0 . 0 1 0 , 0.020 and 0.030 in ( - 0 , 2 5 , 0,51 and 0,76 mm)
I Flange Diameter 5.247/5.249in (133,27/133,32mm)
Spigot Bearing Recess—Depth 0.579/0.609 in (14,71/15,47 mm)
Spigot Bearing Recess—Bore 2.046/2.047 in (51.97/51,99 mm)
Crankshaft End Float 0.002/0.015 in (0,05/0,38 mm)

* Fillet radii and surface finish must be maintained during crankshaft regrinding. Length of No. 4 main journal must not exceed
1.759in (44,68mm) after regrinding. Where necessary, use oversize thrust washers to suit. Length of crankpins not to
exceed 1.5965 in (40,55 mm) after regrinding. For crankshaft journal run-out, see Page H.4.
IMPORTANT NOTE: See remarks on Page H.3 concerning the regrinding of 60 hour Nitrided crankshafts.

Crankshaft Thrust Washers

Type Steel Backed, Lead Bronze Faced
Position in Engine Centre Main Bearing
Thrust Washer Thickness—Standard 0.089/0.091 in (2,26/2,31 mm)
I Thrust Washer Thickness— Oversize 0.0965/0.0985in (2,45/2,50mm)
Thrust Washer Outside Diameter 4.088/4.098 in (103,84/104,09 mm)
Thrust Washer Inside Diameter 3.42/3.43in (86,87/87,12mm)

Main Bearings
Type Pre-finished, Steel Backed, Aluminium Silicon Faced
Shell Width, Nos. 1, 2, 3, 5, 6 and 7 .. 1.240/1,255in (31,50/31,88mm)
Shell Width, No. 4 1.435/1.445in (36,45/36,70mm)
Outside Diameter 3.166/3.167in (80,42/80,44mm)
j Inside Diameter 3.0010/3.0026in (76,225/76,266mm)
Main Bearing Running Clearance 0.0018/0.0042in (0,046/0,107mm)
I Shell Thickness 0.0822/0.0825in (2,088/2,096mm)

Connecting Rod Bearings

Type Pre-finished, Steel Backed, Aluminium Silicon or
Aluminium Tin Faced
Shell Width 1.245/1.255in (31,62/31.88mm)
Outside Diameter 2.646/2.6465 in (67,21/67,22 mm)
I Inside Diameter 2.5008/2.5019in (63,52/63,55mm)
Bearing Running Clearance ... 0.0012/0.0031 in (0,030/0,08 mm)
Shell Thickness 0.0723/0.0726in (1,836/1,844mm)

Camshaft
! No. 1 Journal Length 1.085in (27,56 mm)
No. 1 Journal Diameter 1.9965/1.9975in (50,71/50,74mm)
No. 1 Journal Running Clearance 0.0025/0.0045 in (0,06/0,11 mm)
I No. 2 Journal Length 1.438in (36,53mm)
No. 2 Journal Diameter 1.9865/1.9875in (50,46/50,49mm)
No. 2 Journal Running Clearance 0.0025/0.0055in (0,06/0,14mm)
I No. 3 Journal Length 1.438in (36,53mm)
No. 3 Journal Diameter 1.9765/1.9775in (50,20/50,23mm)
No. 3 Journal Running Clearance 0.0025/0.0055in (0,06/0,14mm)
t No. 4 Journal Length 1.156 in (29,37mm)
No. 4 Journal Diameter 1.9665/1.9675 in (49,95/49,98mm)
No. 4 Journal Running Diameter 0.0025/0.0055in (0,06/0,14mm)
I Cam Lift—Inlet (non-vehicle) 0.2959/0.2989in (7,516/7,592mm)
I Cam Lift—Exhaust (non-vehicle) 0.3025/0.3055in (7,684/7,760mm)
| Cam Lift—Inlet (vehicle only) 0.2999/O.3029in (7,617/7,694mm)
| Cam Lift—Exhaust (vehicle only) 0.3036/0.3066 in (7,711/7,788mm)
Camshaft End Float 0.004/0.016in (0,10/0,41 mm)
Width of Spigot for Thrust Washer 0.222/0.232in (5,64/5,89mm)

6.3544 Series Workshop Manual, January 1986

 T E C H N I C A L DATA B7

Camshaft Thrust Washer

Type 360°
Outside Diameter 2.872/2.874 in (72,95/73,00 mm)
Cylinder Block Recess Diameter for Thrust Washer 2.875/2.885 in (73,03/73,28 mm)
Clearance Fit of Washer in Recess 0.001/0.013in (0,03/0,33mm)
Internal Diameter 1.750 in (44,45 mm)
Thickness 0.216/0.218in (5,49/5,54 mm)
I Cylinder Block Recess Depth for Thrust Washer 0.215/0.218in (5,46/5,54mm)
| Relationship of Thrust Washer to Cylinder Block
| Front Face -0.002/+0.003in (-0,05/+0,08 mm)
Cylinder Head
Cylinder Head Depth 3.735/3.765 in (94,87/95,63 mm)
Leak Test Pressure 30lbf/in= (2,11 kgf/cm*) -207kN/m*
Valve Seat Angle 45°
Valve Guide Parent Bore Diameter 0.6247/0.6257 in (15,87/15.89 mm)
Skimming Allowance 0.012in (0,30mm)
Providing that nozzle protrusion does not exceed 0.184 in
(4,67mm) for T6.3544 engines or 0.136in (3,45mm) for
6.3544 and 6.3724 engines after skimming.
Valve Guides
Inside Diameter 0.3743/0.3757 in (9,51/9,54mm)
Outside Diameter 0.626/0.6265in (15.90/15,91 mm)
Interference Fit of Guide in Cylinder Head 0.0011/0.0026in(0,03/0,07mm)
Overall length, Inlet 2.281 in (57,94mm)
Overall length, Exhaust 2.406in (61,11mm)
Protrusion above Valve Spring Recess 0.594 in (15,09mm)
Counter bore, Exhaust only 0.421/0.441 in (10,69/11,20mm) dia. for length
of 0.406in (10,3mm)
Inlet Valve
Valve Stem Diameter 0.3725/0.3735in (9,46/9,49mm)
Clearance Fit of Valve in Guide 0.0008/0.0032in (0,02/0,08 mm)
Maximum Permissible Worn Service
Clearance of Valve in Guide 0.005in (0,13mm)
Valve Head Diameter 1.736/1.746 in (44,09/44,35 mm)
Valve Face Angle 45°
Valve Head Depth below Cylinder Head Face—
Production Limits 0.040/0.050 in (1.02/1.27 mm)
Overall Length 4.831/4.847 in (122,71/123,11 mm)
Sealing Arrangement Rubber seal fitted to valve guide

Exhaust Valve
Valve Stem Diameter 0.371/0.372in (9,42/9.45mm)
Clearance Fit to Valve in Guide 0.0023/0.0047in (0,06/0,12mm)
Maximum Permissible Worn Service
Clearance of Valve in Guide 0.006in (0,15mm)
Valve Head Diameter 1.467/1.477 in (37,26/37,52 mm)
Valve Face Angle 45°
Valve Head Depth below Cylinder Head F a c e -
Production Limits 0.040/0.050in (1,02/1,27mm)
Overall Length 4.845/4.865in (123,06/123,57mm)
Sealing Arrangement Rubber seal fitted to valve guide

Inner Valve Springs (short)

Fitted length and Load 1.340in (34,04mm) at 20.1/23.2Ibf (9,12/10,52kgf)
Number of Active Coils / 4.9 (89,4/103,2N)
Number of Damper Coils 1
Coiled R.H.—Damper Coil to Cylinder Head
Inner Valve Springs (long)
Fitted length and Load 1.563in (39,70mm) at 14.63/16.67Ibf (6,64/7,56kgf)
Number of Active Coils 7 (65,1/74,2N)
••Number of Damper Coils 2
Coiled R.H.—Damper Coils to Cylinder Head
Outer Valve Springs (short)
Fitted length and Load 1.410in (35,81 mm) at 39.5/43.7lbf (17,91/19,82 kgf)
Number of Active Coils 3.6 (175,7/194,4 N)
Number of Damper Coils 1
Coiled L.H.—Damper Coil to Cylinder Head

6.3544 Series Workshop Manual, October 1989

 T E C H N I C A L DATA B8

Outer Valve Springs (long)

I Fitted length and Load 1.780in (45,20mm) at 38/43lbf (17,25/19,52kgf) (169,2/191,5N)
Number of Active Coils 5.8
Number of Damper Coils 2
Coiled L. H. — Damper Coils to Cylinder Head
Tappets
Overall Length 2.96875 in (75,41 mm)
Tappet Shank Diameter 0.7475/0.7485 in (18,91/19,01 mm)
Cylinder Block Tappet Bore Diameter 0.750/0.75125in (19,05/19,08mm)
Running Clearance of Tappet in Bore 0.0015/0.00375 in (0,04/0,09 mm)
Outside Diameter of Tappet Foot 1.1875 in (30,16mm)

Rocker Shaft
Overall Length 26.03125in (661,19mm)
Outside Diameter 0.7485/0.7495 in (19,01/19,04mm)

Rocker Levers and Bushes

Internal Bore Diameter of Rocker Lever for Bush 0.875/0.8762 in (22,22/22,26 mm)
Outside Diameter of Bush 0.877/0.8785 in (22,28/22,31 mm)
Interference Fit of Bush in Rocker Lever ... 0.0008/0.0035 in (0,02/0,09 mm)
Internal Diameter of Bush (after reaming in situ) 0.7505/0.7520in (19,06/19,10mm)
Clearance of Bush to Rocker Shaft 0.001/0.0035 in (0.03/0,09 mm)

Push Rods
Overall Length of Push Road 10.456/10.540 in (265.58/267,72 mm)
Shank Diameter 0.310/0.312in (7,87/7.93mm)

Camshaft G e a r
Number of Teeth 56
Bore Diameter 1.375/1.376 in (34,93/34,95 mm)
Outside Diameter of Camshaft Hub 1.3751/1.3757 in (34.93/34,94 mm)
Fit of Gear to hub -0.0007/+0.0009 in (-0,018/+0,023 mm)

Auxiliary Drive Gear

Number of Teeth 28
Bore Diameter 1.000/1.001 in (25,4/25,43 mm)
Maximum Adjustment in Slotted Holes 10°

Crankshaft Gear
Number of Teeth 28
Bore Diameter 1.875/1.876 in (47.63/47.65 mm)
Crankshaft Diameter for Gear 1.875/1.8758 in (47,63/47,64 mm)
Fit of Gear to Crankshaft -0.0008/+0.001 in (-0,020/+0,025 mm)

Idler Gears and Hubs

Number of Teeth 37
Bore Diameter 2.0625/2.0643 in (52,39/52,43 mm)
Outside Diameter of Bush 2.06625/2.06825 in (52,48/52,53 mm)
Inside Diameter of Bush (finished in situ) ... 1.8750/1.8766 in (47,63/47,67 mm)
Outside Diameter of Hub 1.8714/1.873 in (47,53/47,57 mm)
Clearance of Hub inside Bush 0.002/0.0052 in (0.05/0,13 mm)
End Float of Gears 0.002/0.012 in (0,05/0,30 mm)

Timing Gear Backlash

All Gears 0.003 in (0,08 mm) minimum

Auxiliary Drive Shaft Assembly

Drive Shaft— Overall Length 10.25 in (260,35mm)
Number of Teeth on Worm 11
Outside Diameter of Worm 1.865/1.870in (47,37/47,5mm)
Diameter of Front Journal 1.9355/1.9365 in (49,16/49,19 mm)
Diameter of Rear Journal ... 1.248/1.249 in (31,7/31,72 mm)

Drive Shalt B u s h — F r o n t
Outside Diameter of Bush 2.1283/2.1303 in (54,06/54,11 mm)
Housing Diameter for Bush 2.125/2.1262 in (53,98/54.01 mm)
continued.. .

6.3544 Series Workshop Manual. Ociobei 1989

 TECHNICAL DATA B9

Interference Fit in Housing 0.0021/0.0053 in (0,05/0.13 mm)

Inside Diameter of Fitted Bush 1.9375/1.9397 in (49,21/49,27 mm)
Running Clearance of Shaft in Bush 0.001/0.0042 in (0,025/0,11 mm)
Drive Shaft B u s h — R e a r
Outside Diameter of Bush 1.4086/1.4105 in (35,78/35,83 mm)
Housing Diameter for Bush 1.4063/1.4076 in (35,72/35,75 mm)
Interference Fit in Housing 0.001/0.0042 in (0,025/0,11 mm)
Inside Diameter of Fitted Bush 1.25/1.2519 in (31,75/31,80 mm)
Running Clearance of Shaft in Bush 0.001/0.0039 in (0.025/0,10 mm)
Auxiliary Drive Thrust Washers
Thickness 0.1875/0.1905 in (4,76/4,84 mm)
Cylinder Block Recess Depth for Thrust Washer 0.184/0.187 in (4,67/4,75 mm)
Outside Diameter 2.806/2.812 in (71,27/71,42 mm)
Inside Diameter of Cylinder Block Recess 2.8125/2.8225 in (71,44/71,69 mm)
Protrusion of Thrust Washer in Cylinder Block ... 0.0005/0.007 in (0.01/0,17 mm)
Groove Width on Drive Shaft 0.193/0.1965in (4,9/4,99mm)
Groove to Thrust Washer Clearance O.0025/0.009in (0,064/0,23 mm)
Hydraulically Loaded Wormwheel
Bore Diameter in Cylinder Block for Fuel Pump
Adaptor Plate and Upper Thrust Collar 3.500/3.5014 in (88,90/88,94 mm)
Fuel Pump Adaptor Plate Diameter 3.4986/3.4995 in (88,86/88,89 mm)
Fit of Plate in Cylinder Block 0.0005/0.0028in (0,01/0,07 mm)
Outer Diameter of Upper Thrust Collar 3.496/3.498 in (88,80/88,85 mm)
Clearance of Upper Thrust Collar in Cylinder Block 0.002/0.0054 in (0,05/0,14 mm)
Bore Diameter in Cylinder Block for Lower Thrust
Washer 2.2491/2.2499 in (57,13/57,15 mm)
Width of Groove in Upper Thrust Collar 0.0957/0.0967 in (2,43/2,46 mm)
Upper Thrust Collar Sealing Ring Thickness 0.0928/0.0938 in (2,36/2,38 mm)
Clearance of Sealing Ring in Groove 0.0019/0.0039 in (0,05/0,10 mm)
Inner Diameter of Bush in Fuel Pump Adaptor Plate 1.875/l.8766in (47,63/47,67mm)
Upper Diameter of Fuel Pump Drive Shaft 1.8714/1.873 in (47,53/47,57 mm)
Clearance of Drive Shaft in Adaptor Plate Bush ... 0.002/0.0052 in (0.05/0.13 mm)
Inner Diameter of Upper Thrust Collar 1.886/1.89 in (47,90/48,01 mm)
Clearance of Drive Shaft in Upper Thrust Collar 0.013/0.0186 in (0,33/0.47 mm)
Current Engines:-
Lower Thrust Collar Bore for Bush 1.7812/1.7828 in (45,24/45,28 mm)
Outer Diameter of Bush 1.7843/1.7857 in (45,32/45,36 mm)
Interference Fit of Bush in Thrust Collar 0.0015/0.0045in (0,04/0,11 mm)
Inner Diameter of Bush (after finishing in situ) ... 1.6255/1.6266 in (41,29/41,32 mm)
Lower Diameter ol Fuel Pump Drive Shaft 1.6214/1.6224 in (41,18/41,22 mm)
Clearance of Shaft in Bush 0.0031/0.0052in (0,08/0,13mm)
Early Engines:—
Inner Diameter of Lower Thrust Collar 1.625/1.6266 in (41,28/41,32 mm)
Lower Diameter of Fuel Pump Drive Shaft 1.6214/1.6230in (41,18/41,22mm)
Clearance of Drive Shaft in Collar 0.002/0.0052 in (0,05/0,13 mm)
Sump
Sump Capacity (typical) 26 Imperial Pints (14,8 Litres)
Minimum to Maximum mark on Dipstick 5 Imperial Pints (2,84 Litres)
Strainer Position Suction Pipe of Lubricating Oil Pump
Oil Pump
Type Rotor
Oil Pump Clearance
Inner Rotor to Outer Rotor 0.003/0.005 in (0,08/0,13 mm)
Outer Rotor to Pump Body 0.006/0.013in (0.15/0,33mm)
Inner and Outer Rotor End Clearance 0.0005/0.0025 in (0,01/0,06 mm)
For replacement purposes, the whole pump assembly must be replaced.
Relief Valve
First Stage Pressure Setting (T6.3544 only) J
30/37 Ibf/in* (2,11/2,6 kgf/cnV) 207/255 kN/m
Relief Flow Pressure Setting J
50/60lbf/in (3,52/4,22kgf/cm*) 348/414kN/m a

Length of Plunger 0.9375 in (23,81 mm)

Outside Diameter of Plunger 0.7158/0.717in (18,18/18,21 mm)
Inside Diameter of Valve Housing Bore 0.718/0.7192in (18,24/18,27mm)
Clearance of Plunger in Bore 0.001/0.0034 in (0,03/0,09 mm)
Free Length of Spring 2.3125 in (58,74 mm)
Spring Fitted Length and Load 2.1875in (55.56mm) at 3 Ibf 8ozf (1,58kgf)
T E C H N I C A L DATA B10

Lubricating Oil Filter

Type of Filter Full Flow Replaceable Canister
Element Type Paper
a
By-Pass Valve Setting 8/12 lbl/in (0,56/0,84 kgf/cm*) 55/83 kN/m*

Cooling System
Type Thermo-Syphon, Pump assisted.
Coolant Capacity 38 Imperial Pints, (21,6 litres)

Thermostat
Type Twin Wax Capsule fitted in parallel (By-pass blanking)
Opening Temperature 170/185°F (77/85°C) or 153/167°F (67/75°C)
a
i Fully open at 198/208 F (92/98°C) or 185/190°F (85/88°C)
; Valve Lift 0.358in (9,1 mm minimum)

Water Pump
Type Centrifugal
Outside Diameter of Shaft for Pulley 0.8742/0.8747in (22,20/22,22 mm)
Inside Diameter of Pulley Bore 0.8750/0.8758 in (22,23/22.25 mm)
Clearance Fit of Pulley on Shaft 0.0003/0.0016 in (0,01/0,04 mm)
Outside Diameter of Shaft for Impeller 0.5012/0.5018 in (12,73/12,75 mm)
Diameter of Impeller Bore 0.5000/0.5007 in (12,70/12,72mm)
Interference Fit of Impeller on Shaft 0.0005/0.0018in (0,013/0,046mm)
Impeller Blade to Pump Body Clearance 0.027/0.035in (0,69/0,89mm)

Fuel LIU Pump

Type of Pump A.C. Delco X D Series
Method of Drive Eccentric on Camshaft
2
Delivery Pressure 6/101bf/in (0,43/0,70kgf/cm*) or 41/69kN/m*
Diaphragm Spring Colour Red

Fuel Filter
Type Twin Parallel or single
Element Type Paper

Fuel Injection Pump

Make C. A.V.
Type D. P.A.
Pump Rotation Anti-clockwise
Timing Letter "F"
No. 1 Cylinder Outlet ... "X"

Make Bosch
Type Rotary
Pump Rotation Anti-clockwise
No. 1 Cylinder Outlet ... D

6.3544 Series Workshop Manual, October 1969

 T E C H N I C A L DATA B11

Fuel Injection Pump Static Checking Angles

The relevant timing information can be found by reference to the prefix letters or prefix letters and figures of the setting code adjacent
to the word "Set" on the fuel pump identification plats and the table below. The engine checking angle is for use with timing tool MS67B
and the engine set with No. 1 piston at TDC compression stroke.

Prefix Engine Checking Fuel Pump Marking Static Timing Piston

Letters Angle (Degrees) Angle (Degrees) BTDC (Degrees) Displacement
T6.3544
C.A.V. pumps
CY 153 145 16 0.124 in (3,15mm)
I DY 160 144 32 0.483 in (12,27 mm)
JY 159 144 30 0.426 in (12,82 mm)
LX 159 144 30 0.426 in (10,82 mm)
LY 153 145 16 0.124 in (3,15mm)
MY 159 144 30 0.426 in (10,82 mm)
| PY 160 144 32 0.483in (12,27 mm)
TX 159 144 30 0.426in (10,82mm)
VR 159 144 30 0.426 in (10,82 mm)
XX 159 144 30 0.426 in (10,82mm)
YX 160 144 32 0.483 in (12,27mm)
ZX 159 144 30 0.426in (10,82 mm)

Bosch pumps
EY (L21-2) 135' 125%* 19 0.175in (4,45mm)
FY(L21-3) 135* 127V2* 15 0.110in (2,79 mm)
KY (L107) 123* 118* 10 0.049in (1,24mm)
VX (L21 orL73) 135* 127* 16 0.124 in (3,15mm)

6.3544
C.A.V. pumps
AY 160 146 28 0.373 in (9,47 mm)
BY 160 146 28 0.373 in (9,47 mm)
EX 160 146 28 0.373 in (9,47 mm)
FX 160 146 28 0,373in (9,47mm)
GY 162 154 16 0.125in (3,16mm)
HY 162 154 16 0.125 in (3,18mm)
I MR (except below) 158 144 28 0.373in (9,47mm)
| MR from
| eng. no. U780699P 158 147 22 0.233in (5,92 mm)
MX (except below) 160 146 28 0.373in (9,47mm)
MX/4/2640 161 146 30 0.426in (10,82mm)
MX/5/2420 from
eng.no.728207L 159 146 26 0.325 in (8,26 mm)
MX/5/2530 161 146 30 0.426 in (10,82 mm)
l PX (except below) 160 146 28 0.373 in (9,47mm)
I PXIistTW31012only 159 146 26 0.325in (8,26mm)
I SX 159 146 26 0.325 in (8,26mm)
I T Y 153 141 Vi 23 0.254 in (6,45mm)
WR 160 146 28 0.373 in (9,47mm)
WX 157 144 26 0.325 in (8,26 mm)

6.3724
SX 161 146 30 0.426in (10,82mm)

* The settings given for the Bosch fuel pumps are with the pump set at 1 mm plunger lift. It is important that these pumps are not fitted
at the static timing positions given for the CAV pumps. The code given in brackets is stamped on the side of the pump.

6.3544 Series Workshop Manual. Ocloter 1989

 T E C H N I C A L DATA B12

Atomisers
Code Holder Nozzle Setting Pressure Working Pressure
1 1
atm Ibf/in (MN/m') atm Ibf/In (MN/m
1

FL BKBL67S5299 BDLL150S6673 215 3160 (21,8) 200 2940 (20,3)

FN BKBL67S5299 BDLL150S6639 210 3087 (21,3) 195 2866 (19,8)
GD BKBL67S5299 BDLL150S6730 215 3160 (21,8) 200 2940 (20,3)
or or
| 2645C305 2645C612
GG BKBL67S5299 BDLL150S6737 210 3087 (21,3) 210 3087 (21,3)
GH BKBL67S5299 BDLL150S6738 210 3087 (21.3) 210 3087 (21,3)
GK KBEL62S9/13 DLLA150S741 275 4042 (27,9) 275 4042 (27,9)
GL BKBL67S5151 BDLL150S6730 175 2572 (17,7) 170 2500 (17,2)
GX KBEL64S21 DLLA140S287 250 3675 (25,3) 250 3675 (25,3)
HC LRB67014* JB6801014 245 3601 (24,8) 245 3600 (24,8)
or or
I 2645C307 2645C613
HE LRB67014* JB6801019 230 3381 (23,3) 230 3381 (23,3)
HK BKBL67S5299 BDLL135S6834 215 3160 (21.8) 215 3160 (21,8)

HP LRB67014* JB6801014 225 3307 (22,8) 225 3307 (22,8)

or or
2645C307 2645C613
HS BKBL67S5299 BDLL150S6730 215 3160 (21,8) 200 2940 (20,3)
or or
2645C305 2645C612
HT LRB67014* JB6801019 200 2940 (20,3) 200 2940 (20,3)
or
I 2645C307
| HIT LRB67014 JB6801022 220 3234 (22,3) 220 3234 (22,3)
RA KBEL64116 DLLA140P44 250 3675 (25,3) 250 3675 (25,3)
I RB 2645C304 2645C606 250 3675 (25,3) 250 3675 (25,3)
I VU 2645C564 2646866 250 3675 (25,3) 225 3307 (22,8)
I XX 2645C307 2645C613 245 3601 (24,8) 245 3601 (24,8)
Y BKBL67S5151 BDLL150S6329 175 2572 (17,7) 170 2500 (17,2)
"In these atomisers the pressure is adjusted by a change ot shims.

Electrical System 12 or 24 volt

Alternator
Make Lucas
I Type 17ACR 17ACR 18ACR A115 A133/55
(derated)
I Voltage 12V 12V 12V 12V 12V 12V 12V 12V
I Max. output (hot) 28A 35A 45A 45A 55A 65A 65A 55A
Make C.A.V. Perkins
Type AC5 & AC5R AC5 & AC5R LR135 LR150
Voltage 12V 24V 12V 12V
Max. output (hot) 60A 30A 35A 50A

Starter motor
Make Lucas C.A.V. Perkins
Type M50 M127/2,8 CA45 CA45 S12-84
Voltage 12V 12V 12V 24V 12V
Starter cable resistance 0.0017H 0.00170 0.001711 0.00340 0.00170
No. of teeth on pinion 10 10 10 10 10

Starting Aid
Make C.A.V. -Thermostart
Maximum Current Consumption 12.5/13.5A at 11.5V
Flow Rates through Thermostart ... 3,5/5,0 ml/min

6.3544 Series Workshop Manual, October 1989

(
 TECHNICAL DATA B13

S E R V I C E WEAR LIMITS
The following "wear limits" indicate the condition when it is recommended that the respective items should be serviced or
replaced.
Cylinder Head Bow Transverse 0.005in (0,13mm)
Longitudinal O.OIOin (0.25mm)
Maximum Bore Wear
(when new liners are necessary) O.OOBin (0,20mm)
Crankshaft, Main and Big End Journal,
Ovality and Wear 0.0015 in (0,04 mm)
Maximum Crankshaft End Float 0.020 in (0,51 mm)
Valve Stem to Guide Bore Clearance, Inlet 0.005 in (0,13 mm)
Exhaust 0.006 In (0,15 mm)
Valve Head Depth below Cylinder Head Face 0.060 in (1,52 mm)
Rocker Clearance on Rocker Shaft 0.005 in (0.13 mm)
Camshaft Journals, Ovality and Wear 0.002 in (0,05 mm)
Camshaft End Float 0.021 in (0,53 mm)
Idler Gear End Float 0.015 in (0,38 mm)

6,3544 Series Workshop Manual, June 1982

 SECTION D
Fault Finding
F A U L T FINDING D2

Fault Finding Chart

FAULT POSSIBLE CAUSE

Low cranking speed 1, 2, 3, 4.

Will not start 5, 6, 7, 8, 9, 10, 12, 13, 14, 15, 16, 17, 18, 19, 20. 22. 31, 32, 33.
Difficult starting 5, 7, 8, 9, 10, 11, 12, 13, 14, 15. 16, 18, 19, 20. 21, 22, 24. 29, 31. 32.33.
Lack of power 8, 9, 10, 11, 12, 13, 14, 18, 19, 20, 21, 22, 23, 24, 25. 26, 27. 31, 32, 33, 60, 62, 63.
Misfiring 8, 9, 10,12, 13, 14, 16, 18, 19, 20, 25, 26, 28, 29, 30, 32.
Excessive fuel consumption 11, 13, 14, 16, 18, 19, 20, 22, 23, 24, 25, 27. 28, 29, 31, 32, 33. 63.
Black exhaust 11, 13, 14, 16, 18, 19, 20, 22, 24, 25, 27, 28, 29, 31, 32, 33, 60.
Blue/white exhaust 4, 16, 18, 19, 20, 25, 27, 31, 33, 34, 35, 45, 56. 61.
Low oil pressure 4, 36, 37, 38, 39, 40, 42, 43, 44, 58.
Knocking 9, 14, 16. 18, 19, 22, 26, 28. 29, 31, 33, 35, 36, 45, 46, 59.
Erratic running 7. 8, 9, 10, 11, 12, 13. 14, 16, 20, 21, 23, 26, 28, 29, 30, 33. 35. 45, 59.
Vibration 13, 14, 20, 23, 25, 26, 29, 30, 33, 45, 47, 48, 49.
High oil pressure 4, 38, 41.
Overheating 11,13, 14, 16,18,19, 24, 25,45,47, 50, 51, 52, 53, 54, 57.
Excessive crankcase pressure 25, 31, 33, 34, 45, 55, 64.
Poor compression 11, 19, 25, 28, 29, 31, 32, 33, 34, 46, 59.
Starts and stops 10. 11,12.

Key to Fault Finding Chart 33. Broken, worn or sticking piston ring(s).
1. Battery capacity low. 34. Worn valve stems and guides.
2. Bad electrical connections. 35. Overfull air cleaner or use of incorrect grade of oil.
3. Faulty starter motor. 36. Worn or damaged bearings.
4. Incorrect grade of lubricating oil. 37. Insufficient oil in sump.
5. Low cranking speed. 38. Inaccurate gauge.
6. Fuet tank empty. 39. Oil pump worn.
7. Faulty stop control operation. 40. Pressure relief valve sticking open.
8. Blocked fuel feed pipe. 41. Pressure relief valve sticking closed.
9. Faulty fuel lift pump. 42. Broken relief valve spring.
10. Choked fuel filter. 43. Faulty suction pipe.
11. Restriction in induction system. 44. Choked oil filter.
12. Air in fuel system. 45. Piston seizure/pick up.
13. Faulty fuel injection pump. 46. Incorrect piston height.
14. Faulty atomisers or incorrect type. 47. Damaged fan.
15. Incorrect use of cold start equipment. 48. Faulty engine mounting (housing).
16. Faulty cold starting equipment. 49. Incorrectly aligned flywheel housing or flywheel.
17. Broken fuel injection pump drive. 50. Faulty thermostat.
18. Incorrect fuel pump timing. 51. Restriction in water jacket.
19. Incorrect valve timing. 52. Loose water pump drive belts.
20. Poor compression. 53. Choked radiator.
21. Blocked fuel tank vent. 54. Faulty water pump.
22. Incorrect type or grade of fuel. I 55. Choked breather pipe/Defective breather vent valve
23. Sticking throttle or restricted movement. I (where fitted).
24. Exhaust pipe restriction. 56. Damaged valve stem oil deflectors (if fitted).
25. Cylinder head gasket leaking. 57. Coolant level too low.
26. Overheating. 58. Blocked sump strainer.
27. Cold running. 59. Broken valve spring.
26. Incorrect tappet adjustment. 60. Damaged or dirty turbocharger impeller.
29. Sticking valves. 61. Leaking turbocharger oil seals.
30. Incorrect high pressure pipes. 62. Leaking boost control pipe.
31. Worn cylinder bores. 63. Leaking induction system.
32. Pitted valves and seats. I 64. Fault in exhauster.

6.3544 Series Workshop Manual, April 83

 SECTION E
Cylinder Head
C Y L I N D E R HEAD E2

To Remove the Cylinder Head

The T6.3544, 6.3544 or 6.3724 cylinder head is not inter-
changeable with any other 6.354 or T6.354 engine type
cylinder heads.
Drain the cooling system.
Disconnect battery terminals.
Remove air cleaner and trunking.
Remove exhaust pipe from exhaust manifold (6.3544
engines only).
Disconnect and remove all connections to the turbo-
charger and remove the turbocharger, see Fig. E.1.
(T6.3544 engines only).
Remove electrical connections to the cylinder
head and induction manifold. Remove fuel pipe to thermo-
start in the manifold.
Remove the water outlet connection.
Remove the induction and exhaust manifolds.
The fuel pipe from lift pump to fuel filters should be
removed, releasing the clip from the back of the cylinder
head. The fuel filters may also be removed.
All high pressure pipes between fuel injection pump and
the atomisers should be removed together with the
atomisers leak-off pipe assembly.
Remove atomisers, see Fig. E.2.
Disconnect the breather pipe from the rocker cover
and cylinder block. Remove the breather pipe.
Remove rocker cover and gasket.
Release rocker assembly bracket securing setscrews
and lift off rocker assembly. Remove the push rods.
Remove cylinder head nuts and setscrews in reverse
order of tightening sequence, see Fig. E.4.
Note position of different length setscrews. see Fig. E.3.
Remove cylinder head.

E.2

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E.4
6.3544 Series Workshop Manual, October 1989
 C Y L I N D E R HEAD E3

To Fit the Cylinder Head seating washers are fitted.

Ensure the head face, cylinder block top face and bores For the T6.3544 North America vehicle engines the atomiser
are clean and that the rocker assembly oil feed passage seating washer is 0.080 in (2,03 mm) thick.
in the cylinder head is clean. Top entry atomisers which are used on some 6.3544 series
Any cylinder head studs removed from the cylinder engines can be fitted incorrectly with the atomiser turned 180°
block should be refitted with "Loctite". out of position. In this position, the nozzle holes will not spray
into the combustion chamber correctly and this will cause a
The cylinder head gasket fitted to the T6.3544 and 6.3544
power loss and an increase in smoke emission,
engine is not interchangeable with other 6.354 series
engines. It is marked "TOP FRONT". These atomisers must be fitted with the leak off connection
toward the fuel injection pump side.
A different cylinder head gasket is used on 6.3724
engines due to the larger bore size. Refit all high pressure fuel pipes, leak-off pipes and the fuel
filters.
The cylinder head gasket must be fitted dry. Fit the gasket Tighten high pressure pipe nuts to a torque of 15 Ibf ft
ensuring it is correctly located over the two dowels. (2,1 kgf m) or 20Nm.
Lower the cylinder head in position without disturbing the Refit fuel pipe from lift pump to filters, this pipe is clipped
gasket. on to back of cylinder head.
Lightly oil threads of cylinder head securing studs and Refit induction and exhaust manifolds.
setscrews. Inlet manifolds have corrugated (oints which are coated
See Fig. E.3 for correct location of long and short with lacquer and should always be fitted dry. The joints
setscrews. are not symmetrical and can be fitted incorrectly. With
The cylinder head fasteners should be tightened gradually the earlier joints, the larger joint should be fitted with
and evenly in the correct sequence (Fig. E.4). parallel edge uppermost and the smaller joint with the
wider spaced hole and the word "CORROJOINT" to the
The earlier cylinder head fasteners (1 to 32), which are fitted
bottom.
with separate washers, should be tightened to 95 Ibf ft
Later joints have a Vie in (1,63 mm) radius in the top edge and
(13,1kgfm) or130Nm.
must always be fitted with this radius uppermost. The man-
When the early cylinder head gasket, part number ifold securing setscrews should be tightened to a torque of
36812611, is used with flanged fasteners (1 to 32), the 24lb1ft (3,3kgfm) or 32Nm. After at least ten minutes after
fasteners should be tightened to 115 Ibf ft (15,9kgfm) fitting, retorque the setscrews to the original figure, THIS IS
156Nm. IMPORTANT. With exhaust manifold joints, turbocharged
Currently, the flanged cylinder head fasteners are engines have corrugated stainless steel joints, whereas natur-
tightened in the factory by a new method that removes the ally aspirated engines can have a set of steel asbestos or
necessity for the fasteners to be tightened again with the corrugated stainless steel joints fitted. Steel asbestos joints
engine hot. A similar "No hot torque" method (see page E4) should be fitted with jointing compound, but the corrugated
can be used in service if flanged fasteners are used with joints should be fitted dry and so positioned that the corruga-
cylinder head gasket, part number 36812613. If this tions should face the manifold.
method is not used, the flanged fasteners should be
tightened as shown earlier and will have to be tightened A one piece exhaust/induction manifold joint with an integral
again when the engine is hot. heat shield is fitted to some engines which have the top
The small setscrews (33 to 38) should be tightened to exhaust manifold outlet. An improved rocker assembly cover
28lbfft(3,9kgfm) or 38 Nm. gasket is also fitted to these engines.
Replace push rods. When the gaskets need to be renewed the same type gasket
must be used.
Renew the rocker assembly feed pipe oil seal, lightly
oiling its inner and outer surfaces, and placing it in the oil Refit the water outlet connection.
feed drilling. Connect the electrical lead, fuel feed and return pipes
Examine and replace the rocker assembly, ensuring that to the thermostart unit and container.
the oil feed pipe, which has a lead in, locates correctly Connect any other electrical lead (i.e. water temperature
into the drilling, when the seal will butt against the gauge).
convolution, see Fig. E.5. Refit the turbocharger (T6.3544 engines only) and all
The rocker assembly securing setscrews, studs and nuts connections to it.
should be tightened down progressively from the centre Refit trunking and air cleaner.
outwards to a torque of 55lbfft (7,60kgfm) or 75Nm. Set
valve clearances to 0.008in (0,20mm) for inlet valves and Refit exhaust pipe to exhaust manifold (6.3544 or 6.3724
0.018in (0,45 mm) for exhaust valves, engine hot or cold, as engines only).
detailed on Page E5.
Refit atomisers with new copper sealing washers. Ensure that
a serviceable dust seal is fitted to the atomiser. Earlier dust
seals consisted of a single piece rubber seal, later
arrangements use a two piece dust seal which consists of a
plastic or aluminium spacer and a rubber seat. The spacer
must be fitted directly under the atomiser flange with the soft
rubber seal up against the spacer at the nozzle end of the
atomiser. Now tighten nuts/setscrews evenly to a torque of
12lbfft(1,7kgfm) or16Nm.
Note: Different atomiser seating washers are used on natur-
ally aspirated and turbocharged engines. The seating
washers for naturally aspirated engines are 0.080in
(2,03mm) thick and for turbocharged engines, 0.028in
(0,71 mm) thick. It is important that the correct atomiser

6.3544 Series Workshop Manual, October 1909

CYLINDER HEAD E4

Reconnect the battery. C B E p

Refill the cooling system.
I Bleed the fuel system of air as detailed on Page N8 and
start the engine.
Check the oil flow to the rocker shaft assembly and allow
the engine to warm up.
Shut the engine down, and retighten the cylinder head
securing nuts and setscrews to the correct torques as
detailed previously.
I Flanged fasteners, numbers 1 to 32, not tightened by the
| "No hot torque" method should be tightened again to
| 105lbfft(14,5kgfm)or142Nm.
When retightening cylinder head nuts/setscrews, the
engine coolant temperature should not be less than
170"F (77°C).
If the nut/setscrew moves when retightening, then
tighten up to the torque quoted on Page B.1.
If the nut/setscrew does not move before the correct
torque is achieved, then slacken off 1/12 to 1/6 (30° to
60") of a turn and retighten to the correct figure. After
retightening all the nuts/setscrews, the first 10 posi-
tions should be rechecked without further slackening
off, to ascertain they are still tightened to the correct
torque.

Reset the valve clearances to 0.008 in (0,20 mm) for

inlet valves and 0.018 in (0,45 mm) for exhaust valves
hot or cold.

Refit the rocker cover joint, rocker cover and breather pipe.
To put a rocker cover joint on correctly it must first be fitted to
the rocker cover by use of a suitable Bostic type contact
adhesive. The adhesive must be applied according to the
manufacturer's instructions. This procedure will ensure that
there is a good seal all round the cover.

When replacing the cylinder head cover, ensure that the

cover retaining nuts are screwed fully home against the
rocker shaft bracket retaining nuts.
Where a washer is fitted under the head of each of the
rocker cover nuts, a washer is also fitted between the
rocker bracket securing nut and. the cover nut. Where a
washer face is formed integral with the cover nut, a
separate washer must not be fitted under the cover nut
or between the cover nut and the rocker bracket nut.

I "No Hot Torque" Method to Tighten E.8

I Cylinder Head Fasteners
further 180° (3 flats). The nuts (D) on the longer studs must
' Check the setscrews and studs for distortion with a straight be turned a further 210° (3V flats).
2
' edge held along the threads. If there is a visual reduction in
' the diameter of that part of the thread that has not been in A special tool, number MS.1531, (Fig. E.7) can be used for
I engagement with the cylinder block or nut, the setscrew or this operation. To use the tool, fit it between the socket
I stud must not be used again. spanner and the handle. Position the stop (1 in Fig. E.7)
against a suitable protrusion on the cylinder head to
I Lightly lubricate the threads and the flange face of each prevent movement of the degree dial in a clockwise
I fastener with clean engine oil. New fasteners are supplied direction. Turn the pointer to align with the zero mark on the
I already lubricated. degree dial. Tighten the setscrew or the nut until the pointer
' Put the cylinder head gasket, the cylinder head and the on the tool is at the correct angle for the length of the
I fasteners in position. Gradually and evenly tighten the main setscrew/stud.
I (Va UNF) fasteners to SOlbfft (11,1kgfm) 100Nm in the If no tool is available, make a suitable mark on the cylinder
I sequence 1 to 32 (Fig. E.4). head in line with a corner of each setscrew and nut (Fig.
f Check again that all the main fasteners are to the correct E.6). Make another mark on the edge of each fastener at the
I torque. correct angle (counter clockwise) according to the length of
I Tighten the fasteners, in the correct sequence, a further the setscrew/stud. Tighten each fastener, in the correct
I part of a turn according to the length of the setscrew or sequence, until the mark on the flange of the fastener is
I stud. The shorter setscrews (C in Figs. E.3 and E.6) must next to and in line with the mark on the cylinder head.
| be turned a further 150° (2'/2 flats). The longer setscrews Tighten the Vie UNF setscrews gradually and evenly in the
[ (B) and the nuts (E) on the shorter studs must be turned a sequence 33 to 38 (Fig. E.4) to 28lbfft (3,9kgfm) 38Nm.

6.3544 Series Workshop Manual. October 1969

 C Y L I N D E R HEAD E5

To C h e c k or Adjust Valve Tip Clearances

The valve tip clearances should be set to 0.008in (0,20mm)
for inlet and 0.018in (0,45mm) for exhaust by using a feeler
gauge between top of valve stem and rocker lever, with the
engine hot or cold, see Fig. E.8.
When setting valve clearances, the following procedure
should be adopted.
With the valves rocking on No. 6 cylinder (i.e. the period
between opening of inlet valve and closing of exhaust
valve) set the clearances on No. 1 cylinder.
With valves rocking No. 2—set clearances No. 5.
With valves rocking No. 4—set clearances No. 3.
With valves rocking No. 1 —set clearances No. 6.
With valves rocking No. 5—set clearances No. 2.
With valves rocking No. 3—set clearances No. 4.
To Remove Valves
Fit a suitable stud in one of the rocker assembly securing
setscrew holes and using Tool No. 6118B and adaptor
PD.6118-4, see Fig. E.9, depress valve springs and remove
split collets.
Remove spring retaining caps, springs, oil seals and
spring seating washers. Remove valves.
If the valves are to be used again, they should be suitably
marked to ensure they are replaced in their original
positions.

Valve Assembly
Two springs are fitted to each valve, the outer springs are
left hand coiled and the inner springs right hand coiled.
A sectional view of a fitted valve assembly is shown in Fig.
E.10.

T o Fit Valves
Lightly oil valve stems, and position the valves in their
respective guides.
Position spring seating washers and fit oil seals onto
valve guides.
Note: Engines rated at 149kW (200bhp) or above must be
fitted with exhaust valves which have "Nimonic" heads.
Standard valves must not be used.
Place inner and outer springs on seating washers with the
| damper coils towards the cylinder head, see Fig. E.10.
Position the valve spring retaining caps and with a
E.10
suitable compressor, depress the springs and fit the
split collets.

6.3544 Series Workshop Manual, October 1989

CYLINDER HEAD E6

Valve Guides
Examine valve guides for wear. The maximum per-
missible worn clearance of inlet valve stem in guide is
O.OOSin (0,13mm), and exhaust valve stem in guide is
0.006in (0,15mm) and if the clearance with new valve
fitted exceeds this figure the guide should be replaced.

The exhaust valve guides are slightly longer than the

inlet guides and the exhaust valve guides used on
current 6.3544 and. 6-3724 engines have a counterbore
at the bottom of the valve bore.
To fit new guides, press or drive out the worn guides, see
Fig.E.11.
Smear the outer surface of the new guides with clean oil and
using tool No. PD1C, see Fig, E.12, pull guide into the
cylinder head using stop No. PD1C — 6 until 0.594in
(15,08mm) of the guide is protruding above the valve
spring recess.

Cylinder Head Overhaul

If water jacket of cylinder head shows sign of scale, a
proprietary descaling solution should be used in accord-
ance with the manufacturer's instructions.
After cleaning head, check for cracks or other damage.
Maximum permissible longitudinal bow of cylinder head
is 0.010in (0,25mm) and transverse bow is 0.005in
(0,13mm).
The cylinder head can be skimmed by a maximum ot
0.012in (0,3mm) provided that nozzle protrusion does not
exceed 0.184in (4,67mm) for T6.3544 engines or 0.136in
(3,45mm) for 6.3544 and 6.3724 engines with the atomiser
seating washers in position, see Fig. E.13. This figure must
not be obtained by the use of additional atomiser seating
washers.
When grinding in valves, it is essential that no signs of
pitting are left on the seatings.
Careshould be taken toavoid unnecessary grinding away
of the seat.
After grinding, check the valve head depths relative to
the cylinder head face, using tool PD41B. The maximum
permissible depth for both inlet and exhaust valves after
servicing is 0.060 in (1,52 mm).
After any grinding or machining operation has been
carried out, all parts should be washed in cleaning fluid.
Valves and Valve Seats
Examine valves for cracks. Check wear of valve stems
and their fit in the valve guides.
When fitting new valves, valve depths relative to the
cylinder head face is not less than 0.040in (1.02mm).
The valve seats in the cylinder head should be recon-
ditioned by means of valve seat cutters as listed in
approved tools at the end of this section, or specialised
grinding equipment at an angle of 45°.
After reconditioning, valves and seats should be lightly ground
in, keeping as narrow a seat as possible, and after grinding,
the valve head depth should be checked.

6.3724— 0.136in (3,45 mm)

E.13

6.3544 Series Workshop Manual. October 1969

 CYLINDER HEAD E7

Valve Seat Inserts

Valve seat inserts are fitted as standard on T6.3544
e n g i n e s , but are not fitted on 6.3544 or 6.3724 production
..engines.
tf-valve seats become damaged or unserviceable through
wear, inserts can be fitted to 6.3544 and 6.3724 engines
or the inserts replaced on T6.3544 engines.
Press out the existing valve guide and clean the guide
bore.
| Press in new guides as detailed on Page E6.
Using the valve guide as a pilot, machine the recess in the
| cylinder head to the dimensions given in Fig. E.14 for
6.3544 or 6.3724 engines; or machine out the old insert for E.14
T6.3544 engines. Inlet
Remove all machining swarf and clean the insert recess. A—0.283/0.288 in (7,19/7,32mm)
Using the valve guide bore as a pilot, press the insert home B—2.0165/2.0175in (51,22/51,24mm)
I with the inserting tool, Fig. E.15. Do not hammer the insert C—Radius 0.015in (0,38mm) Max.
home or use lubrication. Ensure that the insert is fully home Exhaust
and flush with the bottom of recess.
A—0.375/0.380in (9,53/9,65 mm)
Using the valve guide bore as a pilot, machine the "flare" on B—1.678/1.679 in (42,62/42,65mm)
I inlet valve seat inserts to the dimensions shown in Fig. E.16. C—Radius 0.015in (0,38mm) Max.
Dimension A is 0.106/0.110in (2,69/2,79mm).
Cut the valve seat at an included angle of 90° so that the
valve head depth below the cylinder head face is within
the production limits of 0.040/0.050in (1,02/1,27 mm).
Work as closely as possible to the minimum figure to
allow for re-seating at a later date. When refacing a valve
the included angle of the contact face is 90°.
Lightly grind in valve and valve seat, keeping as narrow a
seat as possible.
If the cylinder head has been skimmed, the insert will have
to be surface ground on its back face so that, with insert
fitted, faces of insert and cylinder head are level.

Valve Springs
A new set of springs should be fitted at every major
overhaul.
Examine the springs with regard to squareness of ends and
pressures developed at fitted lengths.
Two types of valve springs can be found according to
the camshaft fitted. They are of different lengths the
longer valve springs having a flat valve spring cap.
The shorter inner valve springs require a load of 2 0 . 1 /
23.3 Ibf (9,13/10,58 kgf) to compress them to a fitted
length of 1.340 in (34,04 mm).
The shorter outer valve springs require a load of 39.5/
43.7 Ibf (17,93/19,84 kgf) to compress them to a fitted
length of 1.410 in (35,81 mm).
The longer inner valve springs require a load of 14.63/ E.15
16.67 Ibf (6,64/7,57 mm) to compress them to a fitted
length of 1.563 in (39,70 mm). Inlet
The longer outer valve springs require a load of 38/43 inches (mm)
1bf (17,25/19,52 kgf) to compress them to a titted A 0.063 (1,59) at 45° F 2.009/2.019(51,03/51,28)
tength of 1.780 in (45,20 mm). B 0.750(19,05) G 0.031 (0,79) radius
C 0.250 (6,40) H 0.063 (1,59) radius
D 3.0(76,2) H 0.063 (1,59) at 45°
E 1.582/1.583(40,18/40,21) K 0.372/0.373(9,45/9,47)

Exhaust
inches (mm)
A 0.063 (1,59) at 45° F 1,670/1,680(42,42/42,67)
B 0.750(19,05) G 0.031 (0,79) radius
C 0.312(7,92) H 0.063 (1,59) radius
D 3.0(76,2) H 0.063 (1,59) at 45°
E 1.248/1.249(31,70/31,72) K 0.372/0.373(9,45/9,47)

6.3544 Series Workshop Manual. October 1989

 C Y L I N D E R HEAD E8

Rocker Shaft Assembly cleaned in petrol (gasoline) or paraffin (kerosene) noting the
To dismantle. following critical points:—

Remove circlips and washers from each end ot shaft. 1. Before cleaning, it is essential to seal off the small
hole in the top cover of the unit.
Withdraw rocker levers, springs and support brackets.
2. If an air line is used to dry out the unit, this must
Remove the locating screw from the rocker oil feed be a low pressure air blast or irreparable damage
connection and withdraw the connection. will result.
Examine rocker lever bores and shaft for wear. The levers
should be an easy fit on the shaft without excessive side
play and there should be no indentation where the rocker
taps the valve tip.
To renew the rocker lever bushes, press out the worn
bushes and press in the new bushes making sure that the
| oil holes are in line, see Fig. E. 17.
Ream out to a diameter of 0.7505/0.7520in {19,06/
19,10mm).
To assemble.
I Note: An oil connection of zinc alloy is used instead of a
| brass connection on the latest engines. When a zinc alloy
| connection is used, a shim (part number 33117426) must
| be fitted each side of the connection.
| If a brass oil connection is to be renewed, order shims as a
| zinc alloy connection will be supplied.
Fit oil feed connection to rocker shaft and secure with
locating screw, ensuring that the screw enters the locating
hole in the shaft.
Fit the support brackets, springs and rocker levers in the
I correct order, see Fig. E.18.
Fit securing washer and circlip to each end of the shaft. E.16

Push Rods
Check push rods for straightness. If any are bent, fit
replacements.

Breather Vent Valve

On 6.3544 engines, a vent valve is sometimes fitted between
the rocker cover and the inlet manifold. This unit can be E.17

E.18

6.3544 Series Workshop Manual, October 1989

 SECTION F
Pistons and Connecting Rods
P I S T O N S AND C O N N E C T I N G R O D S F2

The pistons fitted to the T6.3544 and 6.3544 engine have an

insert in the top ring groove and are not common to the 6.354
engine series.
Nor are T6.3544 and 6.3544 pistons interchangeable as the
turbocharged piston has a larger gudgeon pin.
I For T6.3544 North America vehicle engines pistons and rings
| see page F.6.

To remove Piston and Rod Assembly

See Fig. F.1.
Remove cylinder head, Page E.2.
Drain lubricating oil, remove sump and lubricating oil
suction pipe. Page L-3.
Remove pipe from the reducing valve to piston cooling
feed connection (T6.3544 engines only).
When pushing the piston and rod assemblies from out
of the top of the cylinders, care must be taken to avoid
damage to the piston cooling jets situated in the
crankcase, see Fig. F.2. (T6.3544 engines only).

Remove the nuts from the big end bolts.

Remove the big end caps, bearing shells and bolts.
F.2

Turn connecting rods in an anti-clockwise direction

and press the piston assemblies from out of the top of
the cylinder bores, see Fig. F.3.
The pistons, connecting rods and caps are marked with
their respective cylinder number and should be kept
together as an assembly with the relevant big end
bearings.

To Remove Pistons and Rings from

Connecting Rods
An exploded view of a piston and connecting rod
assembly is shown in Fig. F.1.
Note: The number of piston rings per piston can vary
according to engine type and application {see Page F4).
Using a ring scissor tool, remove the rings from the
pistons.

F.3

6.3544 Series Workshop Manual, Issue 2, June '82

 PISTONS AND CONNECTING R O D S F3

Press in new bush ensuring that oil hole in bush aligns

with drilling in rod.
Hone out bush to finished diameter of 1.50075/1.5015in
(38,12/38,14mm), for turbocharged engines or 1.3758/
1.3765 in (34,94/34,96 mm) for naturally aspirated engines.
With naturally aspirated engines the connecting rod
small end is parallel faced and the small end bush requires
no further machining.
With turbocharged engines, the small end of the
connecting rod is wedge shaped and the small end bush
should be machined to suit the contours of the wedge.
Remove all burrs.
Check for parallelism and twist with big end bore.
To C h e c k Piston Ring Gaps
In a worn cylinder, piston ring gaps should be checked
at extreme top of cylinder after any carbon has been
removed, see Fig. F.6.
For piston ring gaps, see Page B4.
F.4
To Assemble Pistons and Connecting
If the pistons are to be used again, note the markings on Rods
the piston crown, see Fig. F.4, so that on re-assembly, Assemble the piston, rod and gudgeon pin, and fit new
they can be fitted to the connecting rods in their original circlips.
positions, i.e. thrust side of piston to thrust side of the If necessary, warm the piston to 100/120°F (40/50°C)
engine. to fit the gudgeon pin.
Remove the circlips and withdraw the gudgeon pin. If the If the old pistons are being used ensure they are
pin is tight in the piston bore, heat the piston in fluid assembled to the original connecting rods and in the
to a temperature of 100/120°F (40/50°C), then press same position as originally assembled.
thegudgeon pin out.
The toroidal cavity should be to the same side as the
Inspection markings on the connecting rod and cap.
Check pistons for scoring or other damage. If new parts are being fitted, mark piston crown and
Check piston ring grooves by checking clearance of adjacent faces of rod and cap with their corresponding
new rings fitted in grooves. If clearance is found to be cylinder number.
excessive new pistons must be fitted. The big end bearing shell tabs are fitted on the opposite side
Examine gudgeon pin and piston bores for wear and of the rod to the rod/bearing cap numbers.
check fit of pin in small end bush. On fitment the rod/bearing cap number must be toward the
fuel injection pump side of the engine.
Check connecting rod alignment. The large and small
end bores must be square and parallel to each other
within the limits of +0.010in (0,25mm) measured 5in
(127 mm) each side of axis of rod on test mandrel as
shown in Fig. F.5.
With the small end bush fitted, the limit of ±0.010in
(0,25mm) is reduced to ±0.0O25in (0,06mm).

To Renew Small End Bush

Using suitable adaptor, press out worn bush.
Remove any sharp edges from around small end parent
bore.

1
± 0,254mm

' 1
L±0 010in '

J
E
•- a
on 5in - 5in _
OcM
o o 127mm 127mm
+1 +1
_J
F

F.5

6.3544 Series Workshop Manual, January 1986

P I S T O N S AND C O N N E C T I N G R O D S F4

T6.3544 6.3544

To Fit Piston Rings

6.3544 Standard Engines
Piston ring layouts are as follows :—
No. 1 Chrome Insert Compression.
T6.3544 ( F i g . F.7)
No. 2 Internally Stepped Compression.
No. 1 Chrome Barrel Faced Wedge Compression No. 3 Internally Stepped Compression.
No. 2 Taper Faced. No. 4 Slotted Oil Control.
No. 3 Chrome Faced, Spring Loaded Conformable Oil
No. 5 Slotted Oil Control.
Control.
Fit rings as follows :—
Fit rings as follows :—
Fit No. 5 ring in bottom ring groove.
Fit spring of No. 3 oil control ring in groove ensuring
Fit No. 4 ring in fourth ring groove.
that the latch pin enters both ends of the ring, see
Fig. F.8. Fit Nos. 3 and 2 rings in the third and second ring
grooves with the internal step and the word " T O P " or
Position oil control ring over spring with spring correct-
manufacturer's marks towards the piston crown.
ly located in groove of ring and ring gap diametrically
opposite to latch pin. Fit No. 1 ring in top ring groove.
Fit taper faced No. 2 compression ring in the second Ensure that the piston ring gaps are equally spaced
groove with the word "TOP" or the manufacturer's around the piston and not in line.
identification mark towards the piston crown.
Fit barrel faced No. 1 compression ring in top groove
with the word "TOP" or manufacturer's identification
towards piston crown.
Ensure that the ring gaps are equally spaced around
the piston and not in line.

6.3544 Premium Engines (Fig. F.7)

No. 1 Chrome Barrel Faced Compression. Internal
Chamfer.
No. 2 Chrome Taper Faced Compression, Parallel.
No. 3 Chrome Faced, Spring Loaded Conformable Oil
Control.

Fit rings as follows :—

Fit No. 3 as detailed for T6.3544 engine.
Fit taper faced No. 2 compression in the second groove
with word "TOP" or manufacturer's identification mark
towards piston crown.
Fit No. 1 compression ring in the top groove with the
internal chamfer and the word "TOP" or the manu-
facturer's mark towards the piston crown.
Ensure that the piston ring gaps are equally spaced
around the piston and not in line.

6.3544 Series Workshop Manual, January 1986

 P I S T O N S AND C O N N E C T I N G R O D S F5

F.11
ensuring latch pin enters both ends of ring, see Fig. F.8.
Position No. 3 oil control ring over spring correctly
located in groove of ring and ring gap diametrically
opposite to latch pin.
Fit No. 2 compression ring with internal step of chamfer
F.10 and word "TOP" or manufacturer's mark towards
crown of piston.
6.3544 Combine Engines Fit No. 1 compression ring in top ring groove
No. 1 Chrome Insert Compression. Ensure that the piston ring gaps are equally spaced
No. 2 Internally Stepped Compression. around the piston and not in line.
No. 3 Internally Stepped Compression. To Fit Piston and Connecting Rod
No. 4 Chrome Faced, Spring Loaded Conformable Oil If necessary, deglaze cylinder bore, see Section G.
Control. Clean cylinder bore, piston and bearings and liberally coat
with clean engine oil.
No. 5 No ring fitted.
Compress piston rings with ring clamp 38U3 and enter the
Fit rings as follows :— assemblies in the top of their respective cylinder bores, see
Fit spring of No. 4 ring in fourth groove ensuring that Fig. F.9. The piston and rod number must relate to the
the latch pin enters both ends of the ring, see Fig. F.8. cylinder into which it is being fitted, see Fig. F.10, and the rod
Position oil control ring over spring with spring I identification number must be toward the fuel injection pump
correctly located in groove of ring and the ring gap \ side of the engine.
diametrically opposite to the latch pin. With turbocharged engines, when pressing the assembly
through the bore, care must be taken to avoid damage
Fit Nos. 3 and 2 rings in third and second ring grooves
to the piston cooling jets.
with the internal step and the word "TOP" or the manu-
facturer's marks towards the piston crown. Note: Piston cooling jets are not fitted to naturally
Fit No. t ring in top ring groove. aspirated engines.
With the respective crankpin in B.D.C. position, ensure
Ensure that the piston ring gaps are equally spaced
that the big end is turned to avoid contact with the piston
around the piston and not in line.
•jooling jets, see Fig. F.2.
6.3724 Engines
When the big end of the connecting rod has passed
No. 1 Chrome Insert Parallel Compression.
the piston cooling jets, turn the assembly back again
No. 2 Chrome Faced Internally Stepped or Internally to locate on the crankpin ensuring that upper half
Chamfered Compression. bearing is correctly located in big end and tabs fit in
No. 3 Chrome Faced, Spring Loaded Conformable Oil recess of rod, Fig. F.11. Also check that the letter " F "
Control. or arrow on the piston crown is towards the front of
the engine.
No. 4 Slotted Oil Control.
<Note: With later Combine engines, the No. 4 slotted Fit cap with lower half bearing correctly positioned
control ring is not fitted. and numbers of cap and rod coinciding, Fig. F.10.

Fit rings as follows :— I Refit the two securing bolts so that the flat on the head of
I each bolt is located against the shoulder of the rod.
Fit No. 4 oil control ring in bottom groove. i Secure with new nuts and tighten to a torque of 75 Ibf ft
Fit spring of No. 3 oil control ring in third ring groove | (10,4 kgf m) or 102Nm for cadmium plated nuts or

6.3544 Series Workshop Manual. January 1986

PISTONS AND CONNECTING R O D S F6

95 Ibf ft (13,1 kgf m ) — 129Nm for phosphated nuts.

Cadmium plated nuts have a silver colour finish whilst
the phosphated have a dull black colour finish.

Check that, with piston in T.D.C. position and using

piston height gauge PD 41B, the piston crown is
0.000/0.007 in (0,00/0,18 mm) above the cylinder block
top face.
The piston height for naturally aspirated engines was
formerly 0.0073/0.015 in (0,19/0,38 mm) above the
cylinder block face and, when checking earlier engines,
either of the two heights are acceptable.

Where new production pistons are used, then these

must be topped as necessary to bring them within the
above limits.
Fit the pipe from relief valve to piston cooling jet
connection. (T6.3544 only).
Fit lubricating oil suction pipe.
Refit the lubricating oil sump, Page L.3, and refill with
lubricating oil to correct specification.
Refit the cylinder head, see Page E.2.

The T6.3544 North America vehicle engines are fitted with

aluminium silicon alloy pistons with a re-entrant combustion
chamber in the crown see Fig. F.12. A steel insert is fitted in
the top ring groove and two compression and one scraper
piston rings are used.
The pistons are cooled by lubricating oil pressure jets.
Oversize pistons are not available as the cylinder liners
cannot be bored oversize.
The method used to remove and dismantle piston and ring
assemblies is the same as used for other T6.3544 engines.
The height of the piston crown relative to the top face of the
cylinder block is0.000/0.007in (0,00070,18mm) above the top
face.
The pistons have hard anodised crowns and must not be
topped. In production, three grades of pre-topped pistons are
supplied for the high, medium and low requirements and the
letters H, M and L are stamped on the piston crown. To
change pistons in service, the same grade of piston MUST be
used.

6.3544 Series Workshop Manual, September 1982

m
SECTION G
Cylinder Block and Liners
C Y L I N D E R B L O C K AND L I N E R S G2

Cylinder Block
0.026/0.037 in
The top lace of the cylinder block cannot be machined (0,66/0,94 mm)
as this would interfere with the liner flange recess
depth.
Cylinder Liners
Production liners are an interference fit, of 0.001/0.003 in
(0.025/0.076mm) in the cylinder block and are bored and
honed to a diameter of 3.877/3.878in (98,48/98,50mm)
for T6.3544 and 6.3544 engines or 3.9785/3.9795in
(101,05/101,07mm) for 6.3724 engines.
The maximum permissible worn inside diameter of
a liner, in service is 3.886in (98,70mm) for T6.3544
and 6.3544 engines or 3.9875in (101,28mm) for 6.3724
engines.
An engine with perfect or little worn cylinder bores can
sometimes consume an excessive amount of lubricating oil
due to glazing. When fitting new piston rings to cure this
problem, it is essential that the cylinder bores are first
de-glazed.
A tool is available for de-glazing, marketed under the trade
name of "Flex-Hone", manufactured by Brush Research
Manufacturing Co. Inc., Los Angeles, California, U.S.A. under
the registered trade mark U.S. Patent Nos. 3384915 and
3871139 and British Patent Nos. 1,230503 and 18450, which
is ideal for this purpose as it does not remove any appreciable
amount of metal and produces a good quality cross hatch
pattern.
It can often be used with the engine in situ if used with a hand If the liners are found to be worn over the acceptable
held electric power drill on low speed. Brand new "Flex- limit, they cannot be bored oversize.
Hones" are to be used for one minute in a slave bore to For service in T6.3544 and 6.3544 engines, a pre-finished
remove all loose material and sharp edges. liner is available having a transition fit of +0.001/-0.001 in
1. Grade 80sc "Flex-Hone" is to be used. The "Flex-Hone" (+0,025/-0,025mm). The fitted internal bore diameter is
size is to be determined by measuring the bore diameter 3.877/3.8795in (98,48/98,54mm).
and selecting the "Flex-Hone" of the nearest size larger
The liners can be renewed using tools PD 150 and
than the bore.
PD 150-1B.
2. Remove the piston cooling jets as fitted on turbocharged
engines. Guard the main journals and pins by tying clean
dry rags around them. Where possible use cardboard T o Renew Service Cylinder Liners
shields to prevent debris contamination of adjacent parts
of the engine. Remove all components from the cylinder block,
3. Lubricate the bore with clean engine oil and also smear including the piston cooling jets. They should be
engine oil on the balls of the "Flex-Hone". carefully handled to prevent misalignment in refitting.
4. Rest the "Flex-Hone" against the cylinder block and switch Piston cooling jets are not fitted to naturally aspirated
on whilst pressing into the bore. Do not force the tool into engines.
the bore whilst it is not rotating. The liners should be pressed out from the bottom.
5. Pass the tool up and down the bore once per second for Fit the new liners as follows:
30-50 seconds and remove it whilst it is still rotating.
It is pointed out that all pre-finished liners can be a 0.001 in
6. Thoroughly wash the bores to remove all the residue from (0,03mm) interference fit in the parent bore, i.e. if a liner on
the honing operation, using a coarse brush and paraffin. top limit is fitted in a bottom limit parent bore.
7. Dry the bores using a clean rag and carefully remove the
A tight liner should never be hammered in but should be
the masking. Thoroughly clean all parts of the engine that
pressed or drawn into the bore using a suitable dolly and
have been affected by the honing operation.
press or puller.
8. Refit the piston cooling jets on turbocharged engines
(Section M). Generally clean the parent bore and degrease the
top 2 in (50mm) and the liner flange recess using "Loctite"
This tool is equally successful in producing a good quality
Safety Solvent (aerosol can) as per instructions on can.
bedding-in finish on new cylinder bores, after boring out to
finished size. Apply engine oil to the cylinder block parent bore
except for the top 2 in (50 mm).
Enquiries concerning details and supply of the "Flex-Hone" in
the U.K. or outside the U.S. where no Brush Research Generally clean the outside surfaces of the liner and
Distributor is available, should be addressed as follows: degrease using "Loctite" Safety Solvent (aerosol can) as
per instructions on can.
Nicro (Leamington) Ltd.
Unit 19A, Chalford Industrial Estate, Locate the liner in the bore and press in to within
Chalford. Nr. Stroud, Gloucestershire GL6 8NT. approximately 2in (50mm) of its final position.
Telephone: (0453) 884966 Furtherdegrease the flange area of the liner using "Loctite"
Telex: 437104 Safety Solvent to remove handling contamination.

6.3544 Series Workshop Manual, January 1986

 CYLINDER B L O C K AND L I N E R S

Apply a band of "Loctite" Retaining Compound, Grade

602, t i n (25mm) wide around the top of the liner
immediately under the flange. Also liberally apply the
"Loctite" to the base of the flange recess.
Press the liner into the fully fitted position and wipe the
top of the cylinder block to remove any surplus
"Loctite". The top of the liner should protrude
0.026/0.037in (0,66/0,94mm) above the top face of the
cylinder block and the liner flange should be within
0.002in (0,05mm) above the top face of the block to
0.004in (0,10mm) below the top face of the block.
It is advisable to allow a settling period to elapse after
fitting before checking the fitted internal bore diameter
of the liner.
However, allow at least 15 minutes to elapse before
commencing to fit pistons as this time lag is required to
allow the "Loctite" to reach handling strength. Full cure
strength is achieved after 3 hours.

6.3544 Series Workshop Manual. January 1986

 SECTION H
Crankshaft and Main Bearings
C R A N K S H A F T AND MAIN B E A R I N G S H2

The crankshaft runs in seven pre-finished replaceable

shell bearings.
End float of the crankshaft is controlled by four thrust
washers which are located on both sides of the centre
main bearing housing, see Fig. H.1. 0.0075in (0,19mm)
oversize thrust washers are available which may be
combined with standard thrust washers to give an
adjustment of 0.0075in (0.19mm) or when used on both
sides of the bearing housing give an adjustment of
0.0l5in (0,35mm).
The maximum permissible crankshaft end float is
0 020in (0.51 mm).
The crankshaft has provision for 12 bolt flywheel fixing.

To Renew Thrust Washers

Renewal of thrust washers can be carried out without
the removal of crankshaft as follows:
Drain the lubricating oil and remove the sump, oil suction
pipe and pipe from reducing valve to cylinder block
(T6.3544 engines only).
Remove the centre main bearing cap (No. 4).
Remove the two bottom half thrust washers.
Remove the two top halves of the thrust washers by
sliding them round the crankshaft and out of the recesses
machined in the cylinder block main bearing housing,
see Fig. H.2.
Liberally oil the two upper halves and slide them into
the recesses on either side of the centre main bearing
housing.

Refit the two bottom halves of the thrust washers to the

bearing cap.
Clean and oil crankshaft journal and place the cap in
position ensuring that the block serial number stamped
on the cap reads in line with other caps.
Tighten the main bearing cap setscrews to a torque of
200lbfft(27,7kgfm). or 270Nm.
Check the crankshaft end float by using a feeler gauge
between the thrust washer and crankshaft web or by
using a dial test indicator on one end of the crankshaft,
see Fig. H.3. H.2
Refit suction pipe, pipe from reducing valve to cylinder
block (T6.3544.only) and sump. Refill the sump with Remove front and rear bridge pieces from the cylinder
lubricating oil of an approved grade. block bottom face, with the rubber oil seals.
Remove connecting rod caps and big end bearings.
Keep bearings with appropriate caps. Take care not
To Remove Crankshaft to damage the piston cooling jets.
It will be necessary to remove the engine from vehicle Remove the main bearing caps and half bearings.
or machine. Lift out the crankshaft and remove the upper half bearings,
Drain and remove the sump, lubricating oil suction making note of fitted positions.
pipe and pipe from reducing valve to the cylinder block
(T6.3544 only).
Remove the crankshaft pulley. Extractors should not
be used as the pulley will probably be destroyed and
the crankshaft damaged. Remove the three securing
screws. If the pulley does not immediately become free
the locking rings can be released by hitting the front face
of the pulley inner hub, see Fig. H.4.

Remove camshaft gear, auxiliary drive gear and timing

case, see Page J.2.
Remove flywheel and flywheel housing.
Remove rear main oil seal housing.

6.3544 Series Workshop Manual, October 1989

 C R A N K S H A F T AND MAIN B E A R I N G S H3

Crankshaft regrinding
The crankshafts of naturally aspirated engines have
induction hardened journals and crankpins. The part
numbers of these crankshafts are 31323288, 31323294,
3131H023 and 3131H024. Induction hardened crankshafts
which also have their fillet radii hardened are fitted to some
turbocharged engines. The part numbers of these
crankshafts are 31323283 and 3131H025. Induction
hardened crankshafts can be reground to 0.01 Oin
(0,25mm), 0.020in (0,51mm) or 0.030in (0,75mm)
undersize bn diameter. Induction hardened crankshafts
need not be hardened after they have been reground
undersize.
Crankshafts hardened by the 60 hour nitriding process are
fitted to some turbocharged engines. The part numbers of
these crankshafts are 31323281 and 3131H021. These
crankshafts may be reground to 0.010in (0,25mm)
undersize without re-nitriding. Subsequent regrinding to
0.020in (0,51mm) or 0.030in (0,75mm) undersize will
require the crankshaft to be hardened by the 60 hour
nitriding process. If the crankshaft is to be reground
0.020in (0,51 mm) or 0.030in (0,75mm) undersize, grind to
0.0015/0.002in (0,04/0,05mm) above the finished size. This
will leave an allowance to grind off the white compound
layer formed by the nitriding process. After nitriding the
crankshaft, it is not permissible to regrind the fillet radii.
Nitrocarburised (Tufftrided or Sursulfed) crankshafts are
fitted to some turbocharged engines. The part numbers of
these crankshafts are 31323292 and 3131H022. These
crankshafts must be nitrocarburised after each regrinding
operation.
Generally, the part number of the crankshaft is stamped on
the front of the crankshaft nose, but some later crankshafts
may have the last four figures of the part number stamped
on the front of the first web.
When re-grinding, the operation calls for specialised
equipment and great care.
Using a Prince type grinder with a Universal Grinding
Wheel Company wheel to Grade WA-80 JE (or
equivalent), remove the white compound layer formed
by the Nitriding process to achieve finished size. The
collar faces of the crankshaft should be lightly flashed
but not ground at this operation and the fillet radii should
be maintained at 0.145/0.156in (3,68/3,96mm), This
will leave the compound layer in the radii and collars.
When removing the compound layer, a grinding wheel
speed of 880 rev/min and a crankshaft working speed
of 16 rev/min for main journals and 8 rev/min for pins
should be observed and a hand feed of approximately
0.0005in (0,01mm) per revolution of crankshaft.
An adequate supply of coolant (Walker Century A305) H.4
should be used.
Where facilities for re-Nitriding are not available, then a
factory replacement crankshaft should be fitted.
Nitrided crankshafts cannot be straightened.
Before regrinding a crankshaft, it should be crack
detected. De-magnetize after crack detecting.
Data for crankshaft re-grinding is given on Page H.4.
After regrinding, the sharp corners on the oil holes should
be removed and the crankshaft crack detected and
de-magnetized.
Note: It is important that the radii on the main journals and
crankpins are maintained.

6.3544 Series Workshop Manual, October 1989

 C R A N K S H A F T AND MAIN B E A R I N G S H4

H.5

The regrind dimensions are as follows see Fig. H.5.

0.010 in (0,25 mm) 0.020 in (0,51 mm) 0.030 in (0,76 mm)

A 2.9884/2.9896 in 2.9784/2.9796 in 2.9684/2.9696 in
(75,91/75,94 mm) (75,65/75,68 mm) (75,40/75,43 mm)
B 2.4888/2.4898 in 2.4788/2.4798 in 2.4688/2.4698 in
(63,22/63,24 mm) (62,96/62,99 mm) (62,70/62,73 mm)
1.759 in (44,68 mm) maximum
.J
1.489 in (37,82 mm) maximum
£ 1.554 in (39,47 mm) maximum
F
1.5965 in (40,55 mm) maximum
R 0.145/0.156 in (3,68/3,96 mm) radius all pins and journals
I Surface finish of 16 micro inches (0,4 microns) of the crankpins, journals and the fillet radii (R) must be maintained during
I regrinding.

Maximum run-out with the crankshaft mounted on the end main journals.
Independent readings.

Crankshaft Pulley Rear Oil Seal Ffywheel Flange

Diameter T.I.R. Diameter T.I.R. Diameter T.I.R.
0.002 in (0,05 mm) 0.002 in (0,05 mm) 0.002 in (0,05 mm)
Journals T.I.R. — Run-out must not be opposed :

Number 1 Number 2 Number 3 Number 4

Mounting 0.004 in (0,10 mm) 0.008 in (0,20 mm) 0.010 in (0,25 mm)
Number 5 Number 6 Number 7
0.008 in (0,20 mm) 0.004 in (0,10 mm) Mounting
The difference in run-out between any two adjacent bearings must not be greater than 0.004 in (0,10 mm).

T o Fit Crankshaft Position the crankshaft.

Ensure that the oilways in the cylinder block and
Oil the two upper thrust washers and slide into the
crankshaft are free from obstruction.
recesses on either side of the centre main bearing
Check the main bearing setscrews for stretch or damage. housing.
If they are to be replaced, only use Perkins genuine
Clean the main bearing caps and place the lower halves
spare parts.
of the bearings, with the tabs correctly located, into
Clean the bearing housings; place the top half bearings position. Liberally oil and place the caps in position
in position and liberally oil. making sure that the cap to cylinder block locating

6.3544 Series Workshop Manual, October 1969

 C R A N K S H A F T AND MAIN B E A R I N G S

thimbles are in place and that the caps, which are

numbered one to seven are fitted to the relevant main
bearing housings. Care must also be taken to ensure that
the caps are fitted so that the cylinder block serial number,
which is stamped on the cylinder block bottom (ace
as well as on each cap, read in line, see Fig. H.6.
Before fitting the centre main bearing cap, place the
tower halves of the thrust washers into the recesses on
either side of the cap.
Fit a new shim washer to each main bearing cap setscrew
and lightly oil.
Note: The washers for the setscrews of the main bearing
caps are not fitted on the latest engines.
Tighten the setscrews to a torque of 200lbfft (27,7kgfm) or
270 Nm.
Check the crankshaft end float for a clearance of 0.002/
0.015 (0,05/0,38mm). Oversize thrust washers may be
fitted.
Refit the connecting rod caps and big end bearings.
Refit the front and rear bridge pieces to the cylinder
block using jointing compound between the bridge
pieces and the cylinder block at the setscrew holes. Check
with a straight edge to ensure that the end faces of the
bridge pieces are flush with the end faces of the cylinder
block, see Fig.H.7. Insert new rubber oil seals, see Fig. H.6.
A cast iron bridge piece has been introduced which uses
POWERPART Hylosil instead of the rubber seal in the
groove at each end of the bridge piece.
The earlier and the latest bridge pieces are the same
except the groove at each end of the new bridge pieces is
cast and is off-centre.
The latest engines have setscrews instead of studs to
fasten the sump to the rear bridge piece. The threads of the
setscrews have a sealant that is applied by the
manufacturer. When these fasteners are to be fitted again,
ensure that the threads of the fasteners and of the bridge
piece are clean and a suitable sealant is applied to the
threads of the fasteners.
The procedure used to fit the latest bridge piece is the

H.8

H.6

6.3544 Series Workshop Manual. October 1989

 C R A N K S H A F T AND MAIN B E A R I N G S H6

I same as given for the earlier bridge piece, except for the
1 instructions given below.
I Apply a Vein (3,0mm) bead of POWERPART Hylosil along
I the corner in the top of the recesses in the cylinder block for
| the bridge piece.
I When the bridge piece is in position and the capscrews
I have been tightened, inject POWERPART Hylosil into the
I groove at each end of the bridge piece until the groove is
| completely full.
I Note: When the sump joint is removed, damage can occur
| to the Hyiosil seal in the grooves of the bridge piece. If the
| seal is damaged, apply sufficient Hylosil to completely fill
| the grooves.
Fit new seal in the rear main oil seal housing and refit
the housing.
Refit the pipe from reducing valve to cylinder block
(T6.3544 only) lubricating oil suction pipe and sump.
Refit the timing case, camshaft gear and auxiliary drive
gear, see Page J.2.
Refit the crankshaft pulley employing the following
recommended procedure.
(a) Remove oil and grease from pulley bore, shaft,
locking elements and spacer, but do not use a
degreasing solution. Do not expand the rings
beyond their free state.
(b) Fit pulley to shaft, lining up key and keyway.
(c) Insert the spacer (1) into the pulley bore over the
shaft, followed by the inner (2) and then the outer
(3) locking elements, ensuring that the slots do not
coincide, see Fig. H.9.
Note: Where power take-off at the front end of the
crankshaft is critical, then two pairs of locking elements
are fitted — see Fig. H.9 (2) and ( 3 ) .
(d) Fit the thrust block (5) with " O " ring (4) into the
pulley bore.
(e) Lightly oil screw threads and underside of screw
heads before fitting. Do not use molybdenum
disulphide.
(f) Push pulley fully home and tighten setscrews to
establish a firm connection.
(g) Tighten screws evenly and in several stages until a
final torque of 65lbfft (9,0kgfm) or 88 Nm is
achieved, see Fig. H.10.
Check tightening torque on each screw.
Refit and correctly align the flywheel housing and
flywheel, see Page P.2.
Rebuild engine into vehicle or machine. Fill the sump
to the correct dipstick level with a recommended oil. H.10
With turbocharged engines do not fire the engine until
checking for lubricating oil at the turbocharger.

Crankshaft Rear Oil Seal

A circular spring loaded lip seal locates on the periphery of the
rear flange of the crankshaft.
This seal is easily damaged and extreme care should be
taken when handling and fitting it to its housing or to the
crankshaft. Any visual damage across the lip of a new seal will
cause leakage and prevent bedding in of the seal.

6 3544 Series Workshop Manual, October 1989

 C R A N K S H A F T AND MAIN B E A R I N G S H7

To Fit Oil Seal in its Housing

Earlier seals have a flat rear face, as shown in Fig. H.11
whereas the latest seal has a dust lip protruding from the rear
face, as shown in Fig. H.12.
On production, the old type seal was fitted flush with the rear
face of the housing (Fig. H.I t) but the new type seal is fitted
deeper into the housing at "A", Fig. H.12.
In service, when a new seal is fitted to a worn crankshaft, it
should be pressed further into the housing. In the first
instance, it can be pressed in to Vein (3,2mm) for old type
seals or position "B" for new type seals or, if this position has
been used, to Vain (6,4mm) for old type seals or position "C"
for new type seals.
If a new type seal is used in place of an exisiting old type seal,
position "C" should be used it the old seal was fitted Vain
(3,2mm) below the housing face.
If all three positions have been used, it may be permissible to
machine the worn sealing area of the crankshaft flange, but
not the spigot area on which the flywheel locates - See Fig.
H.13.
When a new seal is fitted to a new or reconditioned crankshaft
in service, it should be fitted in the production position, but if
the latest seal is not to be used in a wet back end application,
it can be fitted flush with the housing rear face ("D", Fig.
H.12).
When pressing in the latest type seal, ensure that the adaptor
has a suitable recess to clear the protruding dust lip. Tool
PD145C can be used with both type seals. H.11
Before fitting the seal in the housing, carefully examine the
seal for damage especially on the lip and outside diameter.
Using clean engine lubricating oil, lubricate the outside dia-
meter of the seal and the inside diameter of the housing.
• >(... D
Press the seal into the housing to the required position, taking
care that the seal is entered and pressed in squarely,
otherwise damage to the outside diameter of the seal may 0*
occur or, if not square in the housing when fitted to the engine,
it may leak.
A 0.09m (2.2nim|
To Fit Oil Seal and Housing
The seal and housing should be fitted, using seal guide B O.IBin [4,Gmmj
PD145C,as follows:—
Clean the faces of the cylinder block and the oil seal housing
and the outside diameter of the crankshaft flange. C 0.27in (6.9mm)

Check that the seal and the outside diameter of the crankshaft
flange are not damaged. Where a new seal has been fitted,
check that it is in the correct position in the housing, as H.12
detailed above.
Ensure that the two dowels are fitted in the cylinder block.
Coat both sides of the housing joint with Perkins (Hylomar)
Jointing Compound and position the joint over the dowels in
the block.
Using clean engine lubricating oil, lubricate the crankshaft
flange, the seal and the seal guide. The lubrication of the seal
is necessary to prevent damage that may be caused by initial 5-243 in
dry running.
(133,17mm)
Position the seal and housing on the seal guide, locate the MIN
guide on the crankshaft flange and gently press the seal and
housing into position on the flange, locating the housing on its
dowels.
Withdraw the guide and secure the housing with setscrews
and washers.

%in (4,Bmm)
6.3544 Series Workshop Manual, October 1989
 SECTION J
Timing Case and Drive
 TIMING C A S E AND DRIVE J2

To Remove Timing C a s e , Camshaft If the latest seal, with a dust seal lip, is used in place of an
Gear and Auxiliary Drive Gear earlier type seal, a clean locating surface for the dust lip must
Slacken the generator mounting bolts and remove the be provided on the pulley boss. Clean paint, etc. from the
drive belts. pulley for a distance of %in (9mm) forward of the lip seal
location.
Where necessary, remove the water pump.
Press the seal into position from the front until the flat front
Remove the crankshaft pulley, see Page H.2.
face of the seal is 0.265/0.285in (6,73/7,24mm) below the
Remove the camshaft gear and auxiliary drive gear covers. front face of the timing case, see Fig. J.4.
The camshaft gear securing setscrew and washers can
now be removed. Extract the gear from the camshaft, see
Fig. J.2.
I Note: The threads of the removal holes in the camshaft gear
| have been changed from Vis in UNF to M8x 1,25mm on the
| latest engines. Gears with metric threads will have a letter
I 'M' formed on the front face of the gear near one of the
I threaded holes.
| Metric adaptor screws PD.155B-5 can be obtained from
| V.L. Churchill Limited for use with the removal tool PD.155B
j orthelatestremovaltoolPD.155C.
Remove the retaining plate securing the auxiliary drive
gear to the auxiliary drive shaft hub and withdraw the
gear, see Fig. J.3.
The timing case securing setscrews, lower nuts and timing
case can now be removed.

To Renew Crankshaft Front Oil Seal

Using a press, remove the oil seal from the timing case.
Alternatively, the seal may be tapped out.
Early seals were black with a flat front face. Later seals were
red and also had a flat front face. Current seals are black and
have a protruding dust seal lip at the front. An oil thrower is
fitted between the crankshaft gear and pulley with the early
black seals but this is removed and a spacer or longer pulley
is fitted with the later red and black seals. J.2

6.3544 Series Workshop Manual. October 1939

 TIMING C A S E AND DRIVE J3

To Refit Timing C a s e , Camshaft Gear

and Auxiliary Drive Gear
Remove the rocker cover and slacken the rocker assembly
securing setscrews.

Turn the crankshaft until Nos. 1 and 6 pistons are at T.D.C.

with the keyway in the crankshaft gear at T.D.C.
If the double dot on the lower idler gear is not in line with the
single dot on the crankshaft gear, remove the idler gear and
replace with the marks in line.
Position the timing case with a new joint on the cylinder
block by means of two opposite setscrews fitted loosely.
Centralise the case by locating the timing case central-
ising tool PD.163 on the crankshaft and in the seal
housing and tighten the assembly by means of the
crankshaft pulley setscrews and the washer provided.
Do not overtighten. Tighten all the timing case set-
screws and nuts and remove the tool. If the centralising J.3
tool is not available, the crankshaft pulley can be used
to centralise the case, but, as this method utilises the
inside diameter of the seal which is soft, the case may 0.265/0.285In I
not be truly central and leaks may occur. (6,73/7,24 mm) |

If the latest type of crankshaft oil seal with a protruding dust

seal lip at the front is fitted, ensure that the centralising tool
has a suitable recess in it to dear the dust seal lip.
Position the camshaft so that the key is aligned with
the keyway in the camshaft gear and at the same time,
the timing marks on the camshaft and idler gears are
aligned.
Draw the gear onto the camshaft by fitting the gear
retaining washer, tabwasher, shimwasher and setscrew.
Tighten the setscrew to a torque of 50 Ibf ft (6.9 kgf m) or
68Nm, and lock with the tabwasher.
Refit the camshaft gear cover plate.
Before fitting the auxiliary drive gear, remove the fuel
injection pump, see Page N.6. and turn the auxiliary drive
shaft until the slot in the vertical fuel pump drive hub aligns
with the slot in the fuel pump adaptor plate, see Fig. K.2.
With the engine set in this position, fit the auxiliary
drive gear so that the three setscrew holes in the shaft are
within the three slots of the gear.
Secure the gear with the retaining plate and setscrews.
Refit the auxiliary drive gear cover plate.
Refit the fuel injection pump, see Page N.6.

Tighten the rocker assembly and adjust the valve

clearances to O.OOBin (0,20mm) for inlet valves and
0.018in (0,45mm) for exhaust valves cold and replace
the cover.

Refit the crankshaft pulley, see Page H.6.

Fit the drive belts and retighten the generator.

9.3544 Series Workshop Manual, October 1983

TIMING C A S E AND DRIVE J4

To Remove Idler Gears and Hubs

Remove the timing case, see Page J.2.
Remove the self locking nuts securing each idler gear
thrust plate.
Remove the retaining plates and withdraw the gears,
see Fig. J.5.
Withdraw the hubs.

To Refit Idler Gears and Hubs

Turn the crankshaft until Nos. 1 and 6 pistons are at
T.D.C. with the keyway in the crankshaft gear at T.D.C.
Refit the idler gear hubs, located by dowels, see Fig. J.6.
Ensure that the oilways are clear.
Refit the idler gears and retaining plates so that the
timing marks on the lower idler gear align with the
timing marks on the crankshaft gear.
Using new self locking nuts, tighten to a torque of
36lbfft (5,0kgfm) or49Nm.
Refit the timing case, camshaft gear and auxiliary drive J.7
gear, see Page J.2.
Check the end float which should be 0.004/0.016in
(0,10/0.41 mm), see Fig. J.7.

To Remove Camshaft and Tappets

Remove the timing case, see Page J.2.
Remove the rocker cover, rocker assembly and withdraw
the pushrods.
Remove the fuel lift pump, see Page N.5.
Turn the engine on its side and remove the sump.
Remove the camshaft thrust ring and withdraw the
camshaft, see Fig. J.8.
Remove the tappets.

To Replace Camshaft and Tappets

Refit the tappets, camshaft and sump.
Fit the camshaft thrust ring so that it is correctly
positioned on the dowel, see Fig. J.9.
Check the protrusion of the thrust ring beyond the
cylinder block front face which should be within the
limits of 0.000/0.005in {0,00/0,13mm).
Refit the fuel lift pump and connections.
Fit the timing case and refit the timing gears, see Page J.2.
Refit the pushrods and rocker assembly.
Adjust the valve clearances to 0.008in (0,20mm) for inlet
valves and 0.018in (0,45 mm) for exhaust valves cold. Refit
the rocker cover.
Refill sump with lubricating oil of an approved grade.

J.9

6.3544 Series Workshop Manual. October 1989

 TIMING C A S E AND D R I V E JS

T o Remove Auxiliary Drive Shaft and

Jiuel Pump Drive Shaft
Remove the timing case, see Page J.2.
flemove the compressor and auxiliary pump (if fitted) and
couplings.
Remove the fuel injection pump, see Page N.6.
With a twisting motion, withdraw the auxiliary shaft and
the two 180° half thrust washers, see Fig. J. 10.
Remove the fuel pump adaptor plate complete with
rubber sealing ring and bush.
Withdraw the upper thrust collar complete with piston
ring seal, see Fig. J.11.
The fuel injection pump and lubricating oil pump drive
shaft complete with wormwheel can now be pulled up
and removed, see Fig. J.11.

The wormwheel is shrunk on and punch peened to the

drive shaft. In the event of the gear requiring renewal,
the gear and shaft assembly should be replaced. The
lower thrust collar and bush will remain in its location
in the cylinder block and can be removed by removing
the sump and lubricating oil pump.

With the use of a special tool PD 140 with adaptor 140-3

the thrust collar and bush can now be withdrawn, see
Fig. J.12. Some earlier engines did not have a bush
fitted.

Where necessary, renew the auxiliary drive shaft front

and rear bushes in the cylinder block. It is advisable
that these be drawn into the block by means of a
suitable threaded bar and adaptors.

J.12

?6.3S44 Series Workshop Manual, October 1989

TIMING C A S E AND DRIVE J6

To Refit Auxiliary Drive Shaft and Fuel Pump

Drive Shaft see Fig. J.13.
Refit the lower thrust collar assembly and press into
position.
The wormwheel and fuel pump drive assembly can
now be fitted.
Fit the upper thrust collar with the piston ring seal
in its location.
Refit the lubricating oil pump and sump, filling with
oil to an approved grade.
Fit the fuel pump adaptor plate assembly, complete with
bush sealing ring and joint, so that the timing mark
scribed on flange is adjacent to the outside securing
stud.
Where oil leaks past the adaptor plate "O" ring occur in
service, the "O" ring should be renewed and a joint (Pt. No.
36822118) fitted between the adaptor plate and the cylinder
block.
J.13
Fit the auxiliary drive shaft into position with the
thrust washer halves fitted around the groove in the
shaft, finally locating in the cylinder block recess with
two opposite butt faces located by a dowel, see Fig. J.14.
The end float of the drive shaft is controlled by
the clearance between the thrust washers, (which are
held in position by the timing case) and the groove
of the drive shaft.
The end float is between 0.0025in and 0.009in (0,064mm
and 0,23mm).
Replace the timing case, timing gears and fuel pump.

Auxiliary Drive Spray Tube

The auxiliary drive gears are lubricated by oil directed
onto them by a spray tube.
The spray tube is a push fit in the auxiliary drive housing
and sealed with a " D " plug.
During engine overhaul, this spray tube should be
removed and cleaned.
New cylinder blocks supplied as loose parts are not
fitted with this spray tube, therefore when renewing a
cylinder block, ensure that the tube is transferred from
the old block, or a new one fitted {see Fig. J.15). J.14

Checking the Timing Gear Backlash PART SIDE VIEW ON AUX. DRIVE HOUSING
Remove the camshaft gear and auxiliary drive gear
covers.
Check the backlash between the timing gears using a
clock gauge or feeler gauges.
The backlash should be 0.003 in (0,08 mm) minimum.

f SPRAY TUBE PORT

J.15

6.3544 Series Workshop Manual, October 1989

SECTION K
Timing
TIMING K2

Timing Marks I to move counter-clockwise. The angular position between

The crankshaft, main idler and camshaft gears are stamped I these two points is the accurate TDC position. This is
to ensure that they are assembled correctly, see Fig. K.1. | because there is a small crankshaft movement without any
| vertical movement of the piston. If necessary, a pointer
The stamped teeth of the crankshaft and the camshaft
| could be fitted in a suitable position to assist in the accurate
gears will be in mesh with the main idler gear when the
I location of the correct point.
piston of number 1 cylinder is at top dead centre (TDC) on
the compression stroke. The stamped teeth of the main
idler may not necessarily be in mesh in this position, due to
the different speeds at which the gears rotate.
The auxiliary drive gear and its idler gear are not stamped
as the auxiliary drive gear has slots for the adjustment of the
drive for the fuel injection pump.

How to Set the Accurate T D C Position of

Number 1 Piston
This procedure can be used where there are no marks on
the engine to set the piston of number 1 cylinder to TDC.
Remove the rocker cover. Turn the crankshaft, clockwise
from the front, until the push rod for the inlet valve of
number 6 cylinder just tightens. Remove the valve spring(s)
from the first valve using Churchill tool 6118B. Fit a suitable
collar near the top of the valve stem to prevent the valve
from falling into the cylinder if the crankshaft is turned too
far.
Put a dial test indicator in position so that the plunger of the
dial gauge is on the top of the valve stem and with a reading
on the gauge. Turn the crankshaft slowly clockwise, from
the front, until the clockwise movement of the dial gauge
pointer stops. Continue to turn the crankshaft slowly in the
same direction until the pointer of the dial gauge just starts

6.3544 Series Workshop Manual, October 1999

 TIMING K3

To Reset Engine Timing I How to C h e c k the B a s i c Timing (CAV a n d

It is assumed that the timing case and all the timing I B o s c h Fuel Injuction Pumps)
gears have been removed and require replacing with I Set the piston of number 1 cylinder at TDC on the
the knowledge that the valve and fuel pump timing I compression stroke; the inlet valve of number 6 cylinder has
will be to the original setting. I just opened and the exhaust valve is not fully closed, see
To reset the timing to the original markings, proceed | page K.2.
as follows: Remove the fuel injection pump and ensure that the slot in
Remove the rocker assembly, push rods and atomisers. the fuel pump driving hub is in alignment with the slot in the
j fuel pump adaptor plate.
Turn the engine crankshaft until Nos. 1 and 6 pistons are
at T.D.C. If these slots are not in tine, the necessary adjustment
should be made on the fuel pump drive gear, through the
That this has been obtained may be checked by
aperture in the timing case.
observing that the keyway for the crankshaft gear is at
T.D.C. This adjustment may be effected by slackening off the three
gear securing setscrews and turning the auxiliary drive
Place the two idler gears in position on their respective
shaft by means of the setscrews.
hubs, making sure that the double line timing mark
on the left hand gear is opposite the single line timing When the timing is found to be correct, refit the fuel pump
mark on the crankshaft gear (see Fig. K.t). Then tighten ensuring the scribed line on the mounting flange coincides
the securing nuts to the correct torque (see page B.2). with the scribed line on the fuel pump adaptor plate (see
Replace the timing case and secure it to the cylinder Fig. K.5).
block.
Fit crankshaft pulley as detailed on Page H.6.
With the engine still in the T.D.C. position, refit the
camshaft gear with the double dot timing mark opposite
the single dot timing mark on the idler gear.
Draw gear onto camshaft and fit washer, tab washer, shim
washer and retaining setscrew. Tighten setscrew to the
correct torque (see page B.2) and lock with tab washer.
I Set the piston of number 1 cylinder to the accurate TDC
| position (see page K2). Turn the fuel pump drive shaft until
the machined slot in the fuel pump driving hub is in line with
the machined slot in the fuel pump adaptor plate (see Fig.
K.2).
Fit the fuel pump drive gear with the part number to the
front so that the three setscrew holes coincide with the
holes in the fuel pump drive shaft when it is in mesh with the
idler gear and secure in this position.
Ensure when fitting the gear, that the two machined slots
remain in line.
Fit timing gear covers to the timing case.
Fit the fuel pump ensuring that the scribed line on Its pump
flange coincides with the scribed line on the fuel pump
adaptor plate (see Fig. K.5).
With later Bosch fuel pumps, this scribed line is on the top
of the mounting flange.
| Remove the dial test indicator and fit the valve spring(s) to
| the first valve.
| Fit the push rods and the rocker shaft. Set the valve
| clearances.
1 Fit the atomisers and fuel pipes.

I Basic Timing of the Fuel Injection Pump

1 Set the piston of number 1 cylinder at TDC on the
I compression stroke; the inlet valve of number 6 cylinder has
I just opened and the exhaust valve is not fully closed.
I The slot in the master spline of the drive for the fuel injection
I pump should be in alignment with the slot in the adaptor
I plate of the fuel pump, see Fig. K.2. With the drive for the
j fuel injection pump in this position and the fuel pump fitted,
| the mark on the adaptor plate should be in alignment with
| the mark on the flange of the fuel pump, see Fig. K.5.

K.2
6.3544 Series Workshop Manual, October 1969
 TIMING K4

1 2 3 4 5 6
I How to C h e c k the Engine C h e c k Angle
I (with Churchill Tool MS.67B)
I Set the piston of number 1 cylinder at TDC on the
I compression stroke; the inlet valve of number 6 cylinder has
I just opened and the exhaust valve is not fully closed, see
I PageK2.
Remove the fuel injection pump.
| Release screw (5) — Fig. K.3. — and position splined
shaft (6) so that the larger splined adaptor Is to the front of
the tool.
Ensure that the slotted pointer (2) is positioned with the slot
to the front of the tool and chamfered sides of the slot are
outwards. At this stage, the slotted end of the pointer
should be kept well back from the front of the body. Ensure
that the flat in the washer fitted behind pointer securing
screw (3) is located over pointer.
Release the bracket screw (4) and set bracket so that the
chamfered edge is in line with the relevant engine check
angle. This angle can be obtained by reference to the fuel
pump setting code and table given on Page B11.
Fit timing tool to the engine in the fuel pump position
ensuring firstly that splined shaft with master spline is fully
located in pump drive shaft and then that the register of tool
Is seated in fuel pump locating aperture. Lock splined shaft
in tool. If pointer is 180° from timing mark, engine is
probably on its wrong stroke, in which case, remove the tool
and set the engine on correct stroke.
Slide the slotted pointer downwards so that the end of
| pointer abuts flange — see Fig. K.4.
Turn timing tool by hand in opposite direction to pump
rotation (shown on pump nameplate) to take up backlash
and then check that timing mark on fuel pump adaptor is in
line with slot of pointer. If timing mark does not align, the
position of the auxiliary drive shaft should be altered
relative to its drive gear. The holes in the auxiliary drive gear
are slotted to allow for adjustment.
When engine timing is correct, remove the tool.
Where necessary, the fuel pump marking angle can be
checked by using timing tool as described later.
| Refit fuel pump to engine as given on Page N6. Remove the
| dial test indicator from the first valve. Refit No. 1 inlet valve
Stem seal, valve springs, spring cap and collets. Then set
valve clearance to 0.008'm (0,20mm).

6.3544 Series Workshop Manual. October 1969

 TIMING K5

How to C h e c k the Timing of a C A V Fuel

Injection Pump
There is a rotor in the pump bearing a number of scribed
lines, each one having an individual letter (see Fig. K.6). A
timing circlip is positioned inside the pump which has to be
set so that when the appropriate scribed line on the fuel
pump rotor aligns with the straight edge of the circlip, it
denotes commencement of injection (static timing).
To set the timing circlip, it is necessary to remove the pump
from the engine and fix the position of the circlip by
connecting No. 1 cylinder outlet connection (X) (see Fig.
N.12) on the pump to an atomiser tester and pump up to
I 1
30atm 440lbfin or (31 kgfcm ). Turn the pump by hand in
the normal direction of rotation until it locks up. The squared
end of the circlip should now be adjusted until it lines up
with the letter " P on the pump rotor. K.6
Ensure the fuel pump is correctly fitted with the scribed line
on the mounting flange coinciding with the mark on the fuel
pump adaptor plate.
Position the crankshaft so that No. 1 piston is at TDC on its
compression stroke.
Remove the rocker cover.
Remove the collets, spring cap and springs from No. 1 inlet
valve and allow the valve to rest on top of the piston.
Reposition the valve stem seal to the collet groove to
prevent the valve from dropping into the cylinder.
With the aid of a dial gauge in contact with the end of the
valve now sitting on No. 1 piston, it will be necessary to
position the crankshaft so that the piston will be at its static
timing point (see Page B11).
To do this, turn the crankshaft in the opposite direction to
normal rotation, approximately an eighth of a turn BTDC
and then forward until the required position is registered on
the dial gauge. This enables the backlash in the timing
gears to be taken up.
Remove the flat inspection plate on the fuel pump enabling
the rotor to be seen.
With No. 1 piston at the static timing point on its
compression stroke, the scribed line on the rotor marked 'F'
should align with the straight edge of the timing circlip. See
| Fig. K.6.
If the timing marks do not align, release the nuts securing
the fuel pump and twist the pump body in the required
direction until the marks align. Further adjustment can be
made by turning the auxiliary drive shaft, after first
releasing the auxiliary drive gear securing setscrews.
If after both these adjustments, the timing marks do not
j align, it could mean the auxiliary drive gear has been fitted
incorrectly.

6.3544 Series Workshop Manual, October 1969

 TIMING K6

I How to C h e c k the Timing of a B o s c h Fuel

I Injection Pump
Ensure fuel pump is correctly fitted to engine as described
under T o Reset Engine Timing" on Page K2.
1 With the rocker cover removed, set the piston of number 1
I cylinder at TDC on the compression stroke; the inlet valve of
| number 6 cylinder has just opened and the exhaust valve is
j not fully closed.
Thoroughly clean the fuel pump around the vent plug in the
hydraulic head.
Remove the central plug from the end of the pump (C, Fig.
N.14) and fit one of the timing tool assemblies given
below:—
Bosch: Body 1688 130 045, Extension 1683 458 019 and
Dial Indicator 1687 233 012.
Churchill: Adaptor MS107 and Dial Indicator SM991 A.
Ensure dirt does not enter the pump.
Ensure that the dial indicator plunger is depressed at least
0.118in (3mm) to cover the plunger lift which is 0.110in
(2,8mm).
Turn the engine in each direction to obtain BDC of the pump
plunger and set the dial indicator to zero at this point.
I Reposition the crankshaft at TDC No. 1 cylinder
j compression and using tool No. 6118B, remove the collets,
| spring cap and springs from No. 1 inlet valve (see Fig. K.7)
and allow the valve to rest on the top of the piston.
Reposition the valve stem seal to the collet groove to
prevent the valve from dropping into the cylinder.
Position a dial indicator with the plunger resting on top of
the valve stem, determine exact TDC position and zero the
I dial indicator, see Fig. K.6.
I Turn the crankshaft in the opposite direction to normal
rotation approximately Va of a turn and then turn in the
normal direction of rotation until the dial indicator indicates
I that the piston is in the correct position for the static timing
| angle of the fuel injection pump, see page B11.
At this position, the dial indicator on the fuel pump should
read 0.0394in (1 mm) — see Fig. K.8.
Adjust timing as necessary by releasing the three screws
securing the auxiliary drive gear to the auxiliary drive shaft.
If the plunger lift is in excess of 1 mm, turn the auxiliary drive
shaft clockwise and then anti-clockwise until 1 mm lift is
obtained. Secure the gear ensuring the gear backlash is
taken up by holding the gear against the normal direction of
rotation.
If the plunger lift is less than 1 mm, turn the auxiliary drive
shaft anti-clockwise until 1 mm lift is obtained. Secure the
gear ensuring the gear backlash is taken up by holding the
gear against the normal direction of rotation.
Recheck timing as previously detailed.
When timing is correct, turn the engine in the normal
direction of rotation until No. 1 piston is at TDC Refit valve
stem oil seal, valve springs, spring cap and collets. Reset
valve clearance to 0.008in (0,20mm).
Remove the special timing tool from the fuel pump and refit
the plug. If the large inspection plug was removed, tighten
it to 40 Ibf ft (5,5kgf m or 54 Nm or if the small vent plug was
removed tighten it to 7lbfft (104Nm) or 1,0kgfm. If the low
pressure fuel pipes have been disturbed, bleed the system
as described on Page N7.

6.3544 Series Workshop Manual. October 1989

 TIMING K7

I How to C h e c k the Mark Angle of the Fuel

I Injection Pump (with Churchill Tool MS.67B)
Release screw (5) — Fig. K.3 — and remove splined shaft
(6).
Ensure slotted pointer (2) is positioned with slot to rear of
tool and chamfered side of slot outwards. At this stage,
slotted end of pointer should be kept well back towards
body of tool. Ensure that flat in washer fitted behind pointer
securing screw (3) is located over side of pointer.
With CAV pumps, connect No. 1 outlet connection of the
| pump (marked "X"), see Fig. N.12, to an atomiser tester
! a
and pump up to 30atm 440lbfin or (31kgfcm ). If a
pressurising valve is fitted, this must be removed.
Release bracket screw (4) — see Fig. K.3 — and set
bracket to that the chamfered edge is in line with relevant
pump marking angle (see Page B11).
Position timing tool on pump drive with master splines
engaged and tool located on spigot — see Fig. K.9.
With CAV pumps, turn the pump in the normal direction of
K.9
rotation as shown on name plate until it "locks up".
With Bosch pumps, ensure that the keyway in the fuel pump timing tolerance is plus or minus 1
2 /2°.
I drive shaft is in line with No. 1 outlet marked "D", see Fig.
| N.13 on the hydraulic head. 4. When the valve timing is found to be correct, reset
valve clearance.to 0.008 in (0,20 mm) cold.
Remove the central plug from the end of the pump (C, Fig.
N.14) and fit one of the timing tool assemblies given includes T6.3544 North America vehicle engine.
below:— Note: There is no adjustment provided for value timing. If
Bosch: Body 1688 130 045, Extension 1683 458 019 and the timing is found to be incorrect, then the gears can only
Dial Indicator 1687 233 012. be one or more teeth out of correct mesh.

Churchill: Adaptor MS107, and Dial Indicator SM991 A.

Ensure dirt does not enter the pump.
Turn the pump against the normal direction of rotation and
zero the dial indicator when the plunger is at BDC Then turn
pump in normal direction of rotation unit 0.0394in (1 mm) of
lift is obtained on the pump plunger.
In these positions (for both CAV and Bosch pumps) slide
the pointer (2) of the timing tool — Fig. K.3 — forward until it
is halfway over the pump flange and check that timing mark
on the flange is central to the slot in the pointer — see Fig.
K.9.
If necessary, remove incorrectly positioned mark and make
a new mark in the correct position on the pump flange.
Remove timing pool from Bosch pumps and refit the plug. If
the large inspection plug was removed, tighten it to 40lbfft
(54Nm), 5,5kgfm or, if the small vent plug was removed,
tighten it up to 7lbfft (10Nm), 1,0kgf m.

C h e c k i n g Valve Timing
1. Turn the crankshaft until the valves on No. 6 cylinder are
rocking. In this position, set the clearance on No. 1 inlet
valve to one of the following clearances according to
the part number which is stamped on the rear of the
camshaft:

Camshaft Part No. Clearance

31416207 0.051 in (1,30 mm)
31416222 0.026in (0,66mm)
31416302 0.051 in (1,30mm)
31416303 0.047in (1,19mm)
31416304* 0.060in (1,52mm)

2. Turn the crankshaft in the normal direction of rotation

until the push rod of No. 1 inlet valve just tightens.
3. Check that Nos. 1 and 6 pistons are at TDC The valve

6.3544 Series Workshop Manual, October 1969

 SECTION L
Lubricating System
LUBRICATING SYSTEM L2

ROCKER SHAFT ASSEMBIY

1

©, © CAMSHAFT ©. ©.

© CRANKSHAFT ©
/
1/
© © © © © \
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© © © ©
IDLERS MAIN OIL GALLERY

© ® © © © ©

PISTON COOLING JET GALLERY

AUXILIARY
DRIVE

BY PASS BY PASS
_
r * 1
l
RELIEF
COOLER FILTER
VALVE

TURBOCHARGER

^ ^ <j <j
'— > o o o o <
o o o o o
/ SUMP

L.1

Note: Piston cooling is only applicable to most

turbocharged engines except current T6.3544 engines
titted to generating sets and an oil cooler is not always
fitted to naturally aspirated engines. By-pass valves are
not incorporated in oil coolers fitted to naturally aspirated
engines.
 LUBRICATING SYSTEM L3

Oil Circulation
The lubricating oil pump draws oil through the suction
pipe and strainer to an oil cooler, cooled by water from
the engine cooling system. Oil coolers are not always
fitted to naturally aspirated engines. From the oil
cooler, oil passes through a full flow filter to the main
pressure rail drilled the length of the cylinder block.
Drillings in the crankcase webs feed oil from the main
gallery to the main bearings and drillings in the crankshaft
carry oil to the big-end bearings. Through drillings
in Nos. 1, 3, 5 and 7 crankcase webs, oil passes from
the main bearings to lubricate the camshaft bearings.
No. 2 camshaft bearing supplies a controlled feed of oil
to the rocker shaft assembly which escapes through a
small bleed hole in each rocker lever to lubricate the
valves and springs.
With most turbocharged engines, the pistons are cooled by
lubricating oil being sprayed on their undersides by piston
cooling jets.

Pistons fitted to naturally aspirated engines are not

cooled and cooling jets are not fitted.
The feed for the piston cooling jets is controlled by a
two stage pressure relief valve situated after the oil
cooler and comes into operation at a specified pressure
after oil is flowing freely to the main working parts of the
engine.
Lubrication for the timing gears is taken from the oil
passages connecting the pressure rail with the front
main bearing and auxiliary drive.
The two idler gear hubs intersect these drillings and oil
is passed through the hubs to radial drillings in the
idler gears to lubricate the teeth of the gear train.
The auxiliary drive shaft bearings are lubricated by a
drilling from the pressure rail to the front auxiliary
drive shaft bearing. The oil then passes around a groove
in the bearing journal and through a further drilling
along the outer side of the auxiliary drive housing to the
rear auxiliary drive shaft bearing.
Lubricant for the upper fuel pump bearing is also
taken from this drilling.
Also connected with the outer drilling is a small spray
tube, which directs oil onto the wormwheel and
L.3
wormgear.
Oil pressure is controlled by a pressure relief valve that
returns excess oil to the sump.
The filter is provided with a by-pass facility in the event
of blockage. Oil Strainer
Oil coolers fitted to naturally aspirated engines do not The oil strainer is part of the oil pump suction pipe.
have by-pass valves. There is no periodic servicing on this strainer but it
should be cleaned whenever the sump is removed.

To Remove Sump
Lower the sump by releasing all flange setscrews and nuts. To Remove Oil Pump
Remove the sump and then the setscrews securing
the oil pump to cylinder block and withdraw the oil
pump, see Fig. L.2.
T o Replace Sump
Place the sump in position and secure by fastening the
nuts on the four studs located in the bridge pieces. To Dismantle Oil Pump, see Fig. L.3
The securing setscrews can now be inserted. Remove the suction pipe and bottom cover of the oil
Tighten the setscrews and nuts to a torque of 15 Ibf ft pump.
(2,1 kgf m) or 20Nm. The shaft, inner and outer rotors can now be removed.

6.3544 Series Workshop Manual, October 1989

LUBRICATING SYSTEM L4

Inspection of Oil Pump

The inner rotor may have 4 or 6 lobes and the outer rotor 5 or
7 lobes.
Inspect the rotors for cracks or scores.
Install the drive and driven rotors in the pump body.
The two sections of the outer rotor can be fitted in
any order.
Check clearances given on Page B9, between inner
and outer rotors, see Fig. L.4, rotor end float, see Fig. L.5,
and clearance between outer rotor and pump body, see
Fig. L.6.
These clearances are applicable to a new pump and are
to be used as a guide.
If the pump is faulty, it must be replaced as a complete
unit as parts are not supplied individually.

To Re-assemble and Refit Oil Pump

With the inner and outer rotors fitted into the pump
body, refit the end cover with the locating dowels in L.4
position and with the joint faces smeared with a suitable
jointing compound.
Prime the pump with clean lubricating oil.
The oil pump assembly and joint can now be fitted into
its location in the cylinder block and secured with two
setscrews and washers.
Refit the suction pipe and strainer.
Replace the sump, and refill with oil to an approved
grade.

To Remove and Dismantle the Pressure

Relief Valve Assembly see Fig. L.7
Remove the sump and then the pipe from valve to
the cylinder block (T6.3544 only).
Release the two securing setscrews and remove the
valve.
Remove the circlip which will enable the spring seat,
spring and plunger to be withdrawn from the valve bore.

L.5
To Assemble and Refit the Pressure
Relief Valve Assembly
Replace the plunger, spring and spring seat in the valve
bore and refit the circlip.
Using a new joint, refit the valve assembly to the
cylinder block.
Refit pipe from valve to the cylinder block. (T6.3544 only).
With turbocharged engines, the first blow off stage to feed
the piston cooling jets should reach a steady flow at
J I
30/371bf/in* (2,11/2,60kgf/cm ) or 207/255kN/m , relief
a
valve flow should commence at 50/60lbf/in (3,52/
4,22kgt/cm*) or 343/414kN/m*.
With naturally aspirated engines, there is only one blow
off stage, when the relief valve flow should commence
at 50760lbf/in* (3,52/4,22kgf/cm*) or 343/414kN/m*.
Refit the sump and fill with lubricating oil to an approved
grade.

L.6

6.3544 Series Workshop Manual, October 1989

 LUBRICATING SYSTEM L5

Oil C o o l e r s
Oil coolers are fitted to turbocharged engines and some
naturally aspirated engines.
Four different types of cooler are utilised. For turbo-
charged engines having the cooler on the left hand side
of the engine, see Figs. L.8 and L.9.
The oil cooler fitted to the right hand side of turbocharged
engines is shown in Fig. L.10. This cooler has two filter
canisters fitted on the top of the cooler and the cooler
incorporates the oil pressure relief valve.
Where an oil cooler is fitted to the left hand side of
naturally aspirated engines, this is shown in Fig. L.11, and
where fitted to the right hand side of naturally aspirated
engines, then this is shown in Fig. L.12.
Oil passes through the cooler and is cooled by water
flowing through the tubes. A valve is incorporated
into the headcasting which allows oil to by-pass the
cooler in the event of a restriction, where the oil cooler
is fitted to the left hand side of turbocharged engines.
Oil coolers fitted to the right hand of turbocharged
engines or either side of naturally aspirated engines
do not have by-pass valves.

To Remove Oil Cooler

Drain the cooling system also the coolant from the
cooler by removing the drain plug. Drain the lubricating
oil from the cooler by removing the oil drain plug.
Disconnect the cooler inlet and outlet connections.
Remove the oil filter assembly (where fitted) or canisters 1 2
from the cooler casting.
L.8
Release the five setscrews securing the cooler to the
1. Coolant Drain Plug
adaptor or cylinder block and remove the cooler.
2. Lubricating Oil Drain Plug

To Dismantle Oil Cooler

Turbocharged Engines—Left Hand Mounting
(see Figs. L.8 and L.9)
Remove three nuts and washers securing the flanged
tube stack to the cooler body.
Withdraw the tube stack from out of the cooler body.
Remove the "O" rings.
Remove plug and washer from the cooler bypass valve.
Withdraw spring and piston.

To Re-assemble Oil Cooler

Turbocharged Engines — Left Hand Mounting
New "O" rings must always be used.
Lightly oil the rings and their respective locations.
The first "O" ring should then be fitted to the flanged end
of the tube stack, by placing it over the opposite end
and sliding it over the full length of the stack until
its location is reached.
The second "O" ring may now be fitted into the groove
on the unported end of the tube stack.
Carefully insert the tube stack into the cooler body
until the flange locates onto the studs and secure with
spring washers and nuts.
The bypass valve assembly may now be refitted into
the headcasting.
Refit the water and oil drain plugs.

6.3544 Series Workshop Manual, October 1969

LUBRICATING SYSTEM L6

To Dismantle OH Cooler
Turbocharged Engines— Right Hand Mounting
(see Fig. L.tO)
Remove rear clamp plate.
Remove rear " O " ring.
Unscrew three nuts at front of cooler and withdraw tube
stack out of front of cooler body complete with front
plate which is integral with tube stack.
Remove front " O " ring. '-8
To remove oil pressure relief valve, remove end plate
and pipe (which relieves oil to crankcase) and withdraw L.10
spring and plunger.
1. Coolant Drain Plug
To re-assemble cooler, reverse order of dismantling.
New " O " rings should be used which should be lightly
oiled before fitting.

To Dismantle Oil Cooler T 3

Naturally Aspirated Engines—Left Hand Mounting
(see Fig. L.11)
Remove screw complete with locking tab at each end
of the cooler.
Slide the tube stack to the left and remove the right hand
side " O " ring.
Remove the tube stack to the right and remove the left W

hand side "O" ring. t 2

To re-assemble cooler, reverse order of dismantling. L.11

New " O " rings should be used which should be lightly 1. Coolant Drain Plug
oiled before fitting. 2. Lubricating Oil Drain Plug
A new oil cooler assembly was introduced from engine
number TW-— U747552M. The latest oil cooler is fitted to
the left side of both naturally aspirated and turbocharged
engines. The latest oil coolers have a new tube stack fitted
that has an oil seal instead of an "O" ring, see Fig. L. 11 A.
The latest tube stack and oil seal assembly is
interchangeable with the earlier tube stack.

To dismantle the latest oil cooler

Remove the setscrew and the lock plate from each end of
the oil cooler.
Push on the coolant drain plug (or tap) end of the tube stack
to remove it through the coolant connection end of the
cooler. Remove and discard the oil seal on the tube stack
and the "O" rings at each end of the cooler body.

To assemble the latest oil cooler

Fit a new oil seal to the tube stack. Ensure that the seal is
fitted to the correct baffle and that the lip is toward the
coolant drain plug (or tap), see Fig. L.11 A. Ensure that the
Hp of the seal is not damaged.
Lightly lubricate the new "O" rings with clean engine oil and L. 11A
fit them in their recesses at each end of the cooler body.
Fit the lock plate and the setscrew at the coolant connection
end of the cooler. This will prevent damage to the lip of the
oil seal if the tube stack is pushed in too far, as the tube
stack must not be pulled back. Lightly lubricate the oil seal
with clean engine oil. Push the tube stack into the cooler
body until the end of the tube stack touches the lock plate;
do not damage the lock plate. Ensure that the coolant
connection end of the tube stack enters the cooler body at
the coolant drain plug (or tap) end of the cooler. Ensure that
the coolant drain plug (or tap) is at the bottom and the
coolant connections are vertical when the tube is fitted. Fit
the lock plate and the setscrew at the other end of the
cooler and tighten the setscrews of both lock plates.

6.3544 Series Workshop Manuel, October 1989

 LUBRICATING SYSTEM L7

To Dismantle Oil Cooler

Naturally Aspirated Engines — Right Hand Mounting
(see Fig. L.12)
Remove single screw and locking tab at top of cooler.
Remove three screws at bottom of cooler and remove
clamp plate.
Push tube stack down and remove top "O" ring.
Remove tube stack out of top of cooler body and remove
bottom "O" ring.
To re-assemble cooler, reverse the order of dismantling.
New "O" rings should be used, these being lightly oiled
before fitting.
With this cooler, where the coolant feed is taken from
the side of the cylinder block, if it is necessary to replace
the adaptor which is a push fit in the block, then it fnust
be fitted using Loctite Retaining Compound Grade 75.

To Test an Oil Cooler

Suitable adaptors, incorporating pressure connections
must be fabricated to blank off oil ports and water
connections.
To test water side
Fill water side with water and immerse the unit in water,
ensuring absence of trapped air. L.12 t l
2
Pressurise water side with air at a pressure of 30lbf/in 1. Coolant Drain Plug
2 z
(2,11kgf/cm ) or 207kN/m and examine for leaks. 2. Lubricating Oil Drain Plug
To test oil side
With water side filled with water and unit immersed in
3
water, pressurise oil side at a pressure of 90Ibf/in
2 !
(6,33kgf/cm ) or 620kN/m for turbocharged engines or
2 2 J
60lbf/in (4,22kgf/cm ) or 414kN/m for naturally
aspirated engines. Test for two minutes and examine
for leaks.
The tube stack should be rejected if bubbles persist
from the water inlet or outlet connections.

Adaptor— Coolerto Cylinder Block

(where fitted)
The adaptor may be released by removing the securing
setscrew, see Fig. L.13.
When refitting use a new joint and suitable sealing
compound and secure with setscrew, plain washer and
spring washer.

T o Refit Oil Cooler

The joint, lubricating oil cooler to adaptor block, must be
fastened to the oil cooler flange with "an approved adhesive;
"Bostik" clear, "Evostik" or Dunlop SN1901. L.13
There must not be any sealant between the joint and the
adaptor block. This side of the joint must be fitted dry.
Refit the oil cooler to adaptor or cylinder block and
secure with five setscrews, plain and spring washers.
Refit the oil filter with four setscrews and spring washers
or refit filter canisters.
Reconnect the cooler inlet and outlet connections.
Ensuring that the water and oil drain plugs are fitted,
refill the cooling system.
Start the engine, but do not speed the engine until oil
pressure is achieved.
Check for oil and water leaks.

6.3544 Series Workshop Manual, October 1969

LUBRICATING SYSTEM L8

To Renew Lubricating Oil Filter Element

Unscrew filter canister from filter head casting (see
Fig. L.14).
Check that threaded adaptor is secure in head casting.
Discard old canister.
Clean filter head.
Prime the new canister with lubricating oil allowing time
for the oil to filter through the element.
Using clean engine oil, liberally oil the top seal of the
replacement canister.
Screw replacement canister onto filter head until the
seal just touches the head and then tighten by hand
as per the instructions on canister. Where a tool is
available, tighten to 15lbfft (2,07kgfm) or 20Nm.
Run engine and check for leaks.
Where twin filters are fitted, both canisters should be
replaced at the same time.

Note: The oil filter canisters have internal valves to

prevent drain back and a special tube stack, so always
L.14
ensure that the correct replacement is fitted.

6.3544 Series Workshop Manual, October 19B9

 SECTION M
Cooling System
COOLING SYSTEM M2

Circulation of the coolant is assisted by an impeller

type water pump mounted on the front of the cylinder
block, driven by twin belts from the crankshaft pulley.
From the twin volute water pump, the coolant flows
from one outlet into the cylinder block and up into the
cylinder head. Coolant from the other outlet is piped
into the oil cooler where it circulates and is then piped
into the rear of the cylinder block. It then flows up into
the cylinder head.
Where the oil cooler is fitted to the teft hand side of
naturally aspirated engines, the coolant feed is
sometimes taken from the side of the cylinder block
and in this case, the adaptor which is a push fit in the
block must be fitted with Loctite Retaining Compound
Grade 75.
Where no engine oil cooler is fitted, then all the coolant
flows into the front of the cylinder block.
The coolant exits from the front of the cylinder head
into a twin thermostat chamber, and when the thermostats
are in the open position, allows the coolant to pass into
the radiator.
Until the coolant reaches a specified temperature,
however, the thermostats will be in a closed position
denying access to the radiator and the coolant will
flow into a by-pass and back into the water pump.

Fan Belts
Twin belts are used to drive the generator and water
pump.
The fan may be mounted on either the water pump
pulley or direct to the crankshaft pulley.
New belts should be fitted in pairs and the tension
checked after a short period of running to allow for
the initial stretch.
Belt adjustment is obtained by loosening the generator
mounting bolt and altering the position of the generator
on its mounting link.
The tension should be such that a pressure applied by the
thumb on the longest unsupported stretch of belt
should depress it approximately %in (10mm), see
Fig. M.1.

6.3S44 Series Workshop Manual, October 1989

 To Drain the Cooling System
Ensure that the vehicle or machine is on level ground.
Remove the radiator filler cap.
Remove the drain plug from the side of the cylinder
block to drain the engine. Ensure that the drain hole
does not have any restriction.
Open the tap or remove the drain plug at the bottom of
the radiator to drain the radiator. If a tap or plug is not
fitted to the radiator, disconnect the bottom radiator
hose.
If an oil cooler is fitted, drain the coolant from it by
removing the drain plug from the end cap of the cooler.
Where necessary, flush the system with clean water.
Fit the drain plugs and radiator cap. Where necessary,
close the radiator tap or connect the radiator hose.
If the engine is to be left drained during freezing
conditions, remove one of the coolant hose connections
at the cooler and insert 0.5 U.K. pints (250ml) of
undiluted antifreeze into the cooler.

NOTE:
When draining or filling the cooling system of a T6.3544CC
engine (integral induction manifold and air charge cooler)
the vent plug on the outlet connection of the cooler should
be removed (see Fig. M.3) and the plug replaced when the
system has been filled.

To R e m o v e and Refit Thermostats

The water outlet connection forms the top half of the
thermostat housing.
Drain the cooling system and disconnect the top radiator
hose, remove three setscrews securing the water outlet
connection and remove, see Fig. M.2.
The thermostats can now be withdrawn from the housing.
When replacing, ensure that the jiggle pins are free to
move.
Ensure that only by-pass thermostats are fitted.
Refit the water outlet connection correctly placing a new
joint, connect the top water hose and refill the cooling
system. Check for leaks.

To T e s t the Thermostats
Suspend the thermostats in water and heat gradually.
I Check with a thermometer that the thermostat starts to open
| and is fully open at the temperatures given on page B10.
| The nominal temperature of valve operation is stamped on
| the bottom of the thermostat.
| The minimum valve lift when fully open is 0.358in (9.1 mm).

6.3544 Series Workshop Manual, October 1989

 COOLING SYSTEM M4

To Remove Water Pump

Remove the drive belts.
Drain the cooling system and disconnect the hoses.
The water pump securing setscrews and nut can now be
I released and the water pump removed, see Fig. M.4.

To Dismantle Water Pump

Remove the self locking nut and plain washer securing the
water pump pulley and withdraw the pulley from the shaft,
| see Fig. M.5.
Press the shaft, complete with impeller, out of the body
from the front.
Press the impeller from the shaft and remove the rear seal,
counterface and flinger. Latest pumps have one-piece
seals with an integral counterface and a flinger is not fitted.
Remove the bearing retaining circlip from water pump body
and press out the two bearings and distance piece.
Where applicable, the flange retainer and front seal can
now be withdrawn from the body. The front felt seal
assembly is not fitted to latest pumps and can be
discarded provided that the latest one-piece rear seal,
shaft and longer bearing distance piece are to be fitted.

To R e - a s s e m b l e Water Pump, Fig. M.6

If the latest one-piece seal with an integral counterface is to
be fitted to an earlier pump, the felt seal assembly and the
flinger can be discarded. A new shaft and a longer bearing
distance piece (to allow for the removal of the felt seal
flange) will be supplied with the new seal.
Press the two bearings onto the shaft with the distance
piece in between, ensuring that the shielded face of each
bearing faces outwards.
Where applicable, fit the front seal assembly — retainer
with felt seal inside — into its location, with felt face towards
the front of the pump.
Grease the bearings and half fill the space betwen the two
bearings with high melting point grease. Where applicable,
fit the flange over the impeller end of the shaft with the
dished face to the bearings and press the complete shaft
and bearing assembly into the pump body from the pulley
end.
Fit the circlip into its recess in the pump body immediately
forward of the front bearing.
Where applicable, slide the rubber flinger over the impeller
end of the shaft until the flat face butts against the bearing
retaining flange.
If the rear seal has a brass casing, coat its locating surface
with jointing compound. Fit the rear seal over the impeller
end of the shaft and press onto its flange location in the
pump body with the contact face outwards.
Rotate the shaft and check for undue resistance.
Where applicable, fit the ceramic counterface ensuring that
the ceramic face bears against the carbon face of the.
spring loaded seal.
Before fitting the pulley, insert the captive setscrew and
washer in its respective hole, see Fig.M.6.
Fit pulley driving key and press on pulley making sure there
is no rearward movement of shaft.
Press impeller onto shaft until a clearance is obtained
I between impeller vanes and pump body 0.027/0.035in
| (0,69/0,89mm) — see Fig. M.6.

6.3544 S e r i e s Workshop Manual, October 1989

 COOLING SYSTEM M5

Fit plain washer, spring washers and pulley securing nut

and tighten to a torque of 60lbfft (8,30kgf m) or 82Nm. Spin
the pump pulley to ensure freedom of movement.
A new water seal has been fitted to the latest water pumps.
The seal has a brass body and is interchangeable with the
earlier seal.
It is important that the seal is not contaminated by oil or
grease and, if it is held in the hand, it should be held by the
edge of the flange.
Do not damage the ring of green sealant applied to the
body of the water seal just behind the flange.

To fit the new water seal

To press the seal onto the shaft, a tool can be made of any
suitable material to the dimensions shown in Fig.M.6A. The
tool will not allow axial distortion of the inner part of the seal
while the seal is pressed onto the shaft. The tool is for use
with the new seal, but it can also be used for the earlier seal. A 1.73in (44,0mm) E 0.63in(16,tmm)
The tool is a looser fit on the earlier seal, so ensure that the B 1.57in (40,0mm) F 0.04in(1,0mm)at45°
hole in the tool is aligned with the shaft as the seal is fitted. C 0.44in (11,2mm) G 0.08in(2,0mm)at45°
Support the pulley end of the shaft. With the ring of sealant D 1.41 in (35,8mm)
on the body of the seal towards the bearings, use the tool to M.6A
press the seal onto the shaft. Ensure that the seal is
pressed onto the shaft until the bottom of the seal flange is
in complete contact with the pump body.

Ceramic Seals
If an engine is run without coolant in the water pump, the
heat build-up between the carbon seal and the ceramic
counter face is very rapid, resulting in the cracking of the
ceramic.
This can cause a misunderstanding that the leakage of the
water from the pump is due to the incorrect assembly of the
sealing arrangement in the water pump.

To Refit Water Pump M.7

Using a new joint, refit the water pump, securing with

setscrews. nuts and spring washers to a torque of
20lbfft (2,77 kgf m) or 27Nm.
Reconnect the hoses, fill the system with coolant.
Refit the drive belts, start the engine and check for leaks.

6.3544 Series Workshop Manual. October 1989

COOLING SYSTEM M6

Piston Cooling J e t s , s e e Fig. M.8

Piston cooling jets are fitted to most turbocharged engines
only. They are not fitted to normally aspirated engines.
Cooled lubricating oil is directed, by means of spray jets
1
situated at the base of each cylinder liner, onto the
underside of each piston crown where it circulates,
dispersing heat from the combustion area. The oil then
drains back into the sump.
Oil is carried to the spray jets by means of a pipe from the
relief valve to an oil gallery in the cylinder block which
connects with an auxiliary oil pressure rail drilled the length
of the cylinder block above the camshaft chamber.
This pressure rail is tapped in six places to accommodate
the dowelled piston spray jet block.
The removal and refitting of the pressure relief valve is dealt
with in the Lubricating Section L, on Page L4.

To Remove Piston Cooling J e t s

Drain the lubricating oil and remove sump, see Page L3.
Remove the banjo bolt securing the jet body to the cylinder
block.
The piston jet assembly can now be removed, see Fig. M.9.

M.8
To Refit Piston Cooling Jet
The body should be fitted to the cylinder block making sure
that the dowel locates correctly.
Insert the banjo bolt with washer fitted and tighten to a
torque of 20lbfft (2,77kgfm) or 27Nm. Refit the sump, and
fill with lubricating oil of an approved grade.

Nozzle Positioning
In the event of a nozzle of a piston cooling jet becoming
misaligned, it is important that the condition is rectified and
the illustrations in Figs. M.10 and M.11 will show how this
may be accomplished.
3
With a piston removed, insert a piece of /a2in (2,38mm),
rod (such as welding rod) into the jet nozzle so that it
protrudes above the top of the cylinder bore.
Fig. M.10 shows the dimensions taken on the top face of the
cylinder block and it will be seen that the measurements of
1.781 in (45,24mm) and 0.641 in (16,28mm) are taken from
two sides of the liner bore as illustrated.
The rod should project at a point where the lines drawn from
two measurements intersect.
Fig. M.11 illustrates how the correct nozzle angle may be
achieved by the use of rules.
M.9

6.3544 Series Workshop Manual. January 1986

 COOLING S Y S T E M M7

Charge cooler (integral air/water) 0.641 in

JiiD:preventive maintenance is necessary on the intercooler 1.781 in (45,24mm) (16,28mm)
as^the air passing over the cooling fins is clean. If the
turbocharger oiler seals leak, this may necessitate the
•removal and cleaning of the intercooler. The intercooler is a
-sealed unit and no repairs are possible except perhaps by
specialists.
The charge cooler should be removed and fitted with the
inlet manifold attached and the manifold, intercooler and
top cover treated as a complete assembly. In the case of
tractors this assembly will have to be removed before the
exhaust manifold can be removed.
The air charge cooler can be removed and dismantled as
follows:
Drain coolant system — remove air bleed screw on coolant
outlet elbow of charge cooler to ensure that coolant drains
from cooler.
Disconnect coolant, air and fuel pipes. Release pipe clips
and support brackets.
Remove charge cooler/manifold assembly from engine.
\ 7 * r
Remove coolant pipe flanges from top cover and manifold.
Note " 0 " ring fitted in groove in flange bore. M.10
Remove setscrews securing top cover and manifold
flanges.
Slide the top cover over the coolant pipe by lifting the
opposite end of the cover to clear the intercooler.
Slide the intercooler out of the manifold by lifting the
non-pipe end of the intercooler to clear the manifold.
Reassemble and refit in reverse order. Fit new joints with
Hylomar. Remove air bleed screw when filling coolant
system — if top of radiator is below intercooler, the system
may have to be topped up after a short period of running.
The coolant flow for the charge cooler is from the water
pump outlet — through the intercooler — back to the water
pump inlet for tractor engines or the rear of the cylinder
head for combine engines.

M.11

&3544 Series Workshop Manual, October 1989

 SECTION N
Air Filters and Fuel System
AIR F I L T E R S AND F U E L S Y S T E M N2

Air Cleaners
Operating conditions play an Important part in deciding
how frequently it Is necessary to service the air cleaner.
Where the cleaner has a dust bowl fitted, the amount
of dust present in the bowl when removed, will show
whether it is being emptied at the correct time for the
prevailing conditions. If the dust bowl is allowed to
become full, it will reduce the life of the element.
If an automatic dust ejector is fitted, it should be kept
clean and the lips of the rubber ejector checked to see
that they close, but do not adhere together.
Where a restriction indicator is fitted, this will give a positive
indication that the air cleaner element needs attention and
eliminates haphazard servicing. If you do not have a
restriction indicator fitted, then you should consider having
one fitted on the trunking between the air cleaner and
turbocharger/induction manifold. A 22in (559mm) water
gauge indicator fitted on the cleaner outlet is suitable for the
majority of cases. It should be remembered that the indicator
does not show the amount of dust present in the dust bowl.
The type of air cleaner fitted to your vehicle or machine
depends upon the manufacturer of your equipment.
Usually, guidance for the servicing is shown on the
body of the air cleaner, but the following advice may
also help.

Dry Type T w o Stage " C y c l o p a c " ,

I s e e F i g . N.1
Unclamp the dust bowl, remove the baffle plate and
clean out the bowl.
The dust in the bowl must not be allowed to reach
within Vfetn (13mm) of the dust entry slot in baffle.
DO NOT USE PETROL (GASOLINE) for cleaning any
part of air cleaners.

Release the wing nut and remove filter element.

Dry dust can be removed from the element by blowing
back from the clean side of the pleats by using air
s l 2
pressure not exceeding 100 lbf/in (7 kgf/cm ) or 689 kN/m .
If the element is contaminated by oil and/or soot,
it can be cleaned in warm water using a suitable
non-foaming detergent as recommended by the air
cleaner manufacturer.
Allow, the element to soak for about ten minutes and
then agitate. Spray clean water onto the "clean" side of
the element rinsing thoroughly and allow to dry, do not
use oven heat.
NEVER FIT a wet element as water may be inducted
by the engine carrying dust with it.
Examine the element for pin holes, thin areas, or
other damage by placing a bright light inside the
element.
The element should be renewed after six cleanings
or once a year, whichever occurs first.
Clean the inside of the filter body and fins, making
sure no dirt enters the air filter outlet.
Check all hoses and joints for condition and security.
Re-assemble air cleaner unit.
If an automatic dust ejector (vacuator) is fitted, it should
be kept clean and the lips of the rubber ejector
checked to see that they close but do not adhere
together.

6.3544 Series Workshop Manual, October 1989

 AIR F I L T E R S AND F U E L S Y S T E M N3

Dry Type Two Stage "Cyclone",

s e e Fig. N.2
Unscrew the clamping screw and remove the element
retaining strip. Remove the seal plate and element.
If the element is blocked by dry dust, clean by carefully
hand tapping the element or by directing low pressure
compressed air on to the clean side of the element.
If the element Is contaminated by oil or soot, it can be
partially restored by washing in a suitable non foaming
detergent solution.
After washing, rinse out thoroughly by directing clean
water on to the clean air side of the element and allow
to dry — do not oven dry. Never fit a wet element to the
filter as dust may be carried through the element by
water.
Inspect the cleaned element by placing a bright
light inside and looking through the element. Any
thin spots, pin holes or other damage will render the
element unfit for further use.
The element should be renewed after six detergent
washes or annually, whichever occurs first.
Clean the inside of the filter body and dry thoroughly
— do not use petrol (gasoline) for cleaning.
Inspect the joints and hoses and renew where
necessary.
Re-assemble the filter ensuring that all joints are
leakproof.

Dry Type Two Stage "Duo-Dry",

I s e e Fig. N.3
Dust Bowl
Unclamp the dust bowl, empty out the dust and clean
the bowl — do not use petrol (gasoline) for cleaning.
The dust in the bowl must never be allowed to build up to
1 in (25mm) of the bottom of the tubes.
Element
Clean the top of the cleaner and then unclip and
remove the top cover. Unscrew the wing nut and Dry Type, Multi-Element
remove the inner cover and element. "Rotopamic",
Clean and inspect the element as detailed for the | s e e F i g . N.4
"Cyclopac" cleaner, bearing in mind that the clean
The elements of this type cleaner should not be cleaned
side of the element of the "Duo-Dry" cleaner illustrated
but the complete filter cartridge should be renewed
is the outside of the element.
when necessary.
Clean the inside of the body — do not use petrol. If the
Release the clamps and remove the moisture eliminator
tubes are not too dirty, they can be cleaned with a stiff
or pre-cleaner panel. Clean the openings in the panel of
fibre brush but, if heavily contaminated, the tube
any dust, soot, etc.
body should be removed and cleaned with compressed
air or warm water not exceeding 150°F (65°C). Remove the filter cartridge and clean the interior of the
cleaner housing—do not use petrol (gasoline).
Inspect all joints and hoses and renew where necessary.
Fit the new cartridge in position ensuring a positive
Re-assemble the cleaner ensuring that all parts are dry
seal by pressing around the edges of the cartridge —
and all joints are leakproof.
do not press in the centre.
If the tube body has been removed, tighten the clamp
Refit the moisture eliminator or pre-cleaner panel
between it and the upper body before tightening the
and reclamp in position.
mounting clamp.

6.3544 Series Workshop Manual, October 1989

AIR F I L T E R S AND F U E L S Y S T E M N4

Oil Bath Air Cleaner, see Fig. N.6

To service the oil bath type cleaner, the lid should be
removed and the element lifted out.
Drain the oil from out of the container and clean
the dirt and sludge from the container using a suitable
cleaning fluid.
Refill the container with fresh engine lubricating oil,
SAE40 grade, to the indicated level.
The element should be cleaned in a bath of Kerosene.
Do not use petrol (gasoline) for cleaning purposes.
Replace the cleaned element in the container.
Refit the lid, making sure that the lid seats properly
on the seal.
Do not exceed the indicated level mark when refilling
the oil container, because oil could be drawn into the
engine leading to uncontrolled engine speed and
excessive engine wear.

Air Charge Cooling

(T6.3544 engines only)
T6.3544CC engines have an air charge cooler integral with
the induction manifold (see Figs. A.5 and A.6).
Another method of cooling the air between the outlet of the
compressor side of the turbocharger and the induction
manifold is by pushing air through an 'air cooling radiator'
usually mounted in the same air stream as the engine water
cooling radiator (see Fig. N.5).
I To maintain maximum efficiency, the cooler radiator fins
I should be checked periodically to ensure that no foreign
| matter is obstructing the flow of air.
I Under no circumstances should the radiator be "muffed" or
I "blanked off" in an attempt to raise the temperature in the
I driver's cab because this will impede the flow of air through
| the charge cooler.

I FUEL SYSTEM
Fuel Filters
Twin bowl, parallel flow fuel filters are situated at the
rear of the engine on the left hand side, bracketed to
the cylinder head, in most applications.

T o Renew Fuel Filter Elements,

see Fig. N.7
Thoroughly clean the exterior of the filter assembly.
Supporting the base of one of the filter bowls, unscrew
the setscrew in the centre of the cover of each filter.
Lower filter base plate and discard the dirty element.
Repeat the procedure with the twin filter,
Thoroughly clean the filter heads and bases in a
suitable cleaning fluid.
Inspect sealing rings and renew if damaged in any
way.
Place a base squarely on bottom of new element and
offer up assembly squarely to a filter head so that
the top rim of the element locates centrally against
the sealing rim in filter head. Hold in this position
whilst securing setscrew is located and screwed home-
Repeat the procedure with the twin filter.
After the fuel filter has been re-assembled, the fuel system
1 should be bled as detailed on Page N8.

6.3544 Series Workshop Manual, October 1989

 AIR F I L T E R S AND F U E L S Y S T E M N5

Fuel Lift Pump

The mechanical diaphragm type fuel lift pump is operated
by an eccentric on the camshaft and is mounted on
the right hand side of the cylinder block, below the
turbocharger. It is fitted with a hand priming lever.

Pressure Checking of Fuel Lift Pumps

Fit a 0-10lbf/in* (O-OJkgf/cm*) or 0-70kN/m* pressure
gauge to the outlet of the pump. Ensure that there are
no leaks at the connections between pump and gauge.
Crank the engine for 10 seconds and note the maximum
pressure recorded on the gauge. If the pressure recorded
is less than 75% of the minimum production static
pressure shown in the table below, then rectify the
pump. Also observe the rate at which the pressure
drops to half the maximum figure obtained when
cranking has ceased. If less than 30 seconds, rectify
the pump.
Minimum Production Static Pressure
! i 1
6lbf/in (0,42kgf/cm ) 41 kN/m .

Minimum Test Pressure

(75% of Min. Production Pressure
1 2
4.5lbf/in (0,31 kgf/cm*) 31 kN/m .

To Remove and Fit Fuel Lift Pump,

The valves are "staked in" and can be prised out using
see Fig. N.8
a screwdriver or other suitable tool. Clean the casting
Disconnect the inlet and outlet fuel pipes.
so that new valves can be correctly seated.
Remove the setscrews and retaining plates and remove Press valves Into position using a suitable "dolly".
the pump and Joint.
Stake the casting around the valves in six places.
If difficulty is encountered in removing the lift pump The rocker arm pin can be removed by securing the
from the engine, turn the crankshaft to rotate the camshaft
rocker arm in a vice and tapping the body with a soft
eccentric to a position which will enable the rocker
arm to withdraw. mallet until the retainers are dislodged.
The rocker, pin, lever and return spring can now be
Fit pump using a new joint, ensuring that the mating
examined for wear.
faces are clean.
Damage can be caused to the pump operating lever if the
pump is fitted to the engine with the pump driving eccentric on To R e - a s s e m b l e the Fuel Lift Pump,
the camshaft in the maximum lift position. This problem is s e e Fig. N.9
most likely if the four pump fasteners are not tightened evenly. Fit the rocker arm assembly into the bottom half of the
Therefore when the pump is fitted to an engine (especially a lift pump. Fit the rocker arm return spring making sure
four bolt pump) ensure that the camshaft eccentric is on that it seats properly.
minimum lift, rotating the engine if necessary, and also that Tap new retainers into the grooves in the casting and
the pump fasteners are tightened evenly. stake over the open end of the grooves.
A loss of maximum engine power can occur if the lift pump is Fit the spring into its location and place the diaphragm
damaged during fitment. and pull rod assembly over the spring with the pull
The securing setscrews should be tightened to 20 Ibf ft rod downwards locating the top of the spring in the
(2,8kgfm) or 27Nm and re-torqued when hot. diaphragm protector washer.
Re-connect pump inlet and outlet pipes. Position the rod so that the notched blade locates into
Bleed the fuel system, Page N8. the rocker arm link.
Press downwards on the diaphragm assembly so that
the notches on the pull rod align with the rocker arm
T o Dismantle Fuel Lift Pump link and twist it through 90° in either direction, this
Clean exterior and file mark the flanges of top and action will engage and retain the pull rod in the fork
bottom bodies for guidance in re-assembly. Remove the of the link.
domed end cover and seal. When re-assembling the two pump halves, push the
The gauze filter may now be lifted off. rocker arm towards the pump until the diaphragm is
Release the five setscrews securing the two halves of level with the body flanges. The top half can now be placed
the pump and separate the two halves. in position with the file marks aligned.
Turn the diaphragm assembly through 90° and lift the Maintaining the pressure on the rocker arm, fit the
diaphragm and pull rod assembly from the body. securing screws and washers and tighten evenly.
The diaphragm and pull rod assembly are serviced as an Refit the gauze filter.
assembly and no attempt should be made to separate The domed cover may now be refitted, ensuring that
the layers of the diaphragm. the rubber sealing ring is correctly located.

6.3544 Series Workshop Manual, October 1989

AIR F I L T E R S AND F U E L S Y S T E M N6

Fuel Injection Pump

The fuel injection pump is a C.A.V., D.P.A. or Bosch
distributor type, vertically mounted on the auxiliary
drive housing and is spline-coupled to the auxiliary
drive wormgear.
The pump is a compact, oil tight unit, lubricated
throughout by tuel oil and requires no separate
lubrication system.
Speed control is maintained by a mechanical governor
and automatic variation of the commencement of
injection is obtained with an automatic advance unit.
With Bosch fuel injection pumps, a boost control is
fitted at the side of the pump. Its function is to vary the
fuel into the engine depending on load. Ensure that all
connections of the boost sensing pipe are In good
condition.
Unless proper test equipment and the relevant Test
Data for the fuel pump is available, adjustment or
maintenance of the fuel pump should be referred to
the Perkins Distributor or an accredited fuel pump
agent.

To Remove the Fuel Injection Pump

Disconnect the stop and throttle controls from the pump
and remove the return springs (C.A.V. pumps).
The Bosch fuel pump has a combined speed/stop
control lever. Under no circumstances should the speed/
stop control lever be removed when removing a Bosch N.10 (C.A.V. Pump)
fuel pump as it will upset the the settings making it
necessary to put it on a test machine to reset it.
Remove the high and low pressure fuel pipes from the
pump.
The fuel pump can now be withdrawn after the securing
nuts and washers have been removed, see Fig. N.10.

To Fit the Fuel Injection Pump

Fit the fuel pump ensuring that the master spline on
the fuel pump shaft will enter the female spline within
the vertical drive shaft.
Position the fuel pump so that the scribed line on the
fuel pump mounting flange aligns with the scribed
line on the adaptor plate, see Fig. N.11(1). Secure the
pump to the adaptor plate.
Refit the high and low pressure fuel pipes to the fuel pump.
I Ensure that the high pressure pipes are fitted to the high
\ pressure outlets of the fuel injection pump in the correct
| sequence, see Fig. N.12 (CAV fuel pumps) or Fig. N.13
| (Bosch fuel pumps).
Reconnect the throttle and stop lever controls and attach
the return springs.
N.11 (C.A.V. Pump)
| Bleed the fuel system as detailed on Page N8.
If necessary, adjust the maximum and idling speeds.
Details will be found on this page and on Page 7.

6.3544 Series Workshop Manual, October 1989

 AIR F I L T E R S AND F U E L S Y S T E M N7

Maximum Speed Setting

The maximum speed screw is set and sealed by the
manufacturers and must not be altered in any way
unless factory authority is first obtained. Any adjustment
should be carried out by experienced fuel pump
technicians. The unauthorised removal of any seals
on the pump may render the guarantee void.
When a fuel pump is supplied as a direct replacement,
the maximum speed adjustment is set to a nominal
figure only, and final adjustment must be made after
the pump is fitted to the engine. In order to establish
the correct setting which can vary according to
application, reference must be made to the setting
code symbol, stamped on the plate fastened to the
pump body.
For the purpose of setting the maximum (no load) speed
stop, the last four figures shown on the fuel pump setting
code is the maximum no load engine speed. Warm
the engine and run up until this figure is reached; the
maximum speed stop adjustment should then be set
at this figure.
Under no circumstances should the engine be allowed
to operate at higher rev/min than specified or severe
damage to the engine may result.

Idling Speed Setting

With C.A.V. pumps the engine idling speed is adjusted
by the idling screw, see Fig. N.11 (2). With Bosch pumps,
the idling speed adjusting screw is at the rear of the
pump.
With the engine warm, turn the screw clockwise to
increase the speed or anti-clockwise to decrease it.
The idling speed will vary, according to application.
For details, apply to your Perkins Distributor or an
accredited fuel pump Dealer, alternatively, Service Dept.,
Perkins Engines Ltd., Peterborough.

Atomisers
When replacing atomisers it is essential that a new, correct
type copper seating washer is fitted between the nozzle cap
and the cylinder head.
Different atomiser seating washers are used on naturally
aspirated and turbocharged engines. The seating washers
for naturally aspirated engines are 0.080in (2,03mm) thick
and for turbocharged engines, 0.028in (0,71 mm) thick. It is
important that the correct atomiser seating washers are
fitted.
See page E3 for guidance on latest type of atomiser dust seal
and also top entry type atomisers.
Ensure that the atomiser is seated centrally and tighten
securing nuts/setscrews down evenly to a torque of N.13
12lbfft (1,7kgfm)or16Nm.
When fitting the high pressure pipes, tighten the unions
to 15lbfft (2,1kgfm) or 20Nm.
A faulty atomiser can be determined by releasing the
fuel pipe union nut of each atomiser in turn, with the
engine running at a fast "tick-over". If after slackening a makes a "cracking" sound. It is not until it sounds
pipe union nut, the engine revolutions remain constant, "dead" that its condition is likely to affect the running
this denotes a faulty atomiser. of the engine.
No attempt should be made to service or reset the
pressure of an atomiser unless the proper testing Note: Do not allow the hands or face to come into
pump and pressure gauge is available. contact with the atomised jet of fuel, as the working
An atomiser, when tested by pumping fuel through it pressure will cause the fuel oil to penetrate the skin.
gives a short "'pinging" sound as the fuel emerges. When changing an atomiser always remove the pipe
After the atomiser has been in service for some time, it entirely. Never bend the pipe.

6.3544 Series Workshop Manual. October 1989

AIR F I L T E R S AND F U E L S Y S T E M N8

How to Eliminate Air from the Fuel System

If air enters the system, it must be eliminated before the
engine can be started.
Air can enter the system if:
• The fuel tank is drained during normal operation.
• The low-pressure fuel pipes are disconnected.
• A part of the low-pressure fuel system leaks during
engine operation.
In order to eliminate air from the fuel system, proceed as
follows:
Fuel filter with twin elements: Loosen the vent plug (1 in Fig.
N.14), the banjo connection bolt (2) or the straight
connection (3).
Fuel filter with a single element: Loosen the banjo
connection bolt (1 in Fig. N.15).
Operate the priming lever on the fuel lift pump (Fig. N.16)
until fuel, free from air, comes from the filter vent point.
Tighten the vent plug, banjo connection bolt or the straight
connection. If the drive cam of the fuel lift pump is at the
point of maximum cam lift, it will not be possible to operate
the priming lever. In this situation, the crankshaft must be
turned one revolution.
CAV fuel injection pumps: Loosen the union nut (1 in Fig.
N.17). Operate the priming lever of the fuel lift pump until
fuel, free from air, comes from the union nut. Tighten the
union nut.
Bosch fuel injection pumps: Loosen the banjo connection
bolt (1 in Fig. N.18) and union nut (2). Operate the lever of
the fuel lift pump until fuel, free from air, comes from the
banjo connection. Tighten the banjo connection bolt.
Continue to operate the lever of the fuel lift pump until fuel,
free from air, comes from the union nut. Tighten the union
nut.
Ensure that the manual stop control is in the "run" position.
If an electrical stop control is used, turn the start key to the
"R" position.
CAV fuel injection pumps: Loosen the vent screw in the lock
screw of the hydraulic head (3 in Fig. N.17) and the vent
screw on the governor cover of the fuel injection pump (2).
Operate the priming lever of the fuel lift pump until fuel, free
from air, comes from the vent screw in the lock screw of the
hydraulic head. Tighten the vent screw. Continue to operate
the priming lever of the fuel lift pump until fuel, free from air,
comes from the vent screw on the governor cover. Tighten
, the vent screw.
I Bosch fuel injection pumps: Clean the top of the fuel pump.
, Loosen the vent screw (3 in Fig. N.18) a maximum of half a
turn. Operate the fever of the fuel lift pump until fuel, free
from air, comes from the vent screw. Tighten the vent
I screw.
Loosen the union nut(s) (1 in Fig. N.19) at the thermostart(s)
' (if fitted) and operate the lift pump until fuel, free from air,
comes from the connection(s). Tighten the union nut(s) at
the thermostart(s).
i Loosen the union nuts of the high-pressure pipes (1 in Fig.
I N.20) at two of the atomisers. Operate the starter motor until
| fuel, free from air, comes from the pipe connections.
| Tighten the high-pressure pipe connections.
I The engine is now ready to start.
I If the engine runs correctly for a short time and then stops
i or runs roughly, check for air in the fuel system. If there is air
I in the fuel system, there is probably a leakage in the low
| pressure system.

6.3544 Series Workshop Manual, October 1969

 AIR F I L T E R S AND F U E L S Y S T E M S N9

I Thermostart
I The thermostart is a device which is operated electrically
I and ignites a controlled amount of diesel fuel in the
I induction manifold to heat the induction air. A heater coil in
| the body expands a valve holder to allow fuel to flow into the
| device where it is ignited by an ignition coil when the engine
I is turned and air is drawn into the manifold.

I Thermostart Failure
I In the event of difficult starting, check that fuel is
I reaching the start aid in the induction manifold by
| disconnecting the fuel pipe.
I If fuel is reaching the start aid satisfactorily, check
I that the start aid is functioning by disconnecting the
| piping at the induction manifold and watching the
I cold start aid whilst it is being used. When the switch
I is turned to " H " (heat) position, the element should
become red hot, and on engagement of the starter motor,
' it should burst into flame.
' Where a thermostart unit has 10 be replaced, care must
I be taken not to exceed the torque load as given on
I Page B.2. Excessive torque loading can crack the
I insulating adaptor causing an electrical short and hard
| starting characteristics.
I To prevent thermostart damage, it is essential that the
I thermostart is not operated dry, After any operation which
| allows fuel to drain from the thermostart feed pipe, the
| pipe must be disconnected at the thermostart and all air
| bled from the pipe before the thermostart is operated.
I The T6.3544 and 6.3544 engine is fitted with efficient
I cold starting equipment and no responsibility can be
| accepted for any damage caused by unauthorised
| starting aids.

N.17 N.20

6.3544 Series Workshop Manual, October 1989

 SECTION P
Flywheel and Flywheel Housing
F L Y W H E E L AND F L Y W H E E L H O U S I N G P2

To Remove the Flywheel

Remove the twelve setscrews and washers which secure
the flywheel to the crankshaft flange.
It is advisable to fit suitable guide studs to prevent the
flywheel from dropping as it clears the crankshaft
flange.

Flywheel Ring Gear

The ring gear is shrunk on to the flywheel.
When replacing the ring gear, the applied heat to the
new ring should not exceed 480° F (250° C}.
Attention should be paid to the chamfered lead — in
edge of the ring gear, and its relative position on the-
flywheel.

T o Refit the Flywheel P.2

Using suitable guide studs, refit the flywheel to the
crankshaft flange and secure with setscrews and washers.
Tighten setscrews to a torque of 80 Ibf ft (11,1 kgf m) or
108Nm.

Flywheel Alignment
The alignment of the flywheel face should be within
Flywheel Runout the limit of 0.001 in (0,03 mm) per Inch (25,4 mm) of
The outside diameter of the flywheel should be con- flywheel radius from the crankshaft axis to the clock
centric within 0.012in (0,30mm) total indicator reading, gauge plunger, see Fig. P.1.
to the crankshaft axis. When carrying out this check, press the crankshaft one
way to take up the end float whilst turning the flywheel.

To Remove the Flywheel Housing

Remove the starter motor and flywheel.
Unscrew the securing setscrews and tap the housing
carefully to dislodge it from the locating dowels.

To Refit the Flywheel Housing

Ensure that the rear face of the cylinder block and the
mating face of the housing are clean and free from burrs.
Fit new dowels, and secure housing to cylinder block
to allow for adjustment, if necessary.

4» With a clock gauge, check that the alignment of the

flywheel housing bore and face, see Figs. P.2 and P.3,
P.1 are within the limits listed on Page P.3.
 F L Y W H E E L AND F L Y W H E E L H O U S I N G P3

All adjustments to bring the housing within these limits

must be carried out on the housing and not on the cylinder
block.
I Tighten the securing setscrews to torque given on page B.2.

P.3

Diameter of housing Bore Limit-Total Indicator Reading

Up to 14.25in (362mm) 0.006in (0,15mm)
14.25 to 20.125in {362 to 511 mm) 0.008in (0,20mm)
20.125 to 25.5in (511 to 648mm) 0.010in (0,25mm)
25.5 to 31.0in (648 to 787mm) 0.012in (0,30mm)
All adjustments to bring the housing within these limits must be carried out on the housing and not on the
cylinder block.

6.3544 Series Workshop Manual, January 1986

 SECTION Q
Turbocharger
TURBOCHARGER Q2

T6.3544 Engines only Fault Diagnosis

The turbocharger is fitted on the exhaust manifold outlet, see If the performance of the turbocharger is suspect, check the
Fig. A.4. It is lubricated by oil taken from the engine lubricating installation for the following faults:
2
system. Oil pressure should never drop below 30lbf/in
2 2 Excessive air inlet depression.
(2,11 kgf/cm ) or 207kN/m at normal running speed. Check
this pressure regularly. Low or high air delivery pressure.
The maximum boost pressure should be 11 -13.5lbf/in (0,80 2
Low oil pressure and/or low oil flow.
2 2
- 0,95 kgf/cm ) or 76 - 93 kN/m when the engine is running at Restricted exhaust from turbine.
maximum speed and full load.
Fuel pump or injection faults.
With some engines where it is not possible to fully load the
engine, the boost pressure will be somewhat lower. Check and rectify in accordance with the following
paragraphs:
No attention need be paid to the speed of the turbocharger
since this varies automatically with the speed and load of the Excessive air inlet depression: The air depression at the entry
engine. to the compressor, that is in the ducting after the air filter and
immediately before the compressor cover, should not exceed
a 20in (500mm) head of water.
Maintenance
If the depression is excessive, the cause will be due to a
Every 20,000 miles (30,000km) or 1,000 hours, clean the oil
restriction of inlet air by a dirty air filter.
drain pipe from turbocharger to sump, also turbocharger
compressor wheel and cover. Service the air filter.
The compressor wheel and cover may be cleaned without Low or high air delivery pressure: The pressure will vary
removing the turbocharger from the engine (Fig. Q.1). according to the engine rating, speed and load.
Remove the air inlet duct and compressor housing and check If the pressure is low, the probable cause is a dirty or
for dirt or dust build up. damaged compressor, incorrect fuelling of the engine fuel
pump, or leaking manifold joints.
Remove all foreign matter - determine and correct cause of
build up. Check that the injection pump fuelling has not been disturbed
and if satisfactory, remove the turbocharger from the engine
Use soft brush on compressor wheel as uneven deposits can
for inspection.
affect rotor balance and cause bearing failure.
A higher reading may also indicate incorrect injection pump
With the compressor housing removed, push the compressor
fuelling or damage to the turbine.
housing wheel towards the turbine wheel and turn rotating
assembly by hand: check for binding and rubbing. Listen Action as for low pressure.
carefully for unusual noises. If binding or rubbing is evident, Low oil pressure and/or oil flow: The oil delivery pressure
remove the turbocharger for dismantling and inspection. 2 2
should not be less than 30lbf/in (2,1 kgf/cm ) or 207kN/m 2

under normal conditions of load.

If oil pressure is low, refer to Section L. Clean bores of the
feed and return pipes and check the connections for
obstruction.
Restricted exhaust from the turbine: A restriction of the
exhaust from the turbine will affect engine performance. If the
back pressure is more than 20in (500mm) head of water,
check the exhaust system for obstruction and rectify as
necessary.

Reconditioning
When a turbocharger is removed from an engine, it is
imperative that all terminations of oil connections are sealed
immediately, to prevent the entry of dirt.
During all stages of turbocharger dismantling, examination
and rebuilding, care must be taken to ensure that no damage
is caused to components.

Q.1

6.3544 Series Workshop Manual, January 1986

 T U R B O C H A R G E R Q3

Holset 3LD Remove "O" ring (4) from insert (19).

Dismantling The individual parts of the thrust assembly can now be lifted
Numbers in brackets refer to numbers on Sectional Drawing, out.
Fig. Q.2. (a) Spacer sleeve (16) which can be gently pushed out of the
Clamp unit upright in vice on turbine inlet flange. insert (19).

Mark relative positions of turbine housing (8), bearing housing (b) Oil deflector (13) positioned by two groove pins.
(14), compressor cover (21) and "V" clamp (7). (c) Thrust ring (12).
Remove the eight bolts (3) and associated lockwashers (2), (d) Thrust plate (5).
fastening compressor cover (21) to bearing housing (14) and
Note: The groove pins are a press fit in the bearing housing
lift off cover (21).
(14) and should not be removed.
Remove the "V" clamp locknut and spring "V" clamp (7) back
Remove shaft and turbine wheel assembly (10) together with
onto bearing housing (14). Lift the core assembly clear of the
its piston rings (9) and (15).
turbine housing (8).
Insert fingertip into bore of bearing (11) and remove.
Holding the turbine wheel at the hub, remove the compressor
locknut (17). Carefully expand and remove piston rings (9) and (15) from
both the spacer sleeve and turbine wheel and shaft assembly.
Slide compressor wheel (18) off the shaft.
Caution: Over expansion of piston ring will cause a
Using circlip pliers, remove the large retaining ring (20) which
permanent set or break the ring.
retains compressor insert (19). Two screwdrivers should be
used to lift insert (19) from bearing housing (14).

Q.2

6.3544 Series Workshop Manual. January 1986

TURBOCHARGER Q4

Cleaning Procedure Compressor wheel (18).

Use a commercially approved cleaner only. Caustic solutions Check carefully for cracked, bent or damaged blades but do
will damage certain parts and should not be used. not attempt to straighten blades.
Soak parts in cleaner until all deposits have been loosened. "O" ring (4).
Use a plastic scraper or bristle type brush on aluminium parts. Replace if section through ring has taken a permanent set;
Vapour blast may also be used providing the shaft and other indicated by flats on the sides of the ring.
bearing surfaces are protected. A schedule of tolerances which includes allowable
Clean all drilled passages with compressed air jet. dimensions after service, is given below.
Make certain that surfaces adjacent to wheels on stationary
housing are free of deposits and are clean and smooth. Re-assembly
When the turbocharger has been thoroughly cleaned,
Internal Parts Inspection inspected and any damaged parts replaced, assembly can
Shaft and turbine wheel assembly (10). commence.
Assembly of the unit is the reverse of dismantling, but the
(a) Inspect bearing journals for excessive scratches and
following points should be noticed.
wear. Minor scratches may be tolerated.
(b) Inspect piston ring groove walls for scoring. Minor (a) Lubricate bearings, thrust assembly, piston rings and
rotor shaft, with clean engine oil.
scratches are acceptable.
(b) When replacing turbine wheel and shaft (10) into bearing
(c) Check carefully for cracked, bent or damaged blades, but
housing (4), and spacer sleeve (16) into insert (19), do not
do not attempt to straighten blades.
force piston rings into bore as an off-centred ring will fracture,
Bearing (11). causing the shaft to bind.
Replace bearings if excessively scratched or worn. (c) The large retaining ring (20) should have bevelled side
Bearing Housing (14). facing outwards.
Replace housing if bearing or piston ring bores are (d) Torque locknut (17) to 13 Ibf ft (1,8kgfm) or 17Nm, bolt (3)
excessively scratched or worn. to 5lbfft (0,7kgfm) or 7Nm and "V" clamp locknut (6) to
10lbfft(1,4kgfm) or13Nm.
Spacer Sleeve (16).
(e) On completion, spin shaft to ensure it rotates freely.
Replace if piston ring groove or spacer are damaged.
Note: If during the dismantling of the turbocharger, the
Thrust ring (12): thrust plate (5). lubricating oil feed and drain pipe adaptors were removed
(a) Replace if thrust faces are damaged. Minor scratches are from the bearing housing, these should, on re-assembly, be
acceptable. torqued to 30lbfft (4,15kgfm) or 41 Nm and 65 Ibf ft
(8,99kgfm) or 89Nm respectively.
(b) Replace thrust plate (5) if faces are worn excessively,
unevenly, severely scratched or otherwise damaged. The unit is now ready for fitting to the engine. If it is not
intended to mount the turbocharger on the engine
(c) The small feed grooves in the thrust plate (5) must be
immediately after assembly, then the gas and oil connections
clean and free from obstruction.
must be sealed off to prevent the entry of dirt.

H O L S E T 3LD
SCHEDULE OF TOLERANCES

Manufactured Dimensions Allowable Dimensions utter Service Remarks

Total turbine wheel clearance 0.047/0.057in (1.19/1,45 mm) 0.024in (0,61mm) min.
Back turbine wheel clearance O.015/0.027in (0,3970.68mm) As Manufactured Wheel pushed to compressor end.
Front turbine wheel clearance 0.024/0.038in (0.61/0.96mm) 0.024in(0,6l mm) min.
Total compressor wheel clearance 0.049/0.062 in (1,24/1,57mm) As Manufactured
Back compressor wheel clearance 0.026/0.043in (0,66/1,09mm) As Manufactured Wheel pushed to turbine end.
Thrusl clearance 0.004/0.008 in (0.10/0.20mm) As Manufactured
Radial float at compressor wheel hub 0.015/0.021 in (0,38/0,53mm) 0.024in (0,61 mm) max.
Bearing outside diameter O.B714/0.8719in (22,13/22,14mm) As Manufactured
Bearing inside diameter 0.4815/0.4818in(12,23/12,24mm) As Manufactured
Thrust bearing width 0.10570.107in(2.67/2,72mm) 0.104 in (2,64 mm) min.
Squareness of back face of turbine wheel 0.002in T.I.R. (0.05mm T.I.R.) As Manufactured On Vee Hock at 1.375 in radius.
Eccentricity of small diameter of shaft 0.0006in T.I.R. (0,01 mm T.I.R.) As Manufactured
Piston ring grooves on shaft 0.066/0.068in (1.68/1,73mm) 0.066'0.070in (1,66'1,79 mm)
Piston ring groove on spacer sleeve 0.066/0.068in(1,68'1.73 mm) 0.066'0.070in (1.68/1,79 mm)
Piston ring width at turbine end 0.062/0.063 in (1,57/1.60 mm) Replace at each service.
Piston ring width at compressor end 0.062/0.063 in (1,57/1,60mm) Replace at each service.
Bearing housing bore for piston ring 0.8750/0.8755in (22,22/22,24 mm) 0.877in (22,28mm) max.
Compressor insert bore O.875/0.B76in (22,22/22,25mm) 0.877 in (22,28 mm) max.
Bearing housing bore at bearing 0.8750/0.8755 in (22,22/22,24 mm) As Manufactured
Turbine wheel outside diameter 2.977/2.975in (75.62/75,56mm) 2.980in (75,69mm) max.
Shaft diameter at bearing 0.4803/0.4800 in (12,20/I2,19mm) 0.4799 in (12,19mm) min.

6.3544 Series Workshop Manual, January 1986

 TURBOCHARGER Q5

Ai research T-04B (see Fig. Q.3) bearings until clear of centre housing.
Dismantling Note: The turbine wheel shroud is not retained to the centre
Clean the exterior with a pressure spray of a non- housing and will fall free when the shaft wheel is removed.
caustic cleaning solvent before dismantling. Dismantle only Remove lockplates and bolts from back plate.
as required to make necessary inspection or repairs. As each
Tap backplate with soft mallet to remove from recess in centre
part is removed, place in a clean container to prevent loss or
housing.
damage.
Remove thrust collar and thrust bearing from centre housing.
Remove the bolts, clamps and lockplates which hold the
compressor and turbine housings to the centre housing Remove bearings and retainers from centre housing. Discard
group. Tap the housings with a soft faced hammer if force is rubber sealing ring.
needed for removal.
Cleaning
Note: Exercise caution when removing housings to prevent
damage to compressor or turbine wheel. Once damaged, they Before cleaning, inspect all parts for signs of rubbing, burning
cannot be repaired. Never attempt to straighten bent or other damage which might not be evident after cleaning.
compressor or turbine blades - replace the faulty component. Soak all parts in clean non-caustic carbon solvent. After
Place the centre housing group in a suitable holding fixture soaking, use a stiff bristle brush and remove all dirt particles.
which will prevent the turbine wheel from turning. Dry parts thoroughly.

Use a T-handled wrench when removing the compressor Note: Normally, a light accumulation of carbon deposits will
wheel locknut to avoid possible bending of the shaft, not affect turbine operation.

Lift the compressor wheel off the shaft. Remove the shaft
wheel from the centre housing keeping shaft central with

A BOLT S E A L RING
B LOCK PLATE C E N T R E HOUSING A S S E M B L Y
C THRUST BEARING RETAINING RING
D BACKPLATE ASSEMBLY BEARING
E L O C K NUT SHROUD
F COMPRESSOR WHEEL PISTON R I N G , T U R B I N E
G P I S T O N RING* C O M P R E S S O R SHAFT WHEEL ASSEMBLY
H THRUST COLLAR

Q.3

6.3544 Series Workshop Manual. January 1986

TURBOCHARGER Q6

Internal Parts Inspection front face of the impeller must be smooth and clean. Lightly oil
Parts must not show signs of damage, corrosion or threads and face of-nut and tighten to 20 Ibf in (23 kgf cm) or
deterioration. Threads must not be nicked, crossed or 2,26Nm. Then continue to tighten until length of shaft
increases by 0.0055/0.0065in (0,14/0,16mm). Tighten nut by
stripped.
using T-handled wrench to avoid side load which may cause
shaft to bend. Check axial end play for 0.001/0.004in (0,03/
The turbine wheel must show no signs of rubbing and vanes
0,10mm) travel. If equipment is not available to measure shaft
must not be torn or worn to a feather edge. The shaft must
stretch, this alternative method may be used: after installing
show little signs of scoring, scratches or seizure with the
impeller nut and tightening to 20 Ibf in (23 kgf cm) or 2,26 Nm
bearings.
continue to tighten through an angle of 90°.
The compressor must show no signs of rubbing or damage Check for clearance between wheel shroud and turbine
from foreign matter. The compressor wheel bore must not be wheel.
chafed.
Orientate compressor housing to centre housing. Fit the six
Seal parts must show no signs of rubbing or scoring of the bolts and three lockplates. Tighten bolts to I30lbfin
running faces. Housings must show no signs of contact with (150kgfcm) or14,09Nm.
rotating parts. Oil and air passages must be clean and free Orientate turbine housing to centre housing. Coat bolt heads
from obstructions. with a high temperature thread lubricant. Install bolts, clamps
and lockplates. Tighten bolts to 130 Ibf in (150 kgf cm) or
Burnish or polish out minor surface damage. Use silicon 14,09Nm. Bend up lockplates.
carbide abrasive cloth for aluminium parts and crocus
abrasive cloth for the steel parts. Thoroughly clean parts After assembly, push the rotating assembly as far as possible
before re-assembly. from the turbine end and check for binding. Repeat check,
pushing from compressor end.
Replace any parts which do not meet requirements. If the unit is to be stored, lubricate internally and install
protective covers on all openings.
Replace the following parts: seal ring, lockplates, piston rings,
Note: The turbocharger does not require testing after
turbine housing bolts, journal bearings, bearing retaining
overhaul.
rings, and compressor wheel locknut.

If thrust bearing and thrust collar show signs of nicks, scores,

varnish deposits or foreign matter embedments - replace.
Also, a close inspection of bearing bores in the centre housing Schwitzer 3LM and S.76
should be made and if any of the above conditions exist, Dismantling
replace the centre housing.
Numbers in parentheses () refer to key numbers in Fig. Q.4.

Re-assembly Clamp the edge of turbine housing (22) mounting flange in

vice. Mark the relative positions of turbine housing, bearing
Check each part prior to installation to ensure cleanliness. housing (13) and compressor cover (1).
Exercise care to prevent entry of foreign matter during
assembly. Remove the setscrews (15), lock plates (16) and clamp plates
(17). Lift the assembly from the turbine housing. Place on
Check thrust collar piston ring groove for nicks or burns. work bench with turbine wheel (21) up.

Assemble in the following manner: Remove setscrews (12) and clamp plates (11). Remove core
assembly from compressor cover (1).
Install inboard bearing retainers. Lubricate bearings with Invert core assembly and place in turbine housing which is
clean engine oil. Fit bearings and outer bearing retainers. clamped in vice.
11
Place turbine wheel upright. Gently guide shaft through Hold the end of turbine wheel with /i6in A/F socket wrench,
shroud and centre housing bearings. Place thrust bearing remove the compressor nut (2). Remove the compressor
over thrust collar. wheel (3). Use extreme care in handling the compressor
wheel as the blades bend very easily.
Fit piston ring on thrust collar. Place thrust collar over shaft so Remove the snap ring (8) using suitable pliers. Note the
that thrust bearing is flat against the centre housing and position of bevel on the outer edge of the snap ring; it must be
engages the centre housing anti-rotating pins. replaced the same way on re-assembly.

Install seal ring in groove in centre housing. Remove the insert (6) from the bearing housing, remove the
thrust sleeve (4), piston ring (5) and the oil deflector (7) from
Ensure that thrust spring is installed in back plate. Align the shaft.
mounting holes of centre housing and backplate and install
over shaft and thrust collar. Use care not to break piston ring Remove "O" ring (9) from the insert.
when engaging seal into back plate bore. Back plate is easily Remove piston ring (19) from the thrust sleeve. Both "O" ring
installed if open end position is engaged into back plate bore and piston ring must be renewed on re-assembly. Separate
first. the oil deflector from the thrust sleeve. Lift thrust bearing (10)
out of bearing housing. The thrust bearing must be renewed
Install compressor backplate bolts and lockplate. Tighten to when re-assembling.
79fbfin (104kgfcm) or 8,93Nm and secure lockplates.
Remove the shaft and bearing housing from the turbine
Fit compressor wheel. The larger face of the locknut and the housing (22).

6.3544 Series Workshop Manual, January 1986

 TURBOCHARGER

1
Separate shaft and wheel assembly (21) from the bearing Parts Inspection
housing. Care must be taken not to damage the It is suggested that all parts to be re-used should be checked
compressor wheel or the shaft- and measured after the parts have been throughly cleaned.
Remove the bearing (14). Renew the bearing when re-
assembling. A. Bearing Housing and Groove Pin Assembly
1. Inspect for cracks or fractures, pitting of the gasket (from
Separate the backplate (18) and gasket (20), if fitted, from the
corrosion or hot gas corrosion) and other machined
bearing housing. Where a gasket is fitted it must be renewed
surfaces, or distortion of turbine end flange. Renew the
when re-assembling.
parts if condition is excessive.
Remove the piston ring (19) from the shaft and wheel 2. Visually check the bearing bore for surface cracks. Renew
assembly. The piston ring must be renewed on re-assembly. if bore condition is sub-standard.
Do not remove the pins in the bearing housing. Reference maximum bore diameters are:
Standard - 0.7505in (19,06mm)
.010 Oversize rebuilt - 0.7605in (19,32mm)
.020 Oversize rebuilt - 0.7705in(19,57mm)
Cleaning
Note: The bore diameter of a rebuilt turbocharger is coded
Before cleaning, inspect all parts for signs of rubbing, burning
by the last digit ot the serial number.
or other damage.
Clean all parts in clean non-caustic carbon solvent. After Standard - 9
010 Over - 0
soaking, use a stiff bristle brush to remove all dirt particles. Oil
020 Over - 8
and air passages must be clean and free from obstructions.
Blow dry with clean jet of compressed dry air. B. Compressor Wheel
Following the cleaning, the parts should be examined and, if 1. Inspect for evidence of bent, burred or eroded vanes and
found to be in satisfactory condition, re-assembled in the wear marks on the back. Renew if damaged. Do not
reverse order of the stripping sequence. attempt to straighten bent vanes.

OA

6.3544 Series Workshop Manual. January 1986

TURBOCHARGER Q8

C. Turbine Wheel and Shaft Assembly j engaging pins to holes in thrust bearing. Some models have
1. Inspect the wheel for evidence of bent, burred or eroded only one groove pin.
vanes and wear marks on the back face. Renew if
damaged. Do not attempt to straighten bent vanes.
j Place oil deflector (7) on thrust sleeve (4).
2. Check the hub for marks (from high speed contact with the
bearing housing bore) and for damage of the seal ring I Oil the piston ring (5) and fit on thrust sleeve using care not to
groove. Renew if damaged or wear is excessive. I over expand the piston ring.
Oil the "O" ring and fit into groove of insert (6).
3. Inspect the bearing journals for evidence of any damage or I Oil the thrust sleeve and fit the small end in hole of the insert
wear. Renew the journal if necessary. I from the concave side, taking care not to damage the piston
Minimum journal diameter 0.440in (11,18mm). ring.
4. Measure the concentricity between the large and small I Oil the thrust cavity in bearing housing and fit insert/oil
shaft diameters with a dial indicator and vee block. Limit of deflector/thrust sleeve sub-assembly over the shaft into the
eccentricity is 0.0006in (0,015mm) T.I.R. Renew if not I bearing housing, aligning oil deflector with oil drain cavity in
within limit. I bearing housing. Take care not to damage " 6 " ring.
I Using suitable pliers, fit snap ring (8) into the groove with the
D. Compressor Cover
I flat side against the insert. Ensure the snap ring is securely in
Check for damage from wheel contact, renew if damage is | position.
excessive. It is permissible to polish out any small nicks in the
cover contour. I Mount a dial indicator on the bearing housing with the stem of
| the indicator on the end of the shaft. Make sure that the
I turbine end of the bearing housing is correctly seated in the
E. Turbine Housing and Backplate I turbine housing. Move the shaft vertically to determine turbine
Check for damage from wheel contact and evidence of . wheel contour clearance. The clearance must be between
excessive temperature damage to internal flanged surfaces, 0.018in (0,46mm) and 0.049in (1,24mm). If clearance is not
such as surface cracking and pitting or distortion. Renew if I within these tolerances, dismantle unit to determine the
cracked. It is permissible to polish out small nicks in the ' cause. Look for burrs, dirt particles or incorrectly assembled
contour. I parts. If after re-assembly it is still out of the permitted
I tolerance, do not use.

F. Small Internal Parts Install compressor wheel (3) on shaft.

1. Fit new compressor seal ring in the insert bore. Check for I Remove any oil from the shaft threads and apply 2 drops of
full circle of contact and measure ring gap with feeler "Loctite 601" (or equivalent locking agent) to the shaft
gauge. Gap range 0.002/0.007in (0,05/0,18mm). Renew threads. Using a socket wrench on the turbine wheel lug to
insert if ring fit is out of the limit. prevent the shaft from turning, tighten the compressor nut to
2. Inspect the thrust sleeve for evidence of wear and I 13lbfft(17,6Nm).
scratches. Renew if damage is excessive. Mount the dial indicator on the bearing housing with stem on
I the end of the shaft, measure the end play. The tolerance is
Re-assembly I 0.002/0.005in (0,05/0,13mm). This Is a dry (no oil) reading,
Numbers in parentheses () refer to key numbers in Fig. Q.4. t If not within tolerance, dismantle and look for burrs, dirt
| particles or incorrect assembly. Re-assemble and if still out of
Check each part before re-assembly. The following items I tolerance, do not use.
must be renewed when the turbocharger is rebuilt:
| Place compressor cover (1) on the bench with wheel cavity
Compressor nut (2) Bearing (14)
Piston ring (5) Lock plates (16) I upwards. Lubricate the small diameter of the shaft with grease
"O" ring (9) Piston ring (19) • or oil and place the turbocharger core assembly in
Thrust bearing (10) Gasket (20) - where applicable , compressor cover with the turbine wheel up.

Fix the turbine housing (22) securely in vice with the four Check turbine wheel clearance between back face of the
threaded holes facing upwards. i turbine wheel and plate on opposite sides of the shaft.
. Clearance tolerance must be 0.017/0.049in (0,43/1,24mm). If
Oil piston ring (19) and fit in ring groove of shaft and wheel clearance is not within the limits, dismantle and inspect as
assembly (21), being careful not to over-expand the ring. I with previous components, if on re-assembly still not to
Position the bearing housing (13) with turbine end up. Fit I tolerance, do not use.
gasket (20), where applicable, and turbine backplate (18).
i Ensure that the location marks previously made on the
The separate backplate has no attachment to the bearing I compressor cover and bearing housing are in line and fit the
housing, Its position Is fixed when the bearing housing I four clamp plates (11) with setscrews and locking washer
end the turbine housing are clamped together. A few | (12). Tighten setscrews to 5lbfft (6,8Nm). Use care not to
models do not require a gasket (20). | overtighten screws as damage can be caused to the
Oil the piston ring area of the shaft and wheel assembly. Fit I aluminium compressor cover.
into bearing housing using care to avoid damage to piston j Turn unit over and place in the turbine housing. Apply
J ring. anti-seize compound to threads and setscrews (15).
i Holding the end of the shaft to prevent the shaft wheel from | Ensure that the location marks previously made on the turbine
I falling out of the bearing housing, place sub-assembly in housing and bearing housing are in line.
, turbine housing wheel end down.
| Fit clamp plates (17), lock plates (16) and setscrews.
| Oil the bearing (14) and slip bearing down over the shaft into
i the bearing housing bore. Tighten the setscrews to 12lbfft (16,3Nm) and lock the tabs to
' setscrews.
I Oil the thrust faces on both sides of thrust bearing (10). Place
I thrust bearing bronze side up over shaft and groove pins I Remove completed turbocharger from the vice.

6.3544 Series Workshop Manual, January 1986

 TURBOCHARGER

Installation Check List

^inspect the air intake system and the exhaust manifold for
cleanliness and foreign matter.
i n s p e c t the oil drain line and make sure it is not clogged.
Inspect the oil supply line for clogging, deterioration or
possibility of leaking under pressure.
Inspect the turbocharger mounting pad on the manifold to
make certain that all the old gasket has been removed. On
some applications an adaptor is fitted between the
turbocharger and exhaust manifold assembly. The adaptor is
secured to the manifold by four stud nuts and washers and it
should be ascertained that all traces of the old gasket have
been removed from it.
Install a new gasket between the turbocharger and exhaust
manifold. In cases where an adaptor is fitted, it will be
necessary to install a gasket between the adaptor and the
manifold assembly before placing the turbocharger gasket
over the four turbocharger locating studs fitted in the adaptor.
Ensuring that the gaskets do not protrude into the openings of
the manifold (and adaptor where fitted). The openings in the
gaskets should preferably be 0.06in (1,6mm) away from the
edge of the openings in the manifold and adaptor.
Install turbocharger and tighten mounting bolts or securing
nuts.
Connect the oil supply line but leave the oil drain line
disconnected.
Connect the compressor inlet and outlet piping. Check all
joints for possible leaks. Make certain that the piping is not
exerting a strain on the compressor cover.
Connect exhaust pipe.
Motor the engine without firing (i.e. by operating stop control),
until a steady flow of oil comes from the oil drain line.
Stop motoring and connect oil drain pipe connection.
Note: When the turbocharger is put into service, it is not
advisable to run up to maximum speed or boost during the
first 500 miles or 25 hours of running.

6.3544 Series Workshop Manual, January 1966

 SECTION R
Alternator and Starter Motor
A L T E R N A T O R AND S T A R T E R MOTOR R2

ALTERNATOR belts on a multiple belt drive have equal tension and

are each carrying their share of the load. Slack
Models A C 5 , 1 7 A C R (derated), 17ACR, belts will wear rapidly and cause slip which will
18ACR, 2 5 A C R or A133/65. not drive the alternator at the required speed. Drive
belts which are too tight impose severe side thrust
1. General on the alternator bearings and shorten their life.
At the time of writing there are five types of alternator Periodically ensure that the alternator is correctly
fitted to the T6.3544 and 6.3544 engine, namely the aligned to the drive.
AC5, 17ACR, 18ACR, 25ACR and A133/65.
(b) Do not replace faulty belts individually in a multi-
These are driven by the engine in the same manner belt system. A complete matched set of drive belts
as a DC Generator, namely, belt driven from the crankshaft must always be used.
pulley, but the advantage lies in their ability to provide
higher maximum output at lower speeds, to cope with (c) Keep the alternator clean with a cloth moistened in
increased electrical load demanded by modern equip- kerosene or cleaning fluids. Ensure that ventilation
ment and decreased road speeds owing to increased slots and air spaces are clear and unobstructed.
density of traffic, especially in built up areas. They are (d) Remove any dirt accumulated on the regulator/
also much lighter in weight, output for output. control box housing, and ensure that cooling air
can pass freely over the casing.
As opposed to the DC Generator in which the armature
windings rotate inside a stationary field system, the
alternator has a rotating field system inside a stationary
generating winding. When the rotor rotates inside 4. Fault Finding on A C 5
the stator, the output produced is alternating current The AC5 alternator is so designed that a flow of current
(AC). This is unsuitable for charging the battery which indicated either by the extinguishing of the warning light,
requires direct current (DC), so it is.rectified by means or as shown on the ammeter, is sufficient evidence that the
of diodes which convert it to uni-directional flow to the system is in proper working order. Therefore, no open
battery. circuit, voltage or current output checks should be
performed on the installation UNLESS:
The alternator voltage output is maintained within
close limits by means of a control box which is fully (a) The warning light fails to illuminate when the
transistorised and functions as fast switches. generator is stationary, and the switch is closed
OR fails to become extinguished when the
alternator is running.
2. Precautions (b) No charging current is shown on ammeter.
As previously described the diodes in the alternator (c) The battery is flat.
function as one-way valves and the transistors in the
(d) The battery is "boiling", indicating loss of voltage,
regulator/control box operate as fast switches. Both
control.
are accurate and sensitive.
If any of the above symptoms occur, the procedure
They do not wear out and seldom require adjustment,
indicated below should be followed:
but because they are sensitive to voltage changes
and high temperature, the precautions are vital to (a) Connect a good quality moving coil voltmeter
prevent them from being destroyed. 0—50 volts range across the battery or regulator
negative terminal, and one of the three positive
(a) DO NOT disconnect the battery whilst the engine
terminals marked LO, MED, HI. If an ammeter is not
is running. This will cause a voltage surge in the
part of the applications circuit, fit a good quality
alternator charging system that will immediately
moving coil 0—100 amp ammeter in the alternator
ruin the diodes or transistors.
to battery positive line. The battery should be in a
(b) DO NOT disconnect a lead without first stopping charged condition.
the engine and turning all electrical switches to the
(b) Close the warning light switch (master electric
off position.
switch on dashboard) when the warning lamp
(c) DO NOT cause a short circuit by connecting leads should light up.
to incorrect terminals. Always identify a lead to its
(c) Switch on a 10—15 amperes load such as lights,
correct terminal. A short circuit or wrong connection
giving reverse polarity will immediately and fans, etc.
permanently ruin transistors or diodes. (d) Start engine and run at fast idle speed when
1. The warning light should go out.
(d) DO NOT connect a battery into the system without
2. The ammeter records a small charge
checking for correct polarity and voltage.
dependent on engine speed.
(e) DO NOT "flash" connections to check for current
(e) Increase engine speed momentarily to maximum
flow. No matter how brief the contact the transistors
speed, when the charging current should be
may be ruined.
about 30 amperes for 24 volts — 55 amperes for
12 volt systems.
(f) With the alternator running at approximately half
3. Maintenance
speed (engine speed about 1,500 rev min), switch
The alternator charging system will normally require off electrical load. Depending on the connection
very little attention, but it should be kept free from selected for the positive sensing wire LO, MED, or
build-up of dirt, and a check made if it fails to keep HI, the voltage should rise to between 26 and 28
the battery charged. volts on 24 volt systems and 13—14 volts on 12 volt
(a) Regularly inspect the driving belts for wear and systems and then remain constant. At the same
correct tension. It is important to ensure that all time the current reading should drop appreciably.
 A L T E R N A T O R AND S T A R T E R M O T O R R3

Any variance in the above data could indicate a fault

and the following procedure should be adopted before
disconnecting any components.
The regulator is a sealed unit and is non-repairable
and if found to be faulty it must be replaced.

Warning Lamp does not light up when switched "On".

Check the bulb.
If no fault ®
Check all wiring connections at regulator, alternator
and battery.
If no fault
Switch off, disconnect "F" lead at regulator and connect
it to the negative terminal.
Switch on. If warning lamp lights up, the regulator is
faulty. If lamp fails to light up the alternator is faulty.

Warning Lamp does not go out and Ammeter shows

no output when running.
Test Circuit for 17ACR alternators.
Check all regulator, alternator and battery connections.
Standard terminations, battery-sensed.
If no fault.
Switch off, disconnect "F" lead at regulator and connect R.1
to regulator negative terminal.
Switch on, and run at fast idle.
If no output, alternator is faulty. Alternator Output Test with Regulator
Inoperative
If output appears, regulator is faulty.
Withdraw the cable connector(s) from the alternator,
Warning Lamp does not go out when running and remove the moulded cover (secured by two screws)
Ammeter shows reduced output with full output only and earth the regulator green lead or connector strip
at maximum speed or Warning Lamp goes out but to frame.
Alternator delivers reduced output. Full output only at Connect an external- test circuit to the alternator output
maximum speed. terminals as shown in Fig. R.1, R.2 or R.3.
Alternator faulty. Remove from installation and apply Value of components in Figs. R.1, R.2 and R.3 are as
open circuit diode check. follows:
1. 12 volt 2.2 watt bulb.
Warning Lamp flashes intermittently and Ammeter
needle oscillates when Battery is fully charged and no 2. 0—60 ammeter
loads are switched in. 3. 12 volt battery
Check for excessive resistance in regulator negative 4. 0—20 moving coil voltmeter
sensing lead. 5. 0—15ohm 35amp variable resistor.
If no fault, regulator is faulty. Observe carefully the polarity of battery and alternator
terminals — reversed connections will damage the
Batteries overcharging and Ammeter Indicates high
alternator diodes.
or full output all the time.
The variable resistor across the battery terminals must
Check regulator positive sensing lead and its connection
not be left connected for longer than is necessary to
at regulator.
carry out the following test.
If no fault, regulator is faulty.
Start the engine. At 1,500 rev/min (alternator speed), the
test circuit bulb should be extinguished. Increase engine
speed until the" alternator is running at 6,000 rev/min
approximately, and adjust the variable resistance until the
voltmeter reads 13.6 volts. The ammeter reading should
then be approximately equal to the rated output (see
previous heading). Any appreciable deviation from this
figure will necessitate the alternator being removed from
I 5. T e s t i n g the 1 7 A C R , 1 8 A C R , 25ACR and the engine for further examination.
I A133/65 in Position Failure of one or more of the diodes will be indicated in the
j First check the driving belt for condition and tension. The above test by effect on alternator output, and also in
I nominal hot outputs at 6,000 rev/min (alternator speed) some instances by abnormally high alternator temperature
I are given on Page B12, These figures may be exceeded and noise level.
I slightly when the alternator is running cold. To avoid
I misleading results, the following test procedure should Regulator Test
| therefore be carried out with the alternator running as The following test assumes the alternator to have been
| near as possible to its normal operating temperature. tested and found satisfactory.
A L T E R N A T O R AND S T A R T E R MOTOR R4

Disconnect the variable resistor and remove the earth means that the regulator is not functioning properly and
connection from the regulator green lead or connector must be replaced.
strip to frame. If the foregoing tests show the alternator and regulator
With the remainder of the test circuit connected as for to be satisfactorily performing, disconnect the test
the alternator output test, start the engine and again circuit and reconnect the alternator terminal connector.
run the alternator up to 6,000 rev/min until the ammeter Now connect a low range voltmeter between the positive
shows an output current of less than 10 amperes. The terminal of the alternator (the moulded terminal connector
voltmeter should then give a reading of 13,6— 14,4 volts. is open ended to facilitate this) and the positive terminal
Any appreciable deviation from this (regulating) voltage of the battery. Switch on battery load (headlights etc.),
start the engine and increase speed until the alternator
runs at approximately 6,000 rev/min. Note the voltmeter
reading.
Transfer the voltmeter connections to the negative
terminals of the alternator and battery and again note the
meter reading.
If the reading exceeds 0.5 volt on the positive side or 0.25
volt on the negative side, there is a high resistance in the

_®
charging circuit which must be traced and remedied.

S T A R T E R MOTOR
Model M50

%
General Description
The model M50 starter motor is a four pole machine
of 5in (127,0mm) nominal yoke diameter, and has a
21 slot armature.
The drive is of pre-engaged, solenoid operated, push
screw type, incorporating a five roller clutch.
The function of the clutch is to prevent the armature
Test Circuit for 17ACR alternators with standard terminals and being rotated at high speeds in the event of the engaged
two piece connection plug (machine-sensed). position being held after the engine has started. The
R.2 solenoid incorporates a two-stage switching arrangement
which ensures that the motor develops its maximum
torque only when full pinion-flywheel engagement has
been achieved.

Testing on the Application

Ensure that the battery is in a charged condition.
Switch on the lamps and operate the starter button.
If the starter fails to function, but the lights maintain
full brilliance, check the switch and battery connections
to the starter and all external leads. Sluggish action of the
starter can be caused by a poor or faulty connection.
Difficulty in smooth engagement between starter and
engine flywheel is probably due to dirt on the starter-shaft
helices preventing free pinion movement. The shaft
should be thoroughly cleaned with cleaning fluid followed
by the application of a small quantity of Aero Shell 6B
or its equivalent.

MAINTENANCE
Brush Gear and Commutator
Inspect the brushes at intervals to ensure that they are
free in their guides and that the leads are quite free
I Test Circuit for 17ACR, 18ACR, 25ACR and A133/65 alternators for movement, by easing back the brush springs and
| with European terminations and single 3 terminal connector plug
I (machine-sensed) Broken line cable connection applies to pulling gently on the flexible connections. If a brush is
' battery-sensed, in which case, the connections between the two inclined to stick, remove it from its holder and clean
1 ' + ' terminals will not apply and the broken line terminal will be the sides with a petrol moistened cloth.
| marked "S" instead of" + ".
Be sure to refit the brushes in their original positions
R.3 to retain the "bedding". The brushes should be well
 A L T E R N A T O R AND S T A R T E R MOTOR R5

bedded (i.e. worn to the commutator periphery) but likely to require adjustment, such as the switchgear and
if not, wrap a strip of very fine glass or carborundum commutator assemblies.
paper firmly around the commutator with the abrasive
side outwards. With the brushes in position, rotate
the armature by hand in the normal working direction Testing on the Application
of rotation; until the correct brush shape is obtained. Ensure that the battery is in a charged condition.
If the brushes are worn down so that the springs are no Switch on the lamps and operate the starter button.
longer providing effective pressure, they should be If the starter fails to function, but the lights maintain full
renewed. Check the brush spring pressure by hooking a brilliance, check the switch and battery connections to
spring balance under the spring lip. The correct tension the starter and all external leads. Sluggish action of the
is30/40ozf (0,85/1,13kgf). starter can be caused by a poor or faulty connection.
It is essential that replacement brushes are the same Difficulty in smooth engagement between starter and
grade as those originally fitted. Genuine spares should engine flywheel is probably due to dirt on the starter-
always be used. To remove the brushes, unscrew the four shaft helices preventing free pinion movement. The shaft
fixing screws, one to each brush. In re-assembling care should be thoroughly cleaned with cleaning fluid
must be taken to reconnect the field coil and inter- followed by the application of a small quantity of Aero
connector leads, held by two of the fixing screws. Before Shell 6B or its equivalent.
inserting brushes in their holders, it is advisable to
blow through the holders with compressed air or clean
them with a cloth moistened with petrol. MAINTENANCE
The commutator should be clean, entirely free from Brush Gear and Commutator
oil or dirt. Any trace of such should be removed by Inspect the brushes at intervals to ensure that they are
pressing a clean dry fluffless cloth against it, while free in their guides and that the leads are quite free for
armature is hand rotated. movement, by easing back the brush springs and pulling
If the commutator is dirty or discoloured, tilt the brushes gently on the flexible connections. If a brush is inclined
and wrap a strip of fine glass or carborundum paper to stick, remove it from its holder and clean the sides
(not emery cloth) round the commutator, with the with a petrol moistened cloth.
abrasive side inwards. Rotate the armature by hand Be sure to refit the brushes in their original positions
until the surface is even. Clean with a petrol moistened to retain the "bedding". The brushes should be well
cloth. bedded (i.e. worn to the commutator periphery) but if not,
If repair is necessary to the commutator or switch gear wrap a strip of very fine glass or carborundum paper
etc., the starter must be exchanged or repaired by an firmly around the commutator with the abrasive side
authorised agent. outwards. With the brushes in position, rotate the
armature by hand in the normal working direction
of rotation; until the correct brush shape is obtained.
If the brushes are worn down so that the springs
are no longer providing effective pressure, they should
Model CA45 be renewed. Check the brush spring pressure by hooking
General Description a spring balance under the spring lip. The correct
Designed for flange mounting, the CA45 starter motor tension is 30/40ozf (0,85/1,13 kgf).
has a uniform cylindrical shape with no surface It is essential that replacement brushes are the same
protrusions. This is because the solenoid and main grade as those originally fitted. Genuine spares should
switch assemblies are housed within the drive end- always be used. To remove the brushes, unscrew the four
shield, around (i.e., co-axially with) the armature shaft. fixing screws, one to each brush. In re-assembling care
The essential feature of the co-axial starter is that, the must be taken to re-connect the field coil and inter-
Pinion alone moves axially to engage the engine flywheel. connector leads, held by two of the fixing screws. Before
There is no longitudinal movement of the whole armature inserting brushes in their holders, it is advisable to blow
assembly, as in the axial types. through the holders with compressed air or clean them
with a cloth moistened with petrol.
Smooth engagement of the pinion with the engine
flywheel is constantly ensured by using two-stage The commutator should be clean, entirely free from oil
operation of the solenoid and switch mechanisms. or dirt. Any trace of such should be removed by pressing
Thus the risk of damage to both pinion and flywheel, a clean dry fluffless cloth against it, while armature is
through faulty meshing, is practically eliminated. hand rotated.
In construction, the starter consists of three main If the commutator is dirty or discoloured, tilt the brushes
sections, into which it can be easily dismantled. and wrap a strip of fine glass or carborundum paper
1. The solenoid switch-gear and pinion assembly housed (not emery cloth) round the commutator, with the
in the drive end-shield. abrasive side inwards. Rotate the armature by hand until
the surface is even. Clean with a petrol moistened cloth.
2. The armature, shaft and commutator assembly.
If repair is necessary to the commutator or switch
3. The yoke, pole-piece and field-coil assembly. gear etc. the starter must be exchanged or repaired
Ready access is possible therefore, to those parts most by an authorised agent.
SECTION S
Compressor
COMPRESSOR S2

The air compressor is a single or twin cylinder water cooled can be moved on the shaft to obtain the correct
unit which is bracket mounted on the cylinder block clearance.
and driven from the auxiliary drive.
Should it be necessary to drain the engine cooling
CLAYTON DEWANDRE SC6 COMPRESSOR
system to prevent damage by frost, the Clayton
Dewandre compressor must also be drained. Drain Dismantling
plugs are provided on the compressor cylinder block. Marking before dismantling
With the Bendix Westinghouse compressor, only the The compressor should have the following items
cylinder head is water cooled and this will be auto- marked to show the correct relationship to dismantling.
matically emptied when the engine is drained.
1. Position of cylinder head in relation to cylinder
If leakage in the braking system is not excessive, and crankcase.
failure of the compressor to maintain adequate air in
2. Position of end-cover(s) in relation to crankcase.
the system, or to charge the system in a reasonable
time, usually denotes loss of efficiency due to wear. This 3. Position of crankshaft in relation to crankcase.
wear could be in the cylinder head (valves and seats) or
cylinders (piston assemblies). Another sign of wear
Removing and Dismantling Cylinder
is excessive oil passing through to the reservoir.
Head and Cylinder
Remove the unloader cap and copper washer and
withdraw the unloader plunger assembly and spring.
Preventive Maintenance
Remove the delivery valve cap and copper washer,
Every 5,000 miles (7,500 km), 250 hours or 4 months and remove delivery valve spring and seat retaining
(whichever occurs first). spring.
Remove, dismantle and clean compressor air cleaner
Unscrew the four nuts and washers from cylinder head
(if fitted).
studs and lift off cylinder head. Remove the joint.
Every 10,000 miles (15,000 km), 500 hours or 12
Remove the delivery valve and screw out the valve seat.
months (whichever occurs first).
Withdraw inlet valve spring guide. (A simple extractor
Visually check all unions, pipe fittings, etc., for
can be made from two 'A in UNF bolts and a strip of
looseness or leakage. metal formed to bridge the guide.) Remove the inlet
Check cylinder head bolts for correct tightness. valve spring, inlet valve and valve seat.
Check end covers for oil leaks. Withdraw cylinder and remove the joint.
Check that compressor mounting is secure.
Every 20,000 miles (30,000 km) or 1,000 hours Removing and Dismantling Piston and
Uncouple delivery port and check the head passages Connecting Rod Assemblies
for excessive carbon deposits which, if present, must
Remove the compressor mounting bracket and joint.
be removed by dismantling the cylinder head.
Turn the crankshaft to B.D.C. position and release the
Check compressor delivery line for carbon deposits,
tabs of the locking strap. Unscrew the two bolts and
clean or replace line as necessary. remove the connecting rod cap. Withdraw piston
Every 60,000 miles (90,000 km) or 2,500 hours assembly and replace connecting rod cap.
Dismantle compressor, thoroughly clean all parts and
Remove the piston rings from the piston. If the
inspect for wear or damage. Repair or replace all
piston is to be detached from the connecting rod,
worn or damaged parts or replace with Factory
release one gudgeon pin retaining circlip and press
Reconditioned Unit.
the gudgeon pin from the piston and connecting rod.

To Remove the Compressor Removing Crankshaft

Drain the engine cooling system and compressor of Remove drive key from crankshaft.
coolant.
Unscrew the four setscrews or nuts together with
Remove hydraulic pump which may be fitted to rear washers securing the rear end-cover to crankcase.
of compressor. Withdraw the end-cover, plain bearing, thrust washer
Remove steadying bracket between compressor cylinder (where fitted) and joint.
head and engine cylinder head. Unscrew the four setscrews or nuts securing the drive
Remove all connections to and from compressor. end-cover, and withdraw the end-cover complete
Unscrew compressor mounting bolts and remove with crankshaft and joint. Tap crankshaft with bearing
from drive end-cover.
compressor from engine.

Cleaning
To Replace Compressor
Ensure that all carbon is removed from the cylinder
The replacement of the compressor is a reversal to head. Check that the air passages in the head and the
removal. oilways in the crankcase, where applicable, rear end-cover
When the compressor is fitted, check that the clearance and crankshaft are clear and clean.
between the rubber insert and the forward half- Clean inlet and discharge valves, not damaged or
coupling is 0.020/0.025in (0,51/0,63mm). worn excessively, by lapping them on a sheet of crocus
Should the clearance be incorrect, the half-coupling cloth held on a flat surface.
 COMPRESSOR S3

Inspection of Parts
Cylinder
Check cylinder bore for excessive wear, out-of-round
or scoring. If scored or out-of-round more than 0.002 in
(0,05mm) or tapered more than 0.003 in (0,08 mm) cylinder
should be rebored. The original cylinder bore is to the
limits 2.6255/2.620in (66,69/66,71 mm) and the clearance
for the piston is 0.002/0.003in (0.05/0,08mm). Check for
wear in cylinder bore and rectify in accordance with
following table:

Wear in bore Remedy

+0.005in (0,13mm) Fit new standard rings.
+0.005/0.010in (0,13/0,25mm) Bore out to +0.010in (0,25mm) and fit 0.010in (0,25mm)
oversize piston rings.
+0.015in (0,38mm) Fit new 0.010in (0,25mm) oversize rings.
+0.015/0.020in (0,38/0,51 mm) Bore out to +0.20in (0,51mm) and fit 0.020in (0,51mm)
oversize piston and rings.
+0.025in (0,63mm) Fit new 0.020in (0,51 mm) oversize rings.

Piston and Connecting Rod neat sliding fit in the guide. If it is necessary to replace
Inspect piston for scores, cracks or damage of any kind. the unloader piston guide, this will be found to have
Check fit of rings in ring grooves, clearance should an undersized bore, and will require reaming in situ to
be 0.0005/0.0025in (0,01/0,06mm). Install rings in 0.3745/0.3755 in (9,51/9,54mm). Ensure that the bore
cylinder and check that gaps are 0.003/0.007 in (0,08/ is machined square to the underside of the cylinder
0,18mm). Check fit of gudgeon pin in piston and head. The maximum finish of the guide bore should be
connecting rod. Gudgeon pin should be a light press fit 25 micro inches (0,6microns). A chamfer is also required
in piston and clearance in the connecting rod bush at the top of the guide bore to an angle of 15° and to a
should not exceed 0.0015in (0.04mm). depth of 0.102in (2,59mm). Make sure that the
guide and chamfer angle are free from burrs. Examine
Inspect connecting rod bearing for correct fit on unloader plunger seal ring for wear. Inspect inlet and
crankshaft journal. Clearance between rod journal delivery valves and seats. If valves are grooved deeper
and bearing must not be less than 0.001 in (0,02mm) than 0.003in (0,08mm) where they contact the seat, they
and not more than 0.003in (0,08mm). Check connecting should be replaced. If not badly grooved they can be
rod for cracks or damage. refaced by lapping on crocus cloth. Valve seats, if
showing slight scratches, may be reclaimed by lapping
with fine grinding paste. If badly pitted or scratched,
Crankshaft and Bearings use a seating reamer before lapping.
Examine ball bearings for discoloration, pitting wear and
Renew delivery valve spring and check remaining
cracked races. Rotate slowly to check for roughness.
springs for corrosion, fatigue or permanent set.
Defective bearings should be removed, using a well-
fitting extracting tool. Press new bearing on to crankshaft,
using a suitable length of tube, until it contacts shoulder.
Inspect crankshaft for wear and check threads, Re-assembly
shaft ends, keyways and drive keys for damage. Lubricate all internal parts with clean engine oil to
The crank pin diameter should be within the limits prevent possible damage until the oil supply is
0.874/0.8735in (22,20/22,19mm). functioning.
Install the crankshaft, complete with bearing, into
the drive end-cover. Insert the crankshaft into the
Crankshaft and End-covers crankcase and secure the drive end-cover, ensuring that
Inspect oil seal carefully, ensuring that sealing edge the joint is correctly positioned over the oil drain
is intact and sharp. If an oil leak has been observed at ports.
the crankshaft end, a new seal must be fitted. Lip of seal Position the thrust washer in the rear end-cover with
should face inwards. the steel face towards the plain bearing and the tab
Examine crankcase, end-cover and mounting bracket located in the slot. Assemble the rear end-cover with joint
for damage and cracks. Check bearing bores for and secure. Check the crankshaft to ensure free rotation
wear. The ball race should be a light press fit in and then tighten end-cover nuts or bolts. Fit the drive
end-cover and the crankshaft should be a neat sliding key to the crankshaft.
fit in the plain bearing. Inspect crankshaft thrust Refit the piston rings, ensuring that sides marked
washer for wear (where fitted). "Top" are uppermost, and assemble the piston to the
connecting rod. Assemble the connecting rod on the
crankshaft, tighten the bolts to a torque of 4lbfft
Cylinder Head (0,55kgfm) or 5,4Nm, and turn up the tabs of the
Inspect cylinder head for cracks and unloader plunger locking strap. Space the piston ring gaps and assemble
guide bush for wear. Check that unloader plunger is a the cylinder, with joint, over the piston.
COMPRESSOR S4

Assemble the cylinder head. Lightly smear the gap of the compression and scraper rings in the cylinder
outside diameters of the inlet valve seat and spring is 0.003/0.007in (0,08/0,18mm).
guide with "Loctite", or equivalent, sealing compound.
If the piston rings are being refitted and are bedded
Insert the inlet valve seat, inlet valve and valve spring
for more than the 30% of the width or if new rings are
and press the spring guide into position. Screw in the
being fitted, the glaze on the cylinder bores must be
delivery valve seat, using a wrench inserted in the
broken.
hexagonal hole through the centre of the tilting,
and tighten securely. Place the deliver valve on the The clearance of the crankshaft in the main bearings
seat and position the springs. Screw in the valve cap should not exceed 0.0035in (0,09mm), whilst the
together with the copper washer. Lightly smear the clearance of the crankpins in the big end bearings
unloader plunger with "Dow-Corning" grease, and should not exceed 0.003in (0.08mm).
insert the spring and plunger complete with the The end float of the crankshaft is 0.004/0.012in
spring circlip. Screw in the unloader cap together with (0,10/0,30 mm).
copper washer.
The gudgeon pin should be a light press fit in the
Place the joint on the cylinder and correctly position piston and the clearance of the pin in the small end
the cylinder head on the studs. Tighten nuts progressively of the connecting rod should not exceed 0.0015in
to a torque of 10lbfft (1,38kgfm) or 13,6Nm. (0,038mm). Renew gudgeon pin circlips if necessary.
Invert the compressor and apply clean engine oil
over the crankshaft and on the cylinder wall. Assemble To Re-assemble Compressor
the mounting bracket and joint.
Clean all parts, remove all jointing compound and
gaskets. Ensure that all oilways and water passages
are clean and free from obstruction. Lightly oil all
bearing surfaces, journals and thrust washer faces.
B E N O I X W E S T I N G H O U S E TWIN 9
COMPRESSOR Fit oil seals to crankcase and end cover.

To Dismantle Compressor Fit crankshaft to crankcase ensuring that oil seal is

not damaged by the edges of the slot in the crankshaft.
Remove filter assembly, filter element and adaptor plate.
Fit thrust washer to crankshaft.
Remove top cover and cylinder head/valve plate
assembly. Coat joint face of end cover with sealing compound
and fit end cover to crankcase securing with setscrews
Remove valve plate from cylinder head. Mark valves,
and spring washers.
springs and valve cages to identify position.
Tighten setscrews to 9 Ibf ft (1.24kgfm) or 12,2Nm.
Remove mounting bracket and gasket.
Ensure that end float of crankshaft is correct.
Mark connecting rods and caps to identify position.
Fit connecting rod to piston. Fit gudgeon pin and
Release big end securing bolts and remove piston/
secure with circlip.
connecting rod assembly. (Note it is important to
release big end bolts before the bolts securing the Fit piston rings to piston, ensuring that the ring gaps
end cover). are equally spaced around the piston. The two com-
pression rings on each piston must be fitted with the
Remove gudgeon pins to release pistons from
internal steps or chamfers towards the piston crown. Rings
connecting rods. are usually marked with the word "top" or "bottom"
Remove piston rings. on the appropriate face to aid correct fitting.
Remove end cover. Lubricate piston rings and cylinder bores thoroughly
Remove plastic cover from non-drive end of compressor with clean engine oil before fitting pistons in cylinders.
(it fitted). Fit piston/connecting rod assemblies in crankcase,
Remove crankshaft with thrust washer. ensuring that they are fitted with the tooling hole in
the connecting rod facing inwards towards the centre
Remove all seals, "O" rings and gaskets.
line of the compressor.
Fit big end caps and secure with bolts and tabwashers.
Reconditioning Tighten bolts to 9lbfft (1,24kgfm) or 12,2Nm and lock
All gaskets, seals and " O " rings should be renewed. tabwashers.

The cylinder head and associated parts, and the Ensure compressor has free rotation.
pistons should be cleaned of any carbon present. Fit "O" rings to unloader pistons, lubricating assemblies
The valve discs, springs and valve guides should be with Silicone Fluid MS200. Fit unloader piston assemblies
renewed. The valve seats may be lapped with a fine to crankshaft. Fit spring and saddle. Ensure that unloader
grinding paste, but if there is any appreciable wear, the pistons have free movement.
valve plate should be renewed.
Fit inlet and exhaust valves, springs and valve guides
The unloading pistons must be a neat sliding fit in the to cylinder head. Fit valve plate to cylinder head with
guide bushes. If wear is apparent, renew the pistons or gasket and secure with countersunk screw. Tighten
bushes as necessary. screw to 50lbf in (0,57kgf m) or 5,6Nm.
The maximum permissible worn diameter of the cylinder Ensure valves have free movement after assembly.
bores is 2.257in (57,33mm). Fit cylinder head/valve plate assembly with gasket to
The clearance of the compression rings in the piston crankcase. Fit cover with gasket to cylinder head. Secure
grooves is 0.0005/0.002in (0,012/0,051 mm) and that of with nuts and spring washers where studs are fitted
thescraper rings is 0.0005/0.0025in (0,012/0,063mm). The and with bolts- and spring washers at tapped hole
 COMPRESSOR S5

positions. Tighten nuts and bolts to 17 Ibf ft (2,35kgfm) screws tightened to 50lbfin (0,58kgfm) or 5,6Nm.
or 23Nm progressively. Fit new filter element to filter body. Fit retaining plate
Fit mounting bracket with gasket to base of compressor and retain with bolts and spring washers.
with bolts and spring washers. Tighten bolts to 17lbfft Fit filter assembly to adaptor plate and secure with
(2,35kgfm) or 23Nm progressively. nuts and spring washers tightening to a torque of
Where required, fit plastic cover to non drive end 9lbft (0.124kgfm) or 12.2Nm.
of compressor and crankshaft. Fit key to drive end of crankshaft.
Coat joint face of filter adaptor with sealing compound Finally protect all ports to prevent ingress of foreign
and fit plate to crankcase. Secure with countersunk matter.

Data and Dimensions for Bendix Westing ho use Twin 9 Compressor

Cylinder bore diameter 2.250/2.251 in (57,15/57,18mm)
Max. permissible worn bore diameter 2.257 in (57,33 mm)
Clearance of piston skirt in bore 0.0023/0.0043 in (0,06/0,11 mm)
Clearance of compression rings in piston grooves 0.0005/0.002 in (0,012/0,051 mm)
Clearance of scraper rings in piston grooves 0.0005/0.0025 m (0,012/0,063 mm)
Compression ring gap in cylinder 0.003/0.007 in (0,08/0,18mm)
Scraper ring gap in cylinder 0.003/0.007 in (0,08/0,18 mm)
Crankpin diameter 1.2495/1.250in (31.74/31,75mm)
Big end running clearance 0.005/0.0015 in (0,012/0,038 mm)
Max. permissible worn big end bearing running
clearance 0.003 in (0,076 mm)
Main journal diameter 1.2482/1.2491 in (31,70/3T,73 mm)
Main bearing running clearance 0.0009/0.0028 in (0,02/0,07 mm)
Max. permissible worn main bearing running clearance 0.0035 in (0.09 mm)
Crankshaft end float 0.004/0.012in (0,10/0,30mm)
Max. permissible end float on worn compressor 0.017 in (0,43 mm)

Recommended Torques
Cylinder head bolts/nuts 17 Ibf ft (2,35 kgf m) or 23 Nm
End cover bolts 9 Ibf ft (1,24kgfm) or 12,2Nm
Mounting bracket bolts 17 Ibf ft (2,35 kgf m) or 23Nm
Strainer mounting nuts 9 Ibf ft (1,24kgf m) or 12,2Nm
Strainer adaptor screws 50 Ibf in (0,58kgf m) or 5,6Nm
Big End Bolts 9lbfft (1,24kgfm) or 12,2Nm

Drive Coupling (Holset)

C1
With the compressor fitted to the engine and the coupling
assembly in place on the auxiliary drive shaft the distance
between the two halves of the coupling (see Fig. 5.1 dim. C)
must be adjusted to the value given in the table below. When
fitting the coupling, ensure that the scribed lines on the
outside of the flanges are in line.

B
Coupling diameter Dimension C Diff. between
C1and C2

3.875in (98,4mm) 0.146/0.250in 0.068in(1,71mm)

(3,71/6,35mm)
3.00 in (76,2 mm) 0.125/0.167in 0.052in (1,32mm)
(3,18/4,75 mm)

The parallel alignment can be checked with a straight edge

and feeler gauge to dimension B as shown in Fig. S. 1.
To check the angular alignment find the difference between C2
C1 and C2 as shown in Fig. S.1. If this difference is the same
as or less than the dimension given in the chart above any Fig. S.1
angular misalignment will be 1° or less which is satisfactory.
On later engines the coupling setscrews and separate tab
washers have been replaced by washer-faced setscrews A. Straightedge C1. Max. gap
only. These setscrews should be tightened to 18Ibfft B. Max. 0.006in (0,15mm) C.2 Min. gap
(24,4Nm), 2.5kgfm. C. Gap between coupling halves

6.3544 Series Workshop Manual, January 1986

 SECTION T
Exhausters
DESCRIPTION leakage occur, the exhauster will pressurise the engine
The A.350 type exhauster is a rotary sliding vane pump, crankcase, resulting in oil leakage at the crankshaft seals
with an eccentrically mounted rotor. and other joints. Examine the exhauster for evidence of oil
The unit is bolted directly against the side of the engine leakage, particularly at the end cover joints and at the shaft
crankcase and is driven through a flexible coupling, by a oil level. Check the oil supply line for leaks at fittings and
shaft which is connected to the timing gears and also connections.
drives the fuel pump. The exhauster body and end covers
are of cast iron, and house an aluminium rotor die-cast on Every 10,000 miles
to a steel shaft. The rotor has four equi-spaced slots to Check the mounting setscrews and end cover retaining
accommodate fibre blades. The shaft runs in sintered screws for tightness.
bronze plain bearings fitted in the end cover, which, if
Every 60,000 miles
bored straight through, also contain seals to prevent the
Remove and dismantle the exhauster, thoroughly clean all
ingress of air and dirt and the leakage of oil from the
parts and inspect them for wear and damage. If the
exhauster. The drive end of the shaft is machined to accept
exhauster is well worn it will be advisable to return it to
a Woodruff key, thus ensuring non-slip drive. The intake
Perkins Engines Ltd,, in exchange for a factory
port in the exhauster is pipe-connected to the vacuum
reconditioned unit.
reservoir, and the outlet port formed in the base of the
exhauster aligns with an aperture in the engine crankcase. To Remove the Exhauster
Lubrication is by engine pressure feed, oil entering through Disconnect the oil vacuum pipes at the exhauster and plug
a connection in the rear end cover to an annular groove in the open unions to prevent the entry of foreign matter.
the bearing housing, from which it passes through a hole in Release the driving coupling from the end of the rotor
the bearing to oilways in the rotor shaft, communicating shaft. Unscrew the setscrews which secure the exhauster
with the slots in the rotor. The plain bearing fitted in the to the crankcase, and remove the unit from the engine.
drive end cover receives oil through an extension of the
main oil way in the rotor shaft, a passage in the drive end Dismantling
cover to the vacuum side of the pump relieving oil pressure Mark the end covers in relation to the body to ensure
on the seal. correct location on re-assembly. Unscrew the four socket-
headed screws and remove the rear end cover with the
rubber sealing ring. Mark the blades in relation to the rotor
and withdraw the rotor complete with blades from the body.
OPERATION
Unscrew the four socket-headed screws and remove the
At alt speeds the rotor blades are kept in contact with the
drive end cover with its rubber sealing ring.
bore of the body by centrifugal force, assisted by the
hydraulic action of the oil beneath the blades. When the
rotor turns, the spaces between the blades vary, because CLEANING AND INSPECTION
of the eccentric mounting of the rotor In the exhauster Cleaning
body. As a blade passes the inlet port the space between it Wash all the components in cleaning solvent and clear the
and the following blade increases and air is drawn from the rotor and drive end cover oil ways with compressed air.
vacuum reservoir. This air is then compressed and
expelled with the lubricating oil through the outlet port to Inspection of Parts
the engine crankcase. Examine the bushes for excessive wear. To renew them
see "Overhaul" section. Inspect the rotor and shaft for
cracks and damage, check the fit of the fibre blades in the
SERVICING EXHAUSTER rotor slots and replace any worn or damaged blades.
Periodic Inspection and Preventive Maintenance Examine the seals carefully to see that the sealing edges
Weekly or every 5,000 miles are pliable, intact and sharp. Seals rendered ineffective
Examine the vacuum lines and fittings. Vacuum leakage (usually by dirty oil and grit) should be renewed as
may occur through the line or reservoir mounted non- prescribed in the section headed "Overhaul". Examine the
return valve, if the valve seat is dirty or pitted. Should body for cracks and damage and the bore for longitudinal

Fig. T.1. Exploded view of an Exhauster.

6.3544 Series Workshop Manual, Issue 2, June '82

EXHAUSTERS—T.2

ripples or lines. If these are only slight the body is still in the rotor slots, making sure that the marks made during
serviceable, if excessive the body should be renewed. dismantling correspond.
Examine the end covers, and renew them if they are
Install the rear end cover with its rubber 'O' ring on to the body
cracked or scored.
(ensuring that the dowels locate in their respective holes) and
tighten the socket-headed screws.
OVERHAUL
Turn the rotor by hand to make sure that it revolves freely.
To renew End Cover Bearings and Seats
Drive End Cover Installation
Extract the seal from the drive end cover and press in the Replace the joint and remount the exhauster securely to the
new one until the steel seal holder abuts against the engine crankcase, with the coupling halves fitted loosely on
shoulder in the cover. With the seal removed, press the the shafts.
worn plain bearing out of the cover using a bar or tube Where there are scribed lines on the outside of the coupling
1 Vie in diameter. Press the new bearing into the cover until
flanges, these must be in line.
it is % in below the cover face.
Ensure that there is approximately Vein (3mm) between
Rear End Cover auxiliary shaft oil seal and front half coupling.
Blank end covers are not fitted with seats. The bearing
Where Simms couplings are fitted (Fig. T.2), ensure that there
should be extracted or machined out taking care not to
is a nominal clearance of %4in (1,2mm) between the rubber
damage the housing, or in an emergency it may be
coupling and each half coupling. Where Holset couplings are
removed by cutting a groove along the bearing, using a
fitted, check the parallel and angular alignment with a straight
narrow half round chisel. Inspect the housing, remove any
edge and feeler gauges as shown in Fig. T.3.
burrs and press the new bush fully into the cover. Where
the rear end has been bored straight through and blanked When the alignment is correct tighten the coupling setscrews
off, the circlip should be removed followed by the blanking and in the case of earlier Holset couplings lock the setscrews
disc and 'O' ring, which acts as a seal. The bush may then be with the tab washers. Later Holset couplings have washer
pressed out of the cover, using a bar or tube, 1 Viein diameter. faced setscrews without tabwashers and these setscrews
When replacing these components it is advisable to Tit the must be tightened to 1 Slbfft (24Nm) 2,5kgfm.
circlip in its groove and then refit the blanking disc followed by
Reconnect the oil feed and vacuum pipes.
a new 'O' ring. The new bush should be pressed into the
cover until it slightly compresses the 'O' ring against the
blanking disc, the resulting reduction in internal diameter of
the 'O' ring ensuring an effective seal on the shaft. The large
rubber 'O' rings which seal the gaps between the exhauster
body and the end covers, should be renewed if they appear to C1
be in any way compressed or damaged.

Re-assembly
Lubricate all moving parts with clean engine oil.
Carefully insert the shaft into the drive end cover, avoiding
damage to the seal.
B
With the large rubber 'O' ring fitted in its groove in the cover,
assemble the latter to the body, locating the dowels in their
respective holes.
Hold the body, drive end downwards, and replace the blades 5
B

C2

Fig. T.3
A. Straight edge Cl.Max. gap
B. Max. 0.006in (0.15mm) C.2 Min. gap
C. Gap0.125/0.187in Max. difference C1-C2,
(3,18/4,75mm) 0.052in (1,32mm)

Fig. T.2. Removing Exhauster.

1. Exhauster.
2. Exhauster Coupling (Driven Half).
3. Exhauster Coupling (Drive Half). .
4. Rubber Coupling.

6.3544 Series Workshop Manual, January 1986

 SECTION U
Approved Service Tools
Available from V. L. Churchill & Co. Ltd., Daventry, Northamptonshire, England, NN11 4NF.
The numbers shown in brackets after the Churchill tool number are the part numbers of equivalent
Perkins tools. Perkins tools are available through your Perkins Distributor.

Tool No. Description

PD.1D VALVE GUIDE REMOVER AND REPLACER (MAIN TOOL)

(21825026)

PD.1 D-1A ADAPTOR FOR PD.1D OR 21825026

(21825027) A pair of puller bars fitted with knurled nuts. Suitable for
Vie" and 3" guides. The necessary distance piece from the
adaptors below should also be used.

PD.1 D-6 ADAPTOR FOR PD.1 D OR 21825026

1
(21825030) A %2" (15mm) distance piece used to replace valve guides
to a set height.

No. 8 PISTON RING SQUEEZER

(21825018)

PD.41B PISTON HEIGHT AND VALVE DEPTH GAUGE

(21825019) A simple method of quickly checking piston height.

PD.140 CAMSHAFT BUSH/THRUST COLLAR REMOVER

PD.140-3 FUEL PUMP THRUST COLLAR REMOVER/REPLACER

ADAPTORS

6.3544 Series Workshop Manual, October 1989

APPROVED S E R V I C E TOOLS—U2

Tool No. Description

PD.145 CRANKSHAFT REAR OIL SEAL REPLACER ADAPTOR

(LIP TYPE SEAL)

PD.150A CYLINDER LINER REMOVER/REPLACER (MAIN TOOL)

(21825052) For Field Service replacement of single liners. Not advised
for complete overhaul. For this work use adaptors with a
hydraulic ram unit.

PD.150-1B ADAPTORS FOR PD.150

(21825054) Suitable for cylinders of 3.6" dia. and 3.87" dia. Removal
and replacement.

PD.150-7A ADAPTORS FOR PD.150

(21825057) Suitable for cylinders of 3.97" dia. Removal
and replacement.

PD.155C BASIC PULLER

For the removal of gears or pulley.
Used with the adaptors below.

PD.155A-1 ADAPTORS FOR PD.155B

or PD.155C
With UNF threads.

PD.155B-5 ADAPTORS FOR PD.155B

or PD.155C
With Metric threads.

MF.200-26 WATER PUMP OVERHAUL KIT

Used with 370 Taper Base and Press.

6.3544 Series Workshop Manuel. October 1989

 APPROVED S E R V I C E TOOLS—U3

Tool No. Description

335 CON ROD JIG & 336 MASTER ARBOR

336-102 ARBOR ADAPTOR

Used with 335

6118B-4 VALVE SPRING COMPRESSOR

(21825020)

6118B-4 ADAPTOR FOR 6118B

(21825023)

MS67B TOOL FOR CHECKING FUEL

INJECTION TIMING

PD.163 TIMING CASE CENTRALISING TOOL

(21825042)

MS 73 ADJUSTABLE VALVE
(21825064) SEAT CUTTERS

MS.1531 ANGLE GAUGE TO TIGHTEN

CYLINDER HEAD FASTENERS

6.3544 Series Workshop Manual. October 1989

 INDEX
Alternator AC5,17ACR, 18ACR, 25ACR Air, General N2
and A133/65 Air, Oil Bath Type N4
Precautions R2 Fuel, Data B10
Maintenance R2 Fuel, To Renew Element N4
Fault Finding AC5 R2 Lubicating Oil, Data and Dimensions B10
Testing 17ACR, 18ACR, 25ACR and A133/65 R3 Lubricating Oil, To Renew L8
Data B12
Foreword Page5
Altitude, De-rating B2 Flywheel, Alignment P2
I Amendment Status Page 2 Flywheel, To Remove P2
Atomisers Flywheel, To Refit P2
Data B12 Flywheel, Runout P2
I General N7 I Fuel System Bleeding N8
Pressure Setting B12
Gasket, Cylinder Head E2
Belt, Fan, Adjustment M2 Gear
Bearing, Main, Data and Dimensions B6 Auxiliary Drive Shaft, Data and Dimensions B8
Bearing, Main, To Fit H4 Auxiliary Drive Shaft, To Remove J2
Block, Cylinder G2 | Auxiliary Drive Shaft, To Refit J3
Block, Cylinder, Data and Dimensions B3 Camshaft, Data and Dimensions B8
Bush, Auxiliary Drive Shaft Front, Data and Camshaft, To Remove J2
Dimensions B8 I Camshaft, To Refit J3
Bush, Auxiliary Drive Shaft Rear, Data and Crankshaft, Data and Dimensions B8
Dimensions B9 Flywheel Ring P2
Bush, Connecting Rod, Small End, Data and Hydraulically Loaded Wormwheel, Data and
Dimensions B5 Dimensions B9
Bush, Connecting Rod, to Renew F3 Idler, Data and Dimensions B8
I Idler, To Remove J4
Case, Timing, To Remove J2 Idler, To Refit J4
| Case, Timing, To Refit J3 Timing, Backlash B8
Camshaft, Data and Dimensions B6 Timing, Backlash, Checking J6
Camshaft, To Remove J4 Guide, Valve, Data and Dimensions B7
Camshaft, To Replace J4 Guides, Valve E6
Compressor
Preventive Maintenance S2 Head, Cylinder
To Remove S2 Data and Dimensions B7
To Replace S2 To Remove E2
Compressor SC6 I To Overhaul E6
Dismantling S2 | To Fit E3
Cleaning S2 Housing, Flwyheel, Alignment Limits P3
Inspection of Parts S3 Housing, Flywheel, To Remove P2
Re-assembly S3 Housing, Flywheel, To Refit P2
Compressor, Twin 9 Hub, Idler Gear, Data and Dimensions B8
Data and Dimensions S5 I Hub, Idler Gear, To Remove J4
To Dismantle S4 Hub, Idler Gear, to Refit J4
To Re-assemble S4
To Recondition S4 I Inserts, Valve Seat E7
I Cooler, Air Charge (integral air/water) M7
| Cooler, Air Charge, Description N4 Jets, Piston Cooling
Cooler, Oil I Description J6
To Remove L5 | Nozzle Positioning M6
I To Dismantle L5,6 and 7 | To Refit M6
I To Re-assemble L5,6 and 7 I To Remove M6
| To Test L7
To Refit L7 Liner, Cylinder G2
Cooler Adaptor Data and Dimensions B3
Oil Cooler to Cylinder Block L7 To Renew G2
Cooling System, Data B10 Lubricating Oil
Cooling System, Description M2 Circulation L3
I Cooling System, To Drain M3 Operating Pressure B1
High Pressure, Fault Finding D2
Crankshaft Low Pressure, Fault Finding D2
Data and Dimensions B6
Description H2 Misfire, Engine, Fault Finding D2
Description H2
To Reg rind H3 Number, Engine Location Page 5
To Fit H4
Overheating, Engine, Fault Finding D2
Data, Engine B1
Pin, Gudgeon, Data and Dimensions B5
Exhaust Smoky, Fault Finding D2 Piston and Rod
To Assemble F3
Fault Finding Chart D2 Data and Dimensions B3-B4
Filter To Dismantle F2
Air, Dry Type N2 Inspection F3

6.3544 Series Workshop Manual, October 1989

 INDEX (continued)
To Remove F2 To Remove L3
To Fit F5 To Replace L3
Power Lack, Fault Finding D2 Strainer, Lubricating Oil L3
Pressure, Crankcase, Fault Finding D2
Pulley, Crankshaft, To Fit H6 Tappets, Data and Dimensions B8
Pulley, Crankshaft, To Remove H2 Tappets, To Remove J4
Pump, Fuel Injection Tappets, To Replace J4
I Idling Speed Setting N7 | TDC, How To Set M3
| Maximum Speed Setting N7 Thermostat
Data B10 Data B10
Description N5 I Testing M3
I Basic Timing K3 | To Remove and Refit M3
| To Check Timing K3 Thermostart N9
To Remove N6 Timing, Fuel Injection, Checking K3
To Fit N6 | Timing, Fuel Injection, Basic K3
Pump, Fuel Lift . Timing, Fuel Injection Static, Position B11
Data B10 I Timing Valve, Checking K7
Dismantling N5 I Tools, Approved Service U1
Re-assembly N5 Torque, Recommended Tensions B1
To Remove and Fit N5 Turbocharger T-04B
Pump, Lubricating Oil Cleaning Q5
Clearances B9 Dismantling Q5
Data B9 Fault Diagnosis Q2
Inspection L4 Inspection Q6
To Dismantle L3 Installation Check List Q9
To Re-assemble and Refit L4 Re-assembly Q6
To Remove L3 Reconditioning Q2
Turbocharger 3LD
Pump, Water Cleaning Q4
I Data and Dimensions B10 Dismantling Q3
To Dismantle M4 Fault Diagnosis Q2
I To Re-assemble M4 Inspection Q4
I To Remove M4 Installation Check List Q9
| To Refit M5 Re-assembly Q4
Push Rod, Data and Dimensions B8 Reconditioning Q2
I Push Rod E8 Turbocharger 3LM & S-76
Cleaning Q7
Rating, Details B1 Dismantling Q6
Restriction Indicator N2 Fault Diagnosis Q2
Ring, Piston, Data and Dimensions B3-B5 Inspection Q7
Rings, Piston, To Fit F4 Installation Check List Q7
Rings, Piston, To Check Gaps F3 Re-assembly Q8
Rockers, Data and Dimensions B8 Reconditioning Q2
Rod, Connecting
Alignment F3 Valves
Data and Dimensions B5 I Assembly E5
Bearings, Data and Dimensions B6 Exhaust, Data and Dimensions B7
Inspection F3 Inlet, Data and Dimensions B7
To Remove F2 Inspection E6
To Replace F4 1 Seats, Valve E6
1 Tip Clearances E5
| Safety Precautions Page 6 | To Fit E5
Seal, Crankshaft Front End Oil, To Renew J2 To Remove E5
| Seal, Crankshaft Rear End Oil, To Fit H7 Valve, Oil Pressure Relief
Seal, Rocker Shaft Oil Feed Connection, Fitting E3 Removal and Dismantling L4
| Shaft, Auxiliary Drive, To Remove J5 Re-assembly and Refitting L4
I Shaft, Auxiliary Drive, To Refit J6 Data and Dimensions B9
Shaft, Auxiliary Drive Assembly, Data and
Dimensions B8 Washers, Auxiliary Drive Thrust, Data and
Shaft, Fuel Injection Pump Drive, To Remove J4 Dimensions B9
Shaft, Fuel Injection Pump Drive, To Refit J5 Washer, Camshaft Thrust, Data, B7
Shaft, Rocker, Data and Dimensions B8 Washer, Crankshaft Thrust, Data and Dimensions B6
| Shaft, Rocker, Dismantling and Assembly E8 Washer, Crankshaft Thrust, To Renew H2
I Spring, Inner Valve, Data and Dimensions B7 Weights, Engine B1
Spring, Outer Valve, Data and Dimensions B7
| Springs, Valve E7
Starter Motor M50
General Description R4
Maintenance R4
Testing on Vehicle R4
Starter Motor CA45
General Description R5
Maintenance R5
Testing on Vehicle R5
Starting, Difficulty, Fault Finding D2
Sump
Data

6.3544 Series Workshop Manual, October 1989

 workshop manual
supplement for
6.3544M Series
Range 4 Series
6 HD Series
marine diesel
engines

Perkins Group Limited

Peterborough England
1991

The publication supersedes the previous complete marine

manual, edition 601 SER0589 1155.

This publication is written for wo rid-wide use. In territories where legal requirements govern smoke emission, noise, safety
factors etc., then all instructions, data and dimensions given must be applied in such a way that, after servicing (preventive
maintenance) or repairing an engine, it does not contravene the local regulations in use.

Published by Perkins Power Sales and Service Limited and printed in England by Fisherprint Ltd.
2

Foreword
Since the basic design of the 6.3544 marine engines is similar to that of the 6.3544 Series engines, they can be serviced
to a large extent in accordance with the instructions given in the appropriate sections of the 6.3544 Series Workshop
Manual and the HD Power and Range 4 Users Handbooks.
However certain special components are fitted to marine engines and it is for the servicing of these items that this
supplement has been prepared.
Those items that are different or additional to the non-marine engine are shown in this supplement under the appropriate
main heading.
For further information refer to the 6.3544 Series Workshop Manual and the HD Power and Range 4 Users Handbooks.

The different models and types of engines covered in this supplement are listed below:
6.3544M Series: 6.3544, T6.3544, H6.3544, HT6.3544
Range 4 Series: M135, M165T, M200Ti, M240Ti, M275Ti
6HD Series: 6HD100, 6HD150T, 6HD185T

Note: Unless stated otherwise, the information given in this supplement also applies to all six cylinder models of the Range
4 and 6HD Series engines.
 3

CONTENTS
Section

ENGINE VIEWS A

G E N E R A L DATA B

CYLINDER HEAD E

PISTONS AND CONNECTING R O D S F

TIMING K

LUBRICATING S Y S T E M L

COOLING S Y S T E M M

AIR C L E A N E R S AND F U E L S Y S T E M N

TURBOCHARGER Q

ALTERNATOR AND S T A R T E R MOTOR R

MARINE S U P P L E M E N T - A 2

Engine Views A
Perkins engines are built to individual requirements to suit the applications for which they are intended and the following
engine views do not necessarily typify any particular specification.
View of Camshaft Side of 6.3544M Engine.
M A R I N E S U P P L E M E N T - A4
MARINE S U P P L E M E N T - A5
M A R I N E S U P P L E M E N T - A6

A.8 View of Camshaft Side of 6 . 3 5 4 4 M Engine.

 MARINE S U P P L E M E N T - B1

General Data B
Ratings
Rating*
Application kW bhp rev/min
T6.3544M
Pleasure craft (high rating) 186,5 250 2800
Pleasure craft and commercial light duty . 164 220 2600
Alternative rating 160 215 2800 J
Pleasure craft and commercial light duty . 138 185 2400
Alternative rating 138 185 2800
Pleasure craft and commercial light duty 112 150 2400
On-board generating set 86 115 1500

6.3544M
Pleasure craft and commercial light duty 89,5 120 2800
Alternative rating 85 114 2500
Commercial heavy duty 74 99 2000
On-board generating set 57,5 77 1500
*Gross output without gearbox.

E n g i n e weights (dry)
T6.3544 with 6.3544 with 6.3544
No. 3 SAE No. 3 SAE with low profile
backend backend bell housing
Specification lb kg lb kg lb kg
Including backend but less gearbox 1289 585 1229 557 1216 552
Including Borg Warner 10-14with 1.58:1 reduction
gear 1492 677 1432 650 1419 644
Including Twin Disc MG 506 gearbox 1517 688 1457 661 1444 655
Including MRF350HDM111B-2 gear 1605 728 1545 701 1532 695
Including MRF 350HD M111B - 3 gear 1615 733 1555 705 1542 699

G e a r b o x oil capacities
0° Installation angle 15° Installation angle
Transmission Imp pints litres US quarts Imp pints litres US quarts
Borg Warner direct drive 3.5 2,0 2.1 2.83 1,6 1.7
Reduction Gear CR2 (10/14) 4.16 2,36 2.5
Twin Disc MG 506 8.0 4,54 4.8
Twin Disc MG 502 3.5 2,0 2.1
Self Change MRF 350HD M111B 16-20 9,1-11,3 9.6-12.0
Gearboxes should be filled to the 'full mark' on dipstick (where fitted).
MARINE S U P P L E M E N T - B2

G e a r b o x lubricant specifications
Borg Warner Type 'A' Suffix 'A' Automatic Transmission Fluid
Twin Disc Oils used in these gearboxes must be consistent with a
high quality engine oil. Viscosity grades will depend on
the ambient temperature in the region of operation, e.g.,
0°F to 32°F SAE 20 engine oil
(-18° to 0°C) (BP Vanellus M20W or
equivalent)
Above 32°F SAE 30 engine oil
(0°C) (BP Vanellus M30 or
equivalent)
Self Change MRF 350HD M111B SAE 30 engine oil for tropical and temperate regions -
32°F (0°C) and above
SAE 20 engine oil for arctic regions- 0°F (-18°C) to 32°F
(0°C)

Cooling s y s t e m
Type Thermo-syphon, pump assisted
Coolant capacity
Vertical engines..... 53.7 Imp pints (30,5 litres) 32.2 US quarts
Horizontal engines 56.32 Imp pints (32 litres) 33.8 US quarts

Sea water pump

Make Jabsco
Type Self priming, Neoprene rubber impeller

Fuel injection pump static c h e c k i n g a n g l e s

The relevant timing information can be found by reference to the prefix letters or prefix letter and figures of the setting code
adjacent to the word 'Set' on the fuel pump identification plate and the table below. The engine checking angle is for use
with timing tool MS67B and the engine set with No. 1 piston at T.D.C. compression stroke.
Prefix Engine checking Fuel pump marking Static timing Piston
Letters angle (degrees) angle (degrees) BTDC (degrees) displacement
T6.3544

SY 160 144 32 0.483 in (12,26 mm)

Atomisers
Code Holder Nozzle Setting Pressure Working Pressure
2 2 2 2
atm lbf/in (MN/m ) atm Ibf/in (MN/m )

FU BKBL67S5299 BDLL150SY6688 210 3087 (21,3) 195 2866 (19,8)

GT BKB67S5299 BDLL135S6776 215 3160 (21,8) 215 3160 (21,8)
HA BKBL67S5299 BDLL150S6798 215 3160 (21,8) 215 3160 (21,8)
or or
2645C305
HB BKBL67S5299 BDLL150S6799 215 3160 (21,8) 215 3160 (21,8)
or or
2645C305
HE LRB67014* JB6801019 230 3381 (23,3) 230 3381 (23,3)
or
2645C307
HR LRB67014* JB6801045 270 3970 (27,3) 270 3970 (27,3)

*In this atomiser the pressure is adjusted by a change of shims.

 MARINE S U P P L E M E N T - E1

Cylinder Head E
T o remove the cylinder head
Drain the cooling system.
Disconnect battery terminals.
Remove exhaust pipe from exhaust outlet pipe.
Where applicable, remove the turbocharger (Fig. E.1),
as detailed in Section Q.
Remove electrical connections to the cylinder head and
induction manifold. Remove fuel pipe to thermostart in
the manifold.
Remove the water outlet connection.
Remove the multi-cooler, see Fig. E.2 or the mani-cooler
and induction manifold.
The fuel pipe from lift pump to fuel filters should be
removed, releasing the clip from the back of the cylinder
head. The fuel filters may also be removed.
All high pressure pipes between fuel injection pump and
the atomisers should be removed together with the
atomisers leak-off pipe assembly.
Remove atomisers, see Fig. E.3.
Disconnect the breather pipe from the rocker cover.
Remove rocker cover and gasket.
Release rocker assembly bracket securing setscrews
and lift off rocker assembly. Remove the push rods.
Remove cylinder head nuts and setscrews in reverse
order of tightening sequence, see Fig. E.4.
Note position of different length setscrews, see Fig. E.4.
Remove cylinder head.

T o fit the cylinder head

Ensure the head face, cylinder block top face and bores
are clean and that the rocker assembly oil feed passage
in the cylinder head is clean.
Any cylinder head studs removed from the cylinder block
should be refitted with 'Loctite'.
The cylinder head gasket is marked 'TOP FRONT'.
The cylinder head gasket must be fitted dry. Fit the
gasket ensuring it is correctly located over the two
dowels.
Lower the cylinderhead in position withoutdisturbing the
gasket.
Lightly oil threads of cylinder head securing studs and
setscrews.
See Fig. E.5 for correct location of long and short
setscrews.
The cylinder head fasteners should be tightened gradu-
ally and evenly in the correct sequence (Fig. E.4).
The earlier cylinder head fasteners (1 to 32), which are
fitted with separate washers, should be tightened to
95 Ibf ft (13,1 kgf m) 130 Nm.
When the early cylinder head gasket, part number
36612611, is used with flanged fasteners (1 to 32), the
fasteners should be tightened to 115 Ibf ft (15,9 kgf m)
156 Nm.
MARINE S U P P L E M E N T - E 2

Currently, the flanged cylinder head fasteners are tight- Osr 035 933 OH QM OM
ened in the factory by a new method that removes the Qaa Qn O* 0*>
33
O
necessity for the fasteners to be tightened again with the © » © » ©9 ©1 ©3 ©W 24©
engine hot. A similar 'No hot torque' method (see Pag*3
E3) can be used in service if flanged fasteners and
©30 ©20 ©10 ©7 ©4 ©IS 25©
cylinder head gasket, part number, 36812613 are used.
Q» 0 » 0* 1
Q32 O" 0 « 0 O' O" O * O" o »
If this method is not used, the flanged fasteners should
be tightened as shown earlier and will have to be
tightened again when the engine is hot. E.4

The small setscrews (33 to 38) should be tightened to

28 Ibf ft (3,9 kgf m) 38 Nm.
OA OA OA OA 0A
Replace push rods. 0» OB OB OB OB OB
© D ©E ©t ©E ©E ©E D ©
Renew the rocker assembly feed pipe oil seal, lightly
oiling its inner and outer surfaces, and placing it in the oil
feed drilling. ©D ©E ©E @E ©[ ©£ O©
c c
Qc Qc Qc Qc O O Oc Qc Qc Qc Oc Oc
Examine and replace the rocker assembly, ensuring that
the oil feed pipe, which has a lead in, locates correctly
into the drilling, when the seal will butt against the
convolution, see Fig. E.6.
The rocker assembly securing nuts should be tightened
down progressively from the centre outwards to a torque
of 55 Ibf ft (7,60 kgf m) or 75 Nm. Set valve clearances
III
A 8 C D
to 0.008 in (0,20 mm) for inlet valves and 0.018 in E.5
(0,45 mm) for exhaust valves, engine cold, as detailed
on Page E5 of the 6.3544 Series Workshop Manual.
Refit atomisers with new copper seating washers. En-
sure that a serviceable dust seal is fitted to the atomiser.
Earlier dust seals consisted of asingle piece rubberseal,
later arrangements use a two piece dust seal which
consists of a plastic or aluminium spacer and a rubber
seal. The spacer must be fitted directly under the atom-
iser flange with the soft rubberseal up against the spacer
at the nozzle end of the atomiser. Now tighten nuts/
setscrews evenly to a torque of 12 Ibf ft (1,7 kgf m) or
16 Nm.
Note: Different atomiser seating washers are used on E.6
naturally aspirated and turbocharged engines. The seat-
ing washers for naturally aspirated engines are 0.080 in
(2,03 mm) thick and for turbocharged engines, 0.028 in
(0,71 mm) thick. It is important that the correct atomiser
seating washers are fitted.
Refit all high pressure fuel pipes, leak-off pipes and the Bleed the fuel system of air as detailed on Page N8 of the
fuel filters. 6.3544 Series Workshop Manual and start the engine.

Tighten high pressure pipe nuts to a torque of 15 Ibf ft Check the oil flow to the rocker shaft assembly and allow
(2,1 kgf m) or 20 Nm. the engine to warm up.
Refit fuel pipe from lift pump to filters, this pipe is clipped Shut the engine down, and tighten the cylinder head
on to back of cylinder head. securing nuts and setscrews to the correct torques as
detailed previously, using the following procedure.
Refit multi-cooler, or induction manifold and mani-cooler.
Ensure that the coolant outlet temperature is at least
A steel/asbestos one piece gasket is fitted between the 170°F (77°C). If a nut or setscrew does not move before
multi-cooler and cylinder head, sealing the exhaust and the correct torque is achieved, slacken off 1/12 to 1/6 of
induction ports. This gasket should be fitted dry. a turn (30° to 60°) and then retighten to the correct
Refit the water outlet connection. torque. Flanged fasteners not tightened by the 'No hot
torque' method should be retightened to 105 Ibf ft
Connect the electrical lead, fuel feed pipes to the (14,5 kgf m) 142 Nm. After retightening all the nuts and
thermostart unit if fitted. setscrews, the first ten positions of the tightening se-
Connect any otherelectricallead(i.e.watertemperatu re quence should be rechecked without further slackening
gauge). off to ascertain that they are still tightened to the correct
torque.
Refit the turbocharger, where applicable, as detailed in
Section Q. Reset the valve clearances to 0.008 in (0,20 mm) for
inlet valves and 0.018 in (0,45 mm) for exhaust valves
Refit exhaust pipe to exhaust outlet pipe. hot or cold.
Reconnect the battery.
Refitthe rocker cover gasket, rocker cover and breather
Refill the cooling system. pipe.
 MARINE S U P P L E M E N T - E 3

To put a rocker cover joint on correctly it must be first c B

? p
fitted to the rocker cover by use of a suitable Bostic type
contact adhesive. The adhesive must be applied ac-
cording to the manufacturers instructions. This proce-
dure will ensure that there is a good seal all around the
cover.
When replacing the cylinder head cover, ensure that the
cover retaining nuts are screwed fully home against the
rocker shaft bracket retaining nuts. Where a washer is
fitted under the head of each of the rocker cover nuts, a
washer is also fitted between the rocker bracket secur-
ing nut and the cover nut. Where a washer face is formed
integral with the cover nut, a separate washer must not
be fitted under the cover nut or between the cover nut
and the rocker bracket nut.

'No hot torque' method to tighten cylinder

head f a s t e n e r s
Check the setscrews and studs for distortion with a
straight edge held along the threads. If there is a visual
reduction in the diameter of that part of the thread that
has not been in engagement with the cylinder block or
nut, the setscrew or stud must not be used again.
Lightly lubricate the threads and the flange face of each
fastener with clean engine oil. New fasteners are sup- E.8
plied already lubricated.
Put the cylinder head gasket, the cylinder head and the
fasteners in position. Gradually and evenly tighten the
main ('/; in UNF) fasteners to 80 Ibf ft (11,1 kgf m) 100 Nm 38/42 Ibf 13.4/17.4 Ibf
in the sequence 1 to 32 (Fig. E.4). (17.2/19.0 kgf) (6,1/7.9 kgf)

Check again that all the main fasteners are to the correct
torque.
Tighten the fasteners, in the correct sequence, a further
part of a turn according to the length of the setscrew or
stud.The shorter setscrews (C in Figs. E.5 and E.7) must
be turned af urther 150° (2!4 flats). The longer setscrews
(B) and the nuts (E) on the shorter studs must be turned
a further 180° (3 flats). The nuts (D) on the longer studs
must be turned a further 210° (3V flats). E.9
2

A special tool, number MS 1531, (Fig. E.8) can be used

for this operation. To use the tool, fit it between the
socket spanner and the handle. Position the stop (1 in
Fig. E.8) against a suitable protrusion on the cylinder Valve S p r i n g s
head to prevent movement of the degree dial in a
clockwise direction. Turn the pointer to align with the A new set of springs should be fitted at every major
zero mark on the degree dial. Tighten the setscrew or the overhaul.
nut until the pointer on the tool is at the correct angle for
the length of the setscrew/stud. Examine the springs with regard to squareness of ends
and pressure developed at fitted lengths, see Fig. E.9.
If no tool is available, make a suitable mark on the New inner springs require a load of 13.4/17.4 Ibf (6,1/
cylinder head in line with a corner of each setscrew and 7,9 kgf) to compress them to the fitted length of 1.5625
nut (Fig. E.7). Make another mark on the edge of each in (39,69 mm).
fastener at the correct angle(counter clockwise) accord-
ing to the length of the setscrew/stud. Tighten each New outer springs require a load of 38/42 Ibf (17,2/
fastener, in the correct sequence, until the mark on the 19,0 kgf) to compress them to the fitted length of 1.780
flange of the fastener is next to and in line with the mark in (45,21 mm).
on the cylinder head.
Tighten the 5/16 in UNFsetscrews gradually and evenly
in the sequence 33 to 38 (Fig. E.4) to 28 Ibf ft (3,9 kgf m)
38 Nm.
MARINE S U P P L E M E N T - E 4

Manifolds
The exhaust and induction manifolds are an integral part
of the multi-cooler used on T6.3544 engines, see Sec-
tion M. The multi-cooler is made from a corrosion resist-
ant aluminium material. Fresh water contained in the
multi-cooler acts as a cooling medium for the exhaust
manifold gas passages (see Fig. M.12) so reducing the
risks of fire hazard.
The induction manifold is also contained in the multi-
cooler casting assembly, but is separated from the main
hot water jacket by a cast-in air gap to prevent heat
transference from the water to the in-going air (See Fig.
M.12).
On naturally aspirated engines a mani-cooler unit is
fitted which contains the heat exchanger header tank
and exhaust manifold, see Fig. M.12A. Unlike the multi-
cooler the induction manifold and thermostats are not
included within the mani-cooler assembly.

TECHNICAL DATA

Inner valve s p r i n g s
Fitted length and load 1.5625 in (39,69 mm) at 13.4/17.4 Ibf (6,1/7,9 kgf)
Number of active coils 7
Number of damper coils 2
Coiled R.H. - damper coil to cylinder head

Outer valve s p r i n g s
Fitted length and load 1.780 in (45,21 mm) at 38/42 Ibf (17,2/19,0 kgf)
Number of active coils 5.5
Number of damper coils 2
Coiled L H . - damper coil to cylinder head
 MARINE S U P P L E M E N T - F1

Pistons and Connecting Rods F

The pistons fitted to 6.3544 and most T6.3544 engines These rings must be fitted as shown in Fig. F.1 and as
have a toroidal cavity in the crown, the cavity shape described in the previous text.
being different for the naturally aspirated and turbo-
Note: The later arrangement gives improved oil control.
charged engines.
Piston ring layouts for later 6.3544 engines, Fig. F.1 are
The pistons fitted to the T6.3544 engine rated at 164 kW
as follows:
(220 bhp) have a squish lip re-entrant bowl in the crown
and the crown of these pistons is hardened.
The small end of the T6.3544 connecting rod is wedge
shaped.
Only pre-topped pistons are available as service re-
placements for the T6.3544 engine rated at 164kW
(220 bhp) whereas pre-topped service or untopped pro-
duction pistons are available for the remaining applica-
tions. Where pre-topped service pistons are used, the
piston height may be lower than the bottom limit given
above.

To fit piston rings

Old arrangement:
No. 1 chromium insert compression.
No. 2 and No. 3 internally stepped compression.
No. 4 and No. 5 maxigroove scraper.
New arrangement:
No. 1 chromium insert compression.
No. 2 and No. 3 chromium plated internally stepped F.1
compression. A = new arrangement
No. 4 chromium plated spring loaded scraper. B = old arrangement
No. 5 no ring fitted.

T E C H N I C A L DATA

P i s t o n s (T6.3544 - 164 k W - 2 2 0 b h p rating)

Type 'Squish Lip' re-entrant bowl in crown
Piston height in relation to cylinder block top face 0.000/0.007 in (0,00/0,18 mm) above
Bore diameter for gudgeon pin 1.50004/1.50028 in (38,101/38,107 mm)
Compression ring groove width, No. 1 Tapered
Compression ring groove width, No. 2 0.0959/0.0967 in (2,44/2,46 mm)
Scraper ring groove width, No. 3 0.1900/0.1908 in (4,83/4,85 mm)

Piston rings (6.3544) - 4 rings in 5 groove piston

No. 1 compression Chrome inserted face, parallel
No. 2 and No. 3 compression Chrome faced internally stepped or chamfered, parallel
No. 4 scraper Chrome faced, spring loaded conformable
Noringfitted in the fifth groove.
Compression ring width No. 1 0.0928/0.0938 in (2,36/2,38 mm)
Compression ring width No. 2 and No. 3 0.0927/0.0937 in (2,36/2,38 mm)
Scraper ring width No. 4 0.2485/0.2500 in (6,31/6,35 mm)
No. 1 clearance in groove 0.0019/0.0039 in (0,050/0,10 mm)
No. 2 and No. 3 clearance in groove 0.002/0.004 in (0,05/0,10 mm)
No. 4 clearance in groove 0.0025/0.0050 in (0,06/0,13 mm)
No. 1, No. 2, No. 3 and No. 4 piston ring gap 0.016/0.034 in (0,41/0,86 mm)
 MARINE S U P P L E M E N T - K1

Timing K
C h e c k i n g valve timing
From engine number TW—U626522G, the camshaft
was changed from part number31416207to part number
31416303.
1 Turn the crankshaft until the valves on No. 6 cylinder
are rocking. In this position, set the clearance on No. 1
inlet valve to 0.051 in (1,30 mm) for camshaft part
number 31416207 or 0.047 in (1,19 mm) for camshaft
part number 31416303.
2 Turn the crankshaft in the normal direction of rotation
until the push rod of No. 1 inlet valve tightens.
3 Check that Nos. 1 and 6 pistons are at T.D.C. The
valve timing tolerance is plus or minus 2!/ °.
e

4 When the valve timing is found to be correct, reset

valve clearance to 0.008 in (0,20 mm) cold.
If the timing is found to be incorrect, then the gears can
only be one or more teeth out of correct mesh.
Note: There is no adjustment provided for valve timing.
 MARINE S U P P L E M E N T - L1

Lubrication System L

ROCKER A S S E M B L Y

HORIZCr.'TAL ENGINE ONI"

TO PISTON OIL COOLING G A L L E R Y
TO LUS Oil
PUMP FROM FROM T U R B O -
RELIEF CHARGER BROS I
VALVE
I

| S * RAlNER ] DRY Si;MP

SUMP STRAINER W E T SUMP

L1

• • • R E D U C E D OIL FLOW

Note: Piston cooling is only applicable to turbocharged engines.

MARINE S U P P L E M E N T - L 2

Oil circulation
The lubricating oil pump draws oil through the suction
pipe and strainer to an oil cooler, cooled by water from
the engine seawater cooling system. From the oil cooler,
oil passes through a full flow filter to the main pressure
rail drilled the length of the cylinder block.

Drillings in the crankcase webs feed oil from the main

gallery to the main bearings and drillings in the crank-
shaft carry oil to the big-end bearings. Through drillings
in Nos. 1,3,5 and 7 crankcase webs, oil passes from the
main bearings to lubricate the camshaft bearings.

No. 2 camshaft bearing supplies a controlled feed of oil

to the rocker shaft assembly which escapes through a
small bleed hole in each rocker lever to lubricate the
valves and springs.

With turbocharged engines, the pistons are cooled by

lubricating oil being sprayed upon them by piston cooling
jets.

Pistons fitted to naturally aspirated engines are not

cooled and cooling jets are not fitted.
T o replace s u m p
The feed for the piston cooling jets is controlled by a two Place the sump in position and secure by fastening the
stage pressure relief valve situated after the oil cooler nuts on the four studs located in the bridge pieces.
and comes into operation at aspecified pressure after oil
is flowing freely to the main working parts of the engine.
The securing setscrews can now be inserted.
Lubrication for the timing gears is taken from the oil
passages connecting the pressure rail with the front Tighten the setscrews and nuts to a torque of 15 Ibf ft
main bearing and auxiliary drive. (2,1 kgf m) or 20 Nm.

The two idler gear hubs intersect these drillings and oil
is passed through the hubs to radial drillings in the idler
gears to lubricate the teeth of the gear train. T o remove s u m p (horizontal engines)
Remove inspection plate from front end of sump base by
The auxiliary drive shaft bearings are lubricated by a removing nuts and washers.
drilling from the pressure rail to the front auxiliary drive
shaft bearing. The oil then passes around agroove in the
Remove four setscrews and washers holding the sump
bearing journal and though a further drilling along the
cast in oilways connecting flange to bellows type oil
outer side of the auxiliary drive housing to the rear
pump connection flange, see Fig. L.2-A.
auxiliary drive shaft bearing.

Remove sump and flange to bellows flange joint, see

Lubricant for the upper fuel pump drive bearing is also Fig. L.3.
taken from this drilling.

Also connected with the outer drilling is a small spray

tube, which directs oilonto the wormwheel and wormgear.
T o replace s u m p
Oil pressure is controlled by a pressure relief valve that Ensure flange joint is placed correctly on top of bellows
returns excess oil to the sump. pipe connection flange. Note hole sizes, see Fig. L.3.

Both the filter and cooler and provided with a by-pass Locate sump in position ensuring joints are correctly
facility in the event of blockage in either of the two located.
components.
Fit and tighten the four setscrews and washers, holding
bellows oil pipe flange to sump flange, ensuring joint is
still in position.

To remove s u m p (vertical engines) Refit and tighten sump setscrews.

Lower the sump by releasing all flange setscrews and
nuts. Refit sump inspection panel.
 MARINE S U P P L E M E N T - L 3

Oil strainer
The oil strainer on vertical engines is part of the oil pump
suction pipe. There is no periodic servicing on this
strainer but it should be cleaned whenever the sump is
removed.

The lubricating oil sump on horizontal engines has cast

in oilways which are connected to the oil pumps by
bellows type oil pipes. The sump is so designed that the
oil chamber is integral as asump assembly. Oil is picked
up from the dry side of the sump by being drawn through
a gauze screen set over the cast in scavenge oilway to
the scavenge oil pump through the bellows type pipe and
then deposited into the oil chamber through the cast in
sump oil return oilway. The oil is then drawn through the
sump strainer by the engine lubricating oil pump and fed
through the engine lubricating system (see Fig. L.4).

The lubricating oil strainer can be removed from the

sump by unscrewing the large nut out of the inner wall of
the sump, the gauze strainer being attached to the nut,
see Fig. L.5.

The shaft, inner and outer rotors can now be removed.

H G

A SCAVENGE PUMP OILWAY R E T U R N F SCAVENGE OIL PUMP SUCTION OILWAY

TO WET CHAMBER
G LUBRICATING OIL PUMP SUCTION OILWAY
B LUBRICATING OIL PUMP
H SCAVENGE OIL STRAINER
C SCAVENGE OIL PUMP
J LUBRICATING OIL S T R A I N E R
0 LUBRICATING OIL SUMP
SHOWS INTERNALLY CAST OILWAYS
L.4 E LUBRICATING OIL F L E X I B L E P I P E ASSEMBLY
M A R I N E S U P P L E M E N T - L4

T o remove oil pump

Remove the sump and then the setscrews securing the
oil pump to cylinder block and withdraw the oil pump, see
Fig. L.6.

To dismantle oil pump, s e e F i g . L.7

Remove the suction pipe and bottom cover of the oil
pump. The shaft, inner and outer rotors can now be
removed.

Inspection of oil pump

Inspect the rotors for cracks or scores.

Install the drive and driven rotors in the pump body. The
two sections of the outer rotor can be fitted in any order.

Check clearances given on Page B 9 of the 6 . 3 5 4 4

Series Workshop Manual, between inner and outer
rotors, see Fig. L.8, rotor end float, see Fig. L.9 and
clearance between outer rotor and pump body, see Fig.
L.10.

These clearances are applicable to a new pump and are

to be used as a guide.

If the pump is faulty, it must be replaced as a complete

unit as parts are not supplied individually.

To r e - a s s e m b l e a n d refit oil pump

With the inner and outer rotors fitted into the pump body,
refit the end cover with the locating dowels in position
and with the joint faces smeared with a suitable jointing
compound.

Prime the pump with clean engine lubricating oil.

L.9 L.8
 MARINE S U P P L E M E N T - L 5

The oil pump assembly and joint can now be fitted into
its location in the cylinder block and secured with two
setscrews and washers.

Refit the suction pipe and strainer.

Replace the sump, and refill with oil to an approved

grade.

T o remove and fit s c a v e n g e pump

(horizontal engines)
Remove sumps (see previous headings).

Remove bellows type pipe cluster and flange by remov-

ing setscrews holding suction and delivery pipe to main
oil pump and scavenge pump, see Fig. L.11.

Remove timing case (see Page J2 of the 6.3544 Series

Workshop Manual).

Remove oil pump idler gear circlips and idler gear from
shaft, see Fig. L.12.

Remove three setscrews attaching oil pump to front

main bearing cap and remove oil pump, see Fig. L.13.

The scavenge pump may be removed with the timing

case in situ with the following procedure. Remove the
two exposed setscrews. The idler gear circlip should
then be removed. Slide the idler gear away from the oil
pump body until it abuts against the timing case. Loosen
the setscrew located behind the idler gear to its fullest
extent which will allow it to clear the setscrew hole in the
front main bearing cap. The pump can then be moved
forward towards the front of the engine until the shaft
location is clear of the front main bearing cap allowing
the pump to be removed.

Fitting of the scavenge pump is effected by reversing the

order of removal.

L.13 L.12
MARINE S U P P L E M E N T - L 6

T o dismantle s c a v e n g e pump
Remove six setscrews securing end plate to scavenge
pump body.

Remove end plate.

At this stage of disassembly, it is possible to check the

gear clearances and end float.

Gear clearances can be checked by inserting a feeler

gauge between the gears, the clearance being 0.009/
0.015 in (0,23/0,38 mm), see Fig. L.14.

The clearance between the outside of the gears and the

pump body should not exceed 0.0065 in (0,16 mm), see
Fig.L.15.

End float of the gears may be measured with a straight

edge and feelers and should not exceed 0.008 in
(0,20 mm) with the joint in position.

The pump may now be completely dismantled by remov-

ing the drive gear and removing the pump body from the
mounting bracket. To remove the drive gear, an extrac-
tor should be used, see Fig. L.16.

Re-assembly of the scavenge pump may be effected by

reversing the sequence of dis-assembly. New joints
should be used with jointing compound.

Check that the scavenge pump rotates freely and prime

with clean engine lubricating oil before fitting to engine.

L
 MARINE S U P P L E M E N T - L7

To remove a n d dismantle the p r e s s u r e

relief valve a s s e m b l y s e e F i g . L.17
Remove the sump and then the pipe from valve to the
cylinder block (T6.3544 only).

Release the two securing setscrews and remove the

valve.

Remove the circlip which will enable the spring seat,

spring and plunger to be withdrawn from the valve bore.

T o a s s e m b l e and refit the p r e s s u r e relief

valve a s s e m b l y
Replace the plunger, spring and spring seat in the valve
bore and refit the circlip.

Using a new joint, refit the valve assembly to the cylinder

block.

Refit pipe from valve to the cylinder block (T.6.3544

only).

With turbocharged engines, the first blow off stage to

feed the piston cooling jets should reach a steady flow at
2 2 2
30/37 lbf/in (2,11/2,60 kgf/cm ) or 207/255 kN/m , re-
2
lief valve flow should commence at 50/60 lbf/in (3,52/
2 2
4,22 kgf/cm ) or 343/414 kN/m .

With naturally aspirated engines, there is only one blow

off stage, when the relief valve flow should commence at
2 2 2
50/60 lbf/in (3,52/4,22 kgf/cm ) or 343/414 kN/m .

Refit the sump and fill with lubricating oil to an approved

grade.

L.18
Oil c o o l e r s
Oil coolers for both engine and gearbox lubricating oil
are fitted to naturally aspirated and turbocharged en-
gines. With turbocharged engines, the oil cooler also
incorporates an air charge cooler.

Oil (and air in the case of turbocharged engines) passes

over the cooler tubes and is cooled by raw water passing
through the tubes.

For removal and cleaning of the oil cooler, reference

should be made to Section M. Under normal circum- To test the water side of oil coolers and air charge cooler
stances, oil coolers will require little attention, providing (where fitted), fill water side with water and pressurise
the sea water intake screen is kept clean. 2
the water side with air at a pressure of 30 lbf/in (2,1 kgf/
2 2
cm ) or 207 kN/m and examine for leaks.

To test oil side of oil coolers, with the waterside filled with
To test oil c o o l e r s waterand the units immersed in water, pressurise the oil
2 2
side with air at a pressure of 60 lbf/in (4,2 kgf/cm ) or
2
Suitable adaptors, incorporating pressure connections, 414 kN/m . Check for leaks.
must be fabricated to blank off oil parts, water and air
connections. To test air side of the air charge cooler (where fitted),
follow procedure for checking oil side of cooler, but at a
The engine, gearbox, and on turbocharged engines, air 2 2 2
pressure of 30 lbf/in (2,1 kgf/cm ) or 207 kN/m . Check
charge cooler has to be tested as an assembly. for leaks.
MARINE S U P P L E M E N T - L 8

Adaptor - filter to cylinder block

The adaptor may be released by removing the securing
setscrews, see Fig. L.18.

When refitting, use a new joint and suitable sealing

compound and secure with setscrews, plain washers
and spring washers.

Lubricating oil filter

The lubricating oil filter is mounted on the cylinder block
in an inverted position. The canister incorporates an
internal stack pipe and an anti-drain valve which prevent
excessive oil spillage during filter changes. The housing
incorporates a filter pressure differential by-pass valve
when fitted to naturally aspirated engines.
A To engine oil filter. C From lubricating oil pump.
On turbocharged engines, the filter adaptor housing B From engine oil cooler. D To engine oil cooler.
incorporates a Vernet temperature/pressure sensitive
by-pass valve, see Fig. L.19. The operation of the valve L.19
ensures that cold lubricating oil by-passes the oil cooler
so accelerating the warming up of the lubricating oil. The
start to close temperature of the valve, i.e., the point at
which lubricating oil starts to flow through the cooler is
D
176°F (80°C) with a fully closed temperature of 202 F
(94°C). As well as being temperature sensitive, the valve
is pressure sensitive and is able to by-pass oil from the
cooler in the event of there being a blockage.

The Vernet valve can be removed for cleaning by un-

screwing the valve head nut from the filter adaptor
housing, see Fig. L.20. This can be cleaned in paraffin
(kerosene) or a proprietary cleaner.

To renew lubricating oil filter element

Unscrew filter canister from fiiter head casting (see Fig.
L.21).

Check that threaded adaptor is secure in head casting.

Discard old canister.

Clean filter head.

Prime the new canister with lubricating oil allowing time

for the oil to filter through the element.

Using clean engine oil, liberally oil the top seal of the
replacement canister.

Screw replacement canister onto filter head until the seal

just touches the head and then tighten by hand as per the
instructions on canister. Where a tool is available, tighten
to 15 Ibf ft (2,07 kgf m) or 20 Nm.

Run engine and check for leaks.

L21
 MARINE S U P P L E M E N T

TECHNICAL DATA

Lubricating oil s c a v e n g e pump (horizontal engines only)

T^ype Gear
Inside diameter of pump body 1.760/1.762 in (44,70/44,75 mm)
Outside diameter of gears 1.749/1.750 in (44,42/44,45 mm)
Radial clearance between gears and body 0.005/0.0065 in (0,13/0,17 mm)
Depth of pump body 1.563/1.565 in (39,70/39,75 mm)
Length of gears 1.559/1.560 in (39,60/39,62 mm)
Gear end float (with joint) 0.005/0.008 in (0,13/0,20 mm)
Gear backlash 0.009/0.015 in (0,23/0,38 mm)
Inside diameter of driven gear bushes 0.625/0.626 in (15,87/15,90 mm)
Outside diameter of driven shaft 0.6228/0.6238 in (15,82/15,84 mm)
Running clearance of driven gear bushes on shaft 0.0012/0.0032 in (0,03/0,08 mm)
Bore diameter of drive gear 0.7187/0.7199 in (18,25/18,28 mm)
Outside diameter of drive gear shaft 0.7507/0.7512 in (19,06/19,08 mm)
Transition fit of drive gear on shaft +0.00025/-0.00125 in (+0,006/-0,03 mm)
Inside diameter of drive shaft bush - front 0.625/0.626in(15,87/15,90 mm)
Outside diameter of drive shaft - front 0.6230/0.6238 in (15,82/15,84 mm)
Running clearance of driven gear bushes on shaft 0.0012/0.003 in (0,03/0,08 mm)
0.6245/0.6258 in (15,86/15,90 mm)
Bore diameter of drive gear
0.6226/0.6238 in (15,82/15,84 mm)
Outside diameter of drive shaft - rear
0.0007/0.003 in (0,02/0,08 mm)
Running clearance of drive shaft in bush - rear ....

Lubricating oil s c a v e n g e pump drive gear

No. of teeth 16
Bore diameter of gear 0.6220/0.6225 in (15,80/15,81 mm)
Outside diameter of drive shaft 0.6230/0.6238 in (15,82/15,84 mm)
Interference fit of gear on shaft 0.0005/0.0018 in (0,01/0,05 mm)

Lubricating oil s c a v e n g e pump idler gear

No. of teeth 31
Inside diameter of idler gear bush 0.6245/0.6258 in (15,86/15,90 mm)
Outside diameter of idler gear shaft 0.623/0.6238 in (15,82/15,84 mm)
Running clearance of idler gear on shaft 0.0007/0.0028 in (0,02/0,07 mm)
 MARINE S U P P L E M E N T - M1

Cooling System M
The engine is indirectly cooled using either a multi- Horizontal engines incorporate asupplementary header
cooler (T6.3544) or a mani-cooler (6.3544) both fitted on tank attached to the top of the multi-cooler to raise the
the right hand side. The multi-cooler, which was also level of the fresh water coolant above the cylinder head.
used on a few early naturally aspirated engines, consists To obviate airlocks, an air bleed point is situated at the
of an aluminium casting which embodies the exhaust front and rear of the cylinder head with small copper
and induction manifold, heat exchanger and header tank pipes leading to the header tank.
as a complete assembly. The multi-cooler has twin
thermostats located in the front. On turbocharged engines, the turbocharger is attached
to the rear of the multi-cooler at the exhaust manifold
The majority of naturally aspirated engines are fitted with outlet. Cast in waterways match to the turbocharger so
the mani-cooler which incorporates the exhaust mani- that the turbocharger water cooling is integral with the
fold, heat exchanger and header tank. The twin thermo- multi-cooler exhaust manifold cooling.
stats are located in a conventional housing and water
outlet connection arrangement fitted to the front of the A sea water pump of similar external dimensions is fitted
cylinder head. to the fuel pump side of naturally and turbocharged
engines, driven form the auxiliary drive shaft. A different
Combined engine and gearbox oil coolers, and in the size internal cam plate gives the sea water pump on
case of some turbocharged engines, an air charge turbocharged engines, an increased output.
cooler (E.G.A. cooler) is situated on the opposite side of
the engine to the multi or mani-cooler. The sea water coolant is drawn from the raw water intake
sea cock/strainer and delivered under pressure through
The cooling system incorporates two water pumps, i.e., the combined engine, gearbox oil coolers and in the
a neoprene impeller sea water pump and a centrifugal case of most turbocharged engines, air charge cooler,
fresh water pump. mounted on the fuel pump side of the engine. Then the

Multi-cooler operation (T6.3544M)

Fig. M.1 shows the flow system of coolant, raw water, air and exhaust gases within the multi-cooler assembly.

ENGINE COOLANT
SYPA5S
SEA WATER r
EXHAUST GAS
C0MP3ESSE0 AIR
FREE AIR -H

M.1

Mani-cooler operation (6.3544M)

Fig. M.2 shows the flow system of coolant, raw water and exhaust gases within the mani-cooler assembly.

* i

ENGINE COOLANT
RAW WATER t-
EXHAUST GAS

M.2
MARINE S U P P L E M E N T - M2

coolant is passed by a copper pipe across the rear of the

engine to the multi-cooler or mani-cooler, heat exchanger
inlet and then out, either to a water injection bend for
exhaust cooling or overboard for a dry exhaust.
Circulation of the closed coolant system is by means of
a centrifugal water pump mounted on the front of the
cylinder block just above the timing gear case and is belt
driven from the crankshaft pulley. Coolant is drawn from
the front of the multi-cooler or mani-cooler and delivered
via the water pump into the cylinder block. Cooling of the
cylinder block and head is effected by impeller assisted
thermosyphon action. After circulation through the en-
gine, the coolant is discharged through the front of the
cylinder head or to the thermostat by-pass housing
attached to the front of the multi-cooler.
The coolant if cold (thermostats in closed position)
discharges through the by-pass back to the water pump.
As the temperature rises and the thermostats open, the
by-pass is gradually closed off by the thermostat by-
pass blanking valve, until a flow of coolant passes
through the multi-cooler or mani-cooler and over the
tube stack, maintaining the engine coolant at the engine
working temperature and then back through the front of
the multi-cooler to the water pump for discharge through
the cooling system, see Figs. M.1 and M.2.
The upper part of the multi-cooler and mani-cooler forms
the header tank and heat exchanger for the engine
2
coolant and a pressurised filler cap set at 7 lbf/in
2 2
(0,49 kgf/cm ) or 48 kN/m is provided.
The operating temperature of the closed coolant system
should be in the region of 179/203°F (82/95°C) meas-
ured at the cylinder head outlet.
When checking the closed coolant level in the multi-
cooler header tank, it will be found that the coolant just
covers the top deck of the multi-cooler, underneath the
filler cap.
If the coolant level is slightly down, the top deck may not
be covered giving a false impression of a low coolant
level. When this occurs, care should be taken when
topping up the coolant level, not to fill rapidly as only a
small amount of coolant may be needed to bring the
coolant to its correct level. Rapid filling could mean
coolant running out over the engine and possibly satu-
rating component parts.
Where a multi-cooler or mani-cooler requires leak test-
ing, it should be air leak tested from both sides at an air
2 2 2
pressure of 30 lbf/in (2,1 kgf/cm ) or 207 kN/m . Suit-
able adaptors incorporating connections will be required
to blank off the multi-cooler or mani-cooler connections.
Once pressurised, the whole assembly should be im-
mersed in water and checked for air leaks.

Filling the c l o s e d circuit cooling s y s t e m

M.5
6.3544M engines
Remove the filler cap of the header tank and add coolant
Ensure that a coolant of the correct specification is used, slowly until the level of the coolant reaches the filler tube.
see Coolant specification page 5.03 in the HD Power Fit the filler cap.
and Range 4 Series Users Handbooks.
T6.3544M engines
Remove the filler cap of the header tank and fill the
Ensure that a coolant of the correct specification is used,
coolant system slowly until the coolant level reaches the
see Coolant specification page 5.03 in the HD Power
filler tube.
and Range 4 Series Users Handbooks.
Wait for five to ten minutes and check the coolant level,
Remove the vent plug (3 in Fig. M.3): this plug was not
add coolant if necessary. Fit the filler cap.
fitted on earlier engines. Remove the filler cap (2) of the
Start the engine and when it has reached its normal header tank. Open the vent tap (1) on top of the turbo-
temperature of operation, stop it and let it cool. charger.
 M A R I N E S U P P L E M E N T - M3

The coolant system must be filled very slowly or air could

become trapped in the multi-cooler. Fill the system until
coolant, free of air, flows from the vent tap on the
turbocharger. Close the vent tap.
Continue to fill the system until coolant, free of air, flows
from the vent in the heat exchanger/manifold assembly.
Wait for five to ten minutes, add coolant as necessary
during this period. Fit the vent plug.
Continue to fill the system until the level of the coolant
reaches the bottom of the filler tube. Fit the filler cap.
Start the engine and, when it has reached its normal
temperature of operation, stop it and let it cool.
Remove the filler cap and add coolant until the level of
the coolant reaches the bottom of the filler tube. Fit the
filler cap.
Air can become trapped in the multi-cooler and cause
the engine to overheat if the coolant system is not filled
correctly.
The procedure which follows should be used if the
engine overheats after the coolant system has been
filled:
Stop the engine and allow it to cool.
Turn the filler cap (2 in Fig. M.3) slowly to release the
pressure. When the pressure has been released, re-
move the filler cap.
Remove the vent plug (3) to release the trapped air from
the multi-cooler.
Slowly add coolant to the header tank until coolant free
of air, flows from the vent. Fit the vent plug. The coolant
added to the system must consist of the same original
mixture as used to fill the system.
M.7
Continue to add coolant to the system slowly, until the
level of the coolant reaches the bottom of the filler tube. Drain the cooling system and disconnect the top hose,
Fit the filler cap.
remove three setscrews securing the water outlet con-
Operate the engine and check that it runs at the correct nection and remove.
temperature. The thermostats can now be withdrawn from the hous-
ing.
To remove and refit thermostats - for When replacing, ensure that the jiggle pins are free to
e n g i n e s fitted with multi-cooler move.
The thermostat housing and cover plate forms the upper Ensure that only by-pass thermostats are fitted.
front part of the multi-cooler and the cover plate has to be Refit the water outlet connection correctly placing a new
removed before gaining access to the twin thermostats, joint, connect the top water hose and refill the cooling
see Fig. M.4. system. Check for leaks
Drain the cooling system and remove setscrews and
nuts and washers to release the thermostat housing
cover plate, see Fig. M.4. S e a Water P u m p
The thermostats can now be withdrawn from the hous-
ing. This pump is mounted on the port side of the engine and
is driven by the auxiliary drive shaft. The water pump
When replacing, ensure that the bleed hole situated in should never be run in a dry condition and if the engine
the housing just above and between the thermostats is is withdrawn from service for a length of time, the
clear of obstructions. neoprene rubber impeller should be removed at the
Ensure that only the correct thermostats with by-pass commencement of the storage period. This may be
valves are fitted. effected by removing the water pump end plate (see Fig.
M.11) and the impeller can be removed by means of
Refit the cover plate using a new joint. Refill the cooling suitable pliers, see Fig. M.10.
system.

T o remove a n d fit the s e a water pump

To remove a n d refit thermostats - for
e n g i n e s fitted with mani-cooler 6.3544M engines
To remove
The water outlet connection forms the top half of the
thermostat housing. Close the sea cock.
MARINE S U P P L E M E N T - M4

Disconnect the hose connections at the pump. This will

drain the raw water circuit.
Release the clamp screw (1 in Fig. M.6) of the pump
bracket (2) and release the clamp screw (3) of the
coupling.
Withdraw the pump from the bracket. Ensure that the
coupling and the fibre drive disc do not fall when the
pump is withdrawn. Also ensure that the key in the pump
shaft is not lost.
To fit
Push the pump into the bracket (2 in Fig. M.6) and fit the
coupling to the pump shaft, ensure that the key is
1
completely inside the coupling. Tighten the clamp screw
(3) of the coupling. Fit the fibre drive disc between the
two halves of the coupling and push the pump forward
until the drive disc is just held by the contact faces of the
coupling. Ensure that the drive coupling is square and
then tighten the clamp screw of the bracket (1).
A Straight Edge B.0.006 in (0,15 mm) maximum
Connect the hose connections at the pump. C 0.125/0.187 in (3,18/4,75 mm)
If necessary, open the sea cock. M.8
T6.3544(M) engines
To remove
Close the sea cock.
Disconnect the hose connections at the pump. This will
drain the raw water circuit.
Release the clamp screw (2 in Fig. M.7) of the coupling.
Release the setscrews which hold the support bracket to
the cylinder block.
Remove the pump together with the bracket. Ensure that
the coupling and the drive disc do not fall when the pump
and the bracket are removed. Also ensure that the key
in the pump shaft is not lost.
M.9
Mark the relative position of the pump to the bracket.
Release the three setscrews, nuts and washers and To dismantle the s e a water pump
remove the pump from the bracket.
Close the sea cock and drain the sea water system.
To fit
Remove the pump.
Fit the pump to the bracket with the marks aligned.
Remove the end cover (19 in Fig. M.9) and its joint (17).
Loosely fit the drive disc and coupling to the pump shaft.
Remove the rubber plug (18) from the end of the impeller
Fit the pump and bracket assembly, engage the drive 06).
disc and coupling with the coupling on the auxiliary drive
shaft. Ensure that the marks (1 in Fig. M.7) on the outside Remove carefully the impeller from the shaft (7) with
edge of the couplings are in line. Tighten the setscrews suitable levers or with long nose pliers (Fig. M.10).
which hold the bracket to the cylinder block. Release the cam plate screw (1) by two or three turns
Check the coupling alignment with a straight edge and and lightly hit the top of the screw to separate the cam
feeler gauges (Fig. M.8). The parallel misalignment plate (2) from the pump body. Remove the screw and the
should not be greater than 0.006 in (0,15 mm). There cam plate.
should not be a greater variation than 0.050 in (1,27 mm) Remove the wear plate (3).
in the distance between the couplings when measured
at the top, bottom and sides. If the coupling alignment is Remove the circlip (15) which retains the seal seat (13).
correct, tighten the clamp screw of the coupling. If the Remove the key from the shaft then remove the seal (8),
coupling alignment is not correct, loosen the setscrews if a seal is fitted, from the drive end of the bearing housing
which hold the bracket to the cylinder block and reposi- (9). Remove the inner and outer circlips (6 and 5).
tion the bracket. The gap between the coupling halves
should be 0.125/0.187 in (3,18/4,75 mm). The gap can Press the shaft and the bearing out through the drive end
be adjusted by altering the position of the pump coupling of the housing with the use of a suitable adaptor. Ensure
on the shaft. that the flinger (11) is not lost.

Connect the hose connections at the pump. Remove the seal seat together with its rubber seal (14).
With a suitable adaptor (the shaft could be used), re-
If necessary, open the sea cock. move the seal (12) from the body of the pump.
 MARINE S U P P L E M E N T - M5

Remove the rubber flinger (11).

Remove the seal (4) from the bearing housing.
Support the inner race of the bearing and press the shaft
out of the bearing from the drive end.

To a s s e m b l e the pump
Ensure that all the components are clean and that new
seals are used.
Support the inner race of the bearing (10) and press the
shaft (7) into the bearing until the bearing is in correct
with the flange of the shaft. Fit the circlip (6).
Fit the inner seal (4) into the bearing housing (9). Ensure
that the garter spring is toward the drive end of the
housing.
Support the pump body at the impeller end. With the use
of a suitable adaptor on the outer race of the bearing,
press the shaft and bearing into the bearing housing.
Ensure that the splines of the shaft are toward the
impeller end of the body. Fit the circlip (5).
Fit the outer seal (8) into the bearing housing (if a seal is
fitted). Ensure that the garter spring is toward the drive
end.
Fit the flinger (11) onto the shaft.
Ensure that the carbon face of the seal (12) is clean. With
the use of a suitable adaptor that will press on the flange
of the seal, press the seal into the impeller housing.
Ensure that the carbon face of the seal is toward the
impeller end of the pump. Ensure that the ceramic face
of the seal seat (13) is clean. Push the seal seat together
with its rubber seal ( 1 4 ) onto the shaft until the seal seat M.11
is in contact with the carbon face of the seal. Fit the circlip
(15) . Remove rear cover plate in the same way, noting the flat
neoprene joint with centre bar.
Put the wear plate ( 3 ) into position in the impeller
housing with the dowel in its location. If the wear plate is Slide out tube stack (providing there is sufficient room)
worn on one face, fit it with the face that is not worn noting the tube stack fjange joint which is between the
toward the impeller. tube stack flange and multi-cooler casing.
Apply a suitable jointing compound to the top face and to The multi-cooler aluminium casing can now be removed
the front face (wear plate end) of the cam plate (2). Also from the engine if necessary. This will entail removal of:
apply jointing compound to the thread of the screw (1) for (a) Turbocharger, (Turbocharged engines only).
the cam plate. Fit the cam plate and tighten the screw.
(b) Exhaust and water injection elbow (naturally aspi-
Apply Marfak 2HD grease to the blades of the impeller rated engines only).
(16) and fit it on the shaft with the blades bent counter-
clockwise (as seen from the cover end), see Fig. M.11. (c) Induction connections to and from air charge cooler.
If the blades are slightly worn, the impeller can be fitted The twin thermostats may also be removed from the
with the original front end to the rear. Fit the rubber plug front of the multi-cooler by the removal of the thermostat
(18) in the end of the impeller. cover plate and setscrews, see Fig. M.4.
Apply jointing compound to both faces of a new joint (17). If the thermostat seats or the inner rear wall of the by-
Fit the joint to the body with the wide area of the joint over pass chamber show indications of bad erosion a one
the cam plate. Fit the end cover (19) and the screws. piece nylon insert can be fitted into each thermostat by-
Tighten the screws gradually and evenly. pass bore. These inserts are available from, and can be
Fit the key to the shaft. fitted at, your Perkins marine distributors. On later en-
gines these inserts are fitted as standard.
Multi-cooler
C l e a n i n g the multi-cooler heat e x c h a n g e r
Dismantling a n d removal (Fig. M.12) section
Remove inlet and outlet raw water pipes from rear end
If the tube stack appears to be badly fouled up, the best
.cover of the heat exchanger part of the multi-cooler.
method of cleaning is to use a non caustic crystalline
Remove front cover plate from heat exchanger section solvent approved by the manufacturers of the equip-
-by releasing the three setscrews. ment.
Remove the rubber 'O' ring from the end of the tube Usually, the fresh waterside, i.e., the outside of the tubes
stack. is relatively clean as these are on the closed water
MARINE S U P P L E M E N T - M6

circuit. The inside of these tubes which have the raw cooler, for holding the end cap in position are off-set. The
water (sea water) passing through them is more likely to outer periphery ofthe two joints and the tube stack flange
require cleaning. If these are not badly scaled enough to have three small scallops which must be lined up cor-
require the solution treatment above, they can be cleaned rectly to match up with the setscrew holes.
by pushing a length of V in (3,2 mm) diameter steel rod
a

down the tubes to dislodge all foreign matter. It is As an additional check, it should be ensured that the rear
important to note that when carrying out this exercise, end cap bridge wall, across the centre of the end cap and
the rod should be pushed through the tubes in the the bar across the outer joint should match up with the
opposite direction to that in which the water flows. Do not groove across the end of the tube stack and that the
use undue force to push the rod through the tubes. connections in the end cap face the correct direction.
This will ensure that there are two sealed chambers in
The other components ofthe assembly should be cleaned the end cap ensuring the correct flow of sea water
before re-assembly and as these have no hidden fea- through the tube stack.
tures, no special instructions are considered necessary.
To assemble
R e - a s s e m b l y of multi-cooler heat Place the flat joint over the tube stack until it abuts
exchanger s e c t i o n against the tube stack flange with the scallops in the
outer periphery of the joint and tube stack lined up
If the multi-cooler main aluminium casing has been correctly.
removed, it is advisable to refit this to the engine before
re-assembly of the tube stack, providing installation Slide the tube stack in position into the multi-cooler
conditions allow for the re-assembly in situ. It is possible casing from the gearbox end, ensuring that the scallops
to assemble the multi-cooler before fitting to the engine. are lined up correctly with the setscrew holes in the main
casing.
To assist in the correct assembly of the rear end cap,
joints and tube stack, the setscrew holes in the multi- Place joint with bar across the centre in position on the

13 12 11 6 5
M.12
1 Air intake connection. 9 Tube stack.
2 Multi-cooler body. 10 Pressure cap.
3 Thermostat cover plate. 11 Sealing ring joint, tube stack to multi-cooler body.
4 Twin thermostats. 12 Sea water cooling inlet and outlet end cap.
5 Thermostats cover plate joint. 13 Inlet and outlet cap joint, end cap to tube stack.
6 Coolant blanking/drain plug. 14 Thermostart unit.
7 Heat exchanger end cap. 15 Air intake connection joint.
8 Tube stack/end cap sealing 'O' ring.
 M A R I N E S U P P L E M E N T - M7

tube stack ensuring that the bar across the joint seats the tube stack for cleaning purposes remove the coolant
into the groove across the face of the tube stack. A little inlet connection at the top/front of the mani-cooler.
grease on the joint face will enable the joint to be
maintained in position. Remove the coolant outlet connection at the bottom/
front of the mani-cooler complete with by-pass connec-
Place end cap in position ensuring bridge wall across the tion from the thermostat housing.
cap centre is in line with the joint bar and the tube stack
groove, and that the connections on the end cap face the Remove the exhaust outlet connection from the rear of
correct direction. the mani-cooler.
Refit the neoprene end covers and clip them firmly to the
Fit the three setscrews and washers and tighten set-
body of the heat exchanger, this will keep the tube stack
screws progressively.
safely in position during removal of the assembly.
Note: Joints and 'O' ring should be renewed if badly
Remove the top fasteners of the support bracket from
worn, deformed or damaged.
the underneath of the mani-cooler body.
Remove the nuts and washers form the exhaust mani-
fold retaining studs on the cylinder head.
Mani-cooler
Note: These washers may not all be the same; on some
engines the washers used on the centre two studs are
Dismantling and removal (Fig. M.12A) specially shaped and washers from the front or rear pair
of studs will not fit. Hence take care to put these washers
Shut the raw water inlet valve or cock and also drain the back in their correct position on re-assembly.
engine coolant by removing the relevant plugs in the
base of the mani-cooler body. The mani-cooler body may now be removed from the
engine.
Remove the raw water inlet and outlet pipes and black
neoprene end connections from front and rear of the
heat exchanger unit respectively. C l e a n i n g the mani-cooler heat e x c h a n g e r
section
If the installation allows sufficient space remove the heat
exchanger tube stack from either end. If it is necessary The method of cleaning for the mani-cooler tube stack is
to take the mani-cooler off the engine in order to take out the same as that given tor the multi-cooler, see Page M5.

M.12A
1 Mani-cooler body. 6 Coolant inlet connection.
2 Tube stack. 7 Coolant blanking/drain plug.
.3 Pressure cap. 8 Hose connections.
-4 Raw water outlet end connection. 9 Hose clips.
5 Raw water inlet end connection. 10 Exhaust outlet flange.
MARINE S U P P L E M E N T - M8

Re-assembly of mani-cooler heat Naturally aspirated and some turbocharged engines

have only an engine and gearbox cooler (E.G. cooler),
exchanger section see Fig. M14.
Re-assembly is the reverse of the dismantling proce-
The E.G.A. and E.G. coolers are fitted as complete
dure outlined above.
assemblies.
When positioning the tube stack back in the mani-cooler
To clean the tube stacks of the coolers, which are
body ensure that the protrusion of it out of the body is
separate units in their own rights (although part of a
equal at each end, approximately 1 in (25 mm) to give
complete assembly) different methods of removal are
adequate support and a good seal inside the neoprene
needed, depending on the part requiring attention.
and connections.
Note: Hoses, connections or clips must be renewed if
they are badly deformed, worn or damaged. Air charge cooler
After re-assembly the raw water coolant systems must To remove the tube stack from the air charge cooler, it is
be checked for leakage. necessary to disconnect the two oil coolers from the air
charge cooler body.
These can be separated from the air charge cooler by
Engine Gearbox and Air Charge Coolers removing the three bolts, nuts and washers and distance
(E.G. and E.G.A. Coolers) piece. The oil coolers can be left attached to their flexible
oil pipes which should have the pipe nuts eased to allow
Most turbocharged engines are fitted with a combined slight movement, which will facilitate positioning ofthe oil
engine, gearbox and air charge cooler (E.G.A. cooler), coolers, if sufficient room is available to remove the tube
see Fig. M.13. stack with the air charge cooler body in position, it may

1 2 3 4 5 ?

M.13
1 Raw water inlet end cover. 9 Engine oil cooler tube stack.
2 Engine oil cooler body. 10 Gearbox oil cooler tube stack.
3 Distance piece. 11 Air charge cooler tube stack.
4 Gearbox oil cooler body. 12 Raw water outlet connection.
5 Distance piece. 13 Raw water drain tap.
6 Air charge cooler body. 14 Raw water outlet connection joint and setscrews.
7 Raw water outlet end cover. 15 Seating '0' rings, setscrews, nuts and washers.
8 Tube stack location pin and hole. 16 Connections and washers for flexible oil pipes.
 MARINE S U P P L E M E N T - M9

be left in situ. over the ends to catch any residual oil and to keep the
ends clean.
Remove oil coolers as detailed above.
Disconnect raw water inlet hose.
Remove raw water outlet pipe connection.
Remove engine oil cooler from gearbox oil cooler by
Remove raw water outlet end cap by unscrewing three
unbolting three bolts, nuts and washers. The distance
setscrews.
piece between the two coolers will be loose and should
Remove 'O' ring seals from both ends of tube stacks. be removed with the cooler.
Slide tube stack out of casing. Remove end cap by unscrewing three setscrews.
The method of cleaning is the same as that given for the Remove 'O' ring seals from both ends of the tube stack
multi-cooler tube stack. Testing details are given on and slide tube stack from its outer casing.
Page L7.
The method of cleaning is the same as for the multi-
The air pipe from the turbocharger to the air charge cooler tube stack. Testing details are given on Page L7.
cooler (if fitted) and the return pipe to the inlet manifold
of the multi-cooler can be removed and cleaned out with Gearbox oil cooler
paraffin or a proprietary cleaner. Thoroughly dry the
pipes inside and outside before re-assembly. This is dismantled in the same way as the engine oil
cooler except for removal from the engine, where it will
E n g i n e oil cooler b? necessary to remove the engine oil cooler at the same
time.
The engine oil cooler forms part of the combined cooler
On turbocharged engines, it is situated between the air
but can be removed as a separate unit for servicing.
charge cooler (where fitted) and engine oil cooler and it
Disconnect flexible oil connections, tying plastic bags will be necessary to disconnect the gearbox cooler from

M.14
1 Raw water inlet end cover. 8 Sealing 'O' rings, setscrews and washers.
2 Engine oil cooler body. 9 Raw water blanking/drain plug.
3 Distance piece. 10 Connections and washers for flexible oil pipes.
4 Gearbox oil cooler body. 11 Nuts.
5 Raw water outlet end cover. 12 Blanking plugs and washers for gearbox oil
6 Engine oil cooler tube stack. cooler.
7 Gearbox oil cooler tube stack. 13 Oil blanking/drain plug.
MARINE S U P P L E M E N T - M10

the air charge cooler before removing the gearbox oil

cooler from the engine oil cooler.
On naturally aspirated engines, it is necessary to discon-
nect the engine oil cooler from the gearbox oil cooler,
then remove the raw water outlet end cap, 'O' ring seal
and slide the tube stack towards the gearbox end of the
engine for removal, providing there is sufficient room.
The outer casing can then be removed for cleaning.
Where there is insufficient room to remove the tube
stack with the casing in situ, the cooler assembly may be
removed completely and dis-assembled on the work-
bench, see Figs. M. 13 and M.14.
The method of cleaning is the same as for the multi-
cooier tube stack. Testing details are given on Page L7.

R e - a s s e m b l y of E . G . and E . G . A . c o o l e r s
The position of each tube assembly in the E.G. and
E.G.A. coolers as fitted to earlier engines is very impor-
tant.
These earlier types of coolers are identified by the
position of the gearbox oil inlet and outlet connections. M.15
On the early coolers they are located at the bottom of the
cooler such that the flexible oil pipes run beneath the
cooler assembly, see Engine photographs A.1 and A.2
in Section A.
If the tube stacks are not fitted correctly, especially after
overhaul of the E.G .A. cooler, they can cause low engine
oil pressure (caused by high engine oil temperature)
and/or high gearbox oil temperature or reduce the power
of the engine. If any of these problems occur check the
position of the tube assemblies.
To ensure the tube assemblies are fitted correctly their
end plates are stamped with a letter 'O* see items A and
B in Fig. M.15. These markings must be in line with and
next to the inlet and outlet connections of the relevant
section ofthe cooler assembly. Fig. M.15isaviewfrom
the rear of the engine; the shaded area represents the oil
cooler bodies and the upper area is the air charge cooler
body.
The markings enable the highest point of the centre
baffle plate of each tube assembly to be between the
inlet and outlet ports so that the oil and the air pass
correctly over the tube assembly resulting in the correct
degree of cooling.
With the latest type of E.G. and E.G.A. cooler the oil pipe
M.16
connections into and out of the gearbox oil cooler are
positioned on the top of the cooler- see Figs. M.13 and
M.14.
The latest gearbox oil cooler unit is suitable for use with
gearboxes which utilise high oil pressures. Drive B e l t s
The specific position of the tube stack within the latest
engine oil and gearbox oil cooler is not important as there Vertical engines have a single belt to drive the water
are no asymmetric baffles. However positive location is pump and alternator, and is tensioned by altering the
achieved by means of one smaller diameter fastener out position ofthe alternator on its slotted mounted link arm.
of the three. Horizontal engines have twin belts, one to drive the
For the air charge cooler, which has a critical position alternator which is tensioned by the alternator link arm,
due to the centre baffle, there is a pin on the rear end of and the other to drive the water pump. This belt is
the tube stack which locates in a hole in the near end tensioned by means of a jockey pulley which is adjust-
water outlet cover; this will ensure correct assembly (see able by loosening a nut and bolt which passes through
Fig. M.15). the centre of the pulley to a slotted bracket.
Belt tension should be such that a pressure applied by
the thumb on the longest unsupported length of the belt
3
should depress it approximately / in (10 mm), see Fig.
e

M.16.
 MARINE S U P P L E M E N T - M11

TECHNICAL DATA

F r e s h water pump
Type Centrifugal
Outside diameter of shaft for pulley 0.7492/0.7497 in (19,03/19,04 mm)
Inside diameter of pulley bore 0.7500/0.7508 in (19,05/19,07 mm)
Clearance fit of pulley on shaft 0.0003/0.0016 in (0,01/0,04 mm)
Outside diameter of shaft for impeller... 0.6262/0.6267 in (15,91/15,92 mm)
Diameter of impeller bore 0.6249/0.6257 in (15,87/15,89 mm)
Interference fit of impeller on shaft 0.0005/0.0018 in (0,01/0,05 mm)
Impeller blade to pump body clearance 0.027/0.035 in (0,69/0,89 mm)

Lubricating oil cooler

Type Sea water cooled
Pressure test:
2 2 2
Water side 30 lbf/in (2,11 kgf/cm ) or 207 kN/m
2 2 2
Oil side 60 lbf/in (4,22 kgf/cm ) or 414 kN/m

Oil cooler b y - p a s s v a l v e s
Type (Naturally aspirated and turbocharged) Pressure differential spring loaded ball
2 2 2
Pressure setting 23.6 lbf/in (1,66 kgf/cm ) or 163 kN/m
Type (Turbocharged only) Temperature/Pressure sensitive
Valve closing temperature 197/202°F (92/94°C)
2 2 2
Pressure setting 18/22.5 lbf/in (1,12/1,58 kgf/cm ) or 124/155 kN/m

Multi-cooler
Serk Combined exhaust/inlet manifolds, header tank and
heat exchanger
2 2 2
Leak test air pressure 30 lbf/in (2,11 kgf/cm ) or 207 kN/m both sides

Mani-cooler
Bowman Combined exhaust manifold, header tank and heat
exchanger
2 2 2
Leak test air pressure 30 lbf/in (2,11 kgf/cm ) or 207 kN/m both sides

Air c h a r g e cooler
2 2 2
Leak test pressure - water side 30 lbf/in (2,11 kgf/cm ) or 207 kN/m
 MARINE S U P P L E M E N T - N1

Air Filters N
Air filter
A gauze type filter screen is fitted to T6.3544 and 6.3544
marine engines. This varies according to engine type.
Turbocharged engines have a mesh screen covering
the entrance to the air intake bell housing of the turbo-
charger.
Vertical naturally aspirated engines have a mesh screen
across the air intake port of the multi-cooler or mani-
cooler.
Horizontal naturally aspirated engines have around cap
type with mesh side screens placed on the entrance to
the air intake pipe.
These should be cleaned in accordance with Preventive
Maintenance, (see Page 4.03 of the HD Power and
Range 4 Series Users Handbooks), with a suitable
cleansing fluid.

)
 MARINE S U P P L E M E N T - Q1

Turbocharger Q
T6.3544 marine engines only
The Perkins turbocharged 6.3544 marine engine is fitted
with a Holset H1B, H1C or H2A water cooled turbo-
charger. The turbocharger is mounted to the multi-
cooler exhaust manifold outlet and is held in position by
four studs, nuts and washers. The turbocharger's lubri-
cating oil is taken from the engine's lubricating system.
2
The oil pressure at the turbocharger will be 30 lbf/in
2 2
(2,11 kgf/cm ) or 207 kN/m at normal running speed.
The maximum boost pressure will be between 11-15
2 2 2
lbf/in (0,77-1,05 kgf/cm ) 76-103 kN/m , depending on
application, engine load and speed.
No attention need be paid to the speed of the turbo-
charger, since this varies automatically with the speed
and load of the engine.
Every 1,000 hours clean the oil drain pipe on the turbo-
charger to the sump, also the turbocharger compressor
impeller and housing. The compressor and housing can
be cleaned without removal from the engine.

To c l e a n turbocharger impeller
Disconnecttheturbochargercompressorinlet and outlet Blank off the open engine connections.
connections.
Mark the edges of the compressor casing and the To fit turbocharger
backplate or housing to facilitate reassembly.
Remove the blanks from the open engine connections.
Remove the compressor casing securing setscrews, Where necessary, fit the oil drain pipe to the engine
locking washers and clamping washers or plates and
Using a new gasket fit the turbocharger to the exhaust
remove the compressor casing (Fig. Q.1), taking care
manifold outlet, ensuring that the identification tab of the
not to damage the impeller. joint is fitted at the top.
Clean the compressor casing and impeller using a non
Reconnect oil drain pipe, using a new joint.
caustic cleaning solution and a soft brush. Check the
reason for any excessive build up of foreign matter and Pour 4 to 5 fluid ounces (110/140 ml) of clean engine oil
rectify. through the oil inlet port of the turbocharger housing,
turning the rotating assembly by hand to pass oil overthe
Press the impeller towards the turbine casing and turn bearing surfaces.
the rotating assembly by hand to check for binding or
rubbing. Whilst turning the assembly, listen carefully for Connect the compressor inlet and outlet pipes.
any unusual noises. If binding or rubbing is evident, Fit the exhaust outlet elbow and connect the exhaust
remove the turbocharger for dismantling and inspection. pipe.
Position the compressor casing on the backplate or Refill the closed circuit cooling system. Open the tap on
housing with the location marks in line. Fit the clamping the top of the turbine housing whilst the system is being
washers or plates, locking washers and securing set- filled and close it when coolant comes out of the tap.
screwsand tighten the setscrews to 50 Ibf in (58 kgf cm),
5,6 Nm. Reposition the oil supply pipe with a new joint but leave
the setscrews loose.
Reconnect the compressor inlet and outlet connections.
Motor the engine over on the starter motor without firing
(by operating the stop control) until a steady flow of oil
To remove turbocharger comes from the oil pipe and then tighten the pipe flange
Drain the closed circuit cooling system. Open the tap on setscrews.
the top of the turbine casing whilst the system is being Run the engine and check for leaks - the engine should
drained. be run at idling speed for 3 to 4 minutes to allow for
Disconnect the turbochargercompressor inlet and outlet proper oil circulation before the speed is increased.
connections.
Disconnect the exhaust pipe and remove the turbo- Dynamic balancing
charger outlet elbow. If any major part ofthe rotating assembly is changed, the
Disconnect the turbocharger oil supply and oil drain assembly must be checked on a dynamic balancing
pipes. machine to ensure that it is balanced within 0.002 oz in
(1,5 gm mm) at each end. If facilities are not available for
Release and remove the turbocharger. this specialist operation, a new core unit or turbocharger
Remove and clean the oil drain pipe, where necessary. should be fitted.
MARINE SUPPLEMENT - Q2

Dismantling H1B turbocharger (Fig. Q.2) advisable to use a T handled spanner to prevent side
loading.
1 Clean the exterior of the turbocharger with a non
caustic cleaning solution. 8 Slide the compressor impeller (9) off the shaft.
2 Hold the unit upright with the turbine inlet flange held 9 Lift off the compressor backplate (26) together with
in a vice. the flinger sleeve (8) and remove the 'O' ring (44). Push
out the flinger sleeve from the backplate.
3 Mark the relative positions of the turbine housing
(30), bearing housing (25) and compressor cover (40). 10 Lift off the oil deflector (19) and the thrust ring (7)
4 Remove the six setscrews (43) and associated wash- 11 Using a 'Torx* head drivertool T20/TX20 and a Torx*
ers (41)(42), fastening the compressor cover to the 2800 adaptor, remove countersunk screws (16). Some
bearing housing and lift off the cover. turbochargers have Allen socket countersunk screws
and locking washers fitted.
5 Remove the circlip (31) from the turbine housing and
lift the core assembly clear of the housing. 12 Lift off thrust bearing (15), thrust collar (5) and
spacer plate (14).
6 Ensure that balancing alignment marks are visible
on the front end of the rotor shaft and the compressor 13 Remove the shaft and wheel assembly (2) together
impeller boss. There should be an etched mark on the with its piston ring (3).
impeller boss which corresponds with a nick in the end 14 Insert a finger tip into the compressor end bearing
of the shaft to ensure correct reassembly in a balanced (12) and remove the bearing. Remove the inboard snap
condition. ring (11) using circlip pliers.
7 Holding the turbine wheel hub in a suitable fixture, 15 Remove the outboard snap ring (11) at the turbine
remove the compressor impeller locknut (10) -note left end. Insert a finger tip into the bearing (12) and remove
hand thread. Take care not to bend the shaft, it is the bearing. Remove the inboard snap ring (11).
 MARINE S U P P L E M E N T - Q3

Dismantling H2A a n d H 1 C turbocharger 8 Holding the turbine wheel hub in a suitable fixture,
( F i g . Q.3) remove the compressor impeller locknut (2) - note left
hand thread. Take care not to bend the shaft, it is
1 Clean the exterior of the turbocharger with a non advisable to use a T handled spanner to prevent side
caustic cleaning solution. loading.
2 Hold the unit upright with the turbine inlet flange held 9 Slide the compressor impeller (3) off the shaft.
in a vice.
10 Remove the setscrews (19) and locking washers
3 Mark the relative positions of the turbine housing securing thecompressordiffuser^o the bearing housing.
(24), bearing housing (20), compressor diffuser (4) and Remove the compressor diffuser with the oil slinger (9)
compressor housing (1). from the shaft. Push out the oil slinger from the diffuser
and remove the piston ring (8). Remove the 'SQ' ring
4 Knock back the locking tabs on the lockplates (17) seal (5) from the rear of the diffuser.
fitted to the turbine housing setscrews (16) and also the
compressor housing and diffuser setscrews, if fitted. 11 Lift out the oil baffle (10).
5 Remove the setscrews (7), locking washers and the 12 Using a 'Torx' head driver tool T20/TX20 and a Torx*
clamping plates (6) securing the compressor housing to 2800 adaptor, remove the countersunk screws (1,1),
the compressor diffuser (4) and lift off the housing. retaining the thrust bearing (12). Lift out the thrust
bearing and the thrust collar (13).
6 Remove the setscrews (16), lockplates and clamp-
ing plates (18) securing the turbine housing to the 13 Remove the shaft and wheel assembly (23) together
bearing housing and lift the core assembly clear of the with its piston ring (22) and lift turbine heat shield (21) off
turbine housing. the shaft.
7 Ensure that the balancing alignment marks are vis- 14 Remove the outboard retaining ring (14) at the
ible on the front end ofthe rotor shaft and the compressor compressor end. Insert a finger tip into the bearing (15)
impeller boss. There should be an etched mark on the and removing the bearing. Remove the inboard retain-
impeller boss which corresponds with a nick in the end ing ring (14).
of the shaft to ensure correct reassembly in a balanced
condition.
MARINE S U P P L E M E N T - Q4

15 Remove the outboard retaining ring (14) at the 9 Compressor cover

turbine end. Insert a finger into the bearing (15) and
Inspect profile for damage due to contact with rotor.
remove the bearing. Remove the inboard retaining ring
Slight damage may be tolerated, otherwise replace the
(14). cover with a new one.

C l e a n i n g procedure T o a s s e m b l e turbocharger
1 Useacommercially approved cleaner only. Caustic When the turbocharger has been thoroughly cleaned,
solutions will damage certain parts and should NOT be inspected and any damaged parts replaced, assembly
used. can commence. Assembly of the unit is the reverse '
2 Soak parts in cleaner until all deposits have been procedure of dismantling, but it is advised that the
loosened. following points be noted if a satisfactory rebuild is to be
obtained.
3 Use a plastic scraper or bristle type brush on alu-
minium parts. Vapour blast may also be used provided 1 If a new compressor impeller or a new turbine shaft
the shaft and other bearing surfaces are protected. is to be fitted, the rotating assembly must be dynamically
balanced. When assembling the rotating assembly, en-
4 Clean out drilled passages with compressed air jet. sure that the etched marks on the impeller, oil flinger and
5 Make certain that housing surfaces adjacent to the thrust collar (and rings) are in line with the nick in the end
wheels are free of deposits and are clean and smooth. of the shaft so that the assembly is correctly balanced.
2 When replacing the bearing retaining rings (snap
rings), ensure that the bevelled face is towards the
Internal parts inspection bearing.
3 Lubricate the bearings, bearing housing bore, thrust
1 Shaft and turbine wheel assembly
parts, piston rings and rotor shaft with clean engine
(a) Inspect bearing journals for excessive scratches lubricating oil.
and wear. Minor scratches may be tolerated.
4 When fitting the turbine wheel and shaft into the
(b) Inspect piston ring groove walls for scoring. Minor bearing housing and the oil flinger into the compressor
scratches are acceptable. backplate or diffuser, do not force the piston ring into the
bore as an off-centre ring will fracture causing the shaft
(c) Checkcarefullyforcracked, bentordamagedblades, to bind.
but DO NOT ATTEMPT TO STRAIGHTEN BLADES.
5 Fit new countersunk screws to secure the thrust
2 Thrust parts
bearing and tighten to 40 Ibf in (46 kgf cm) 4,5 Nm.New
(a) Replace ifthrustfaces are mutilated. Minor scratches screws are pre-treated with the correct amount of appro-
are acceptable. priate retaining compound.
(b) Replace thrust bearing if faces are worn exces- 6 Tighten the compressor locknut to 60 Ibf in
sively, unevenly or are severely scratched or otherwise (69 kgf cm) 6,8 Nm for H1B turbochargers or 150 Ibf in
mutilated. (173 kgf cm) 16,9 Nm for H2A and H1C turbochargers.
Take care not to bend the shaft - it is advisable to use a
(c) The small feed grooves in the thrust bearing must be
type of spanner that will not impose a side loading, e.g.
clean and free from obstruction. a double universal socket spanner.
3 Compressor impeller
7 Position a dial test indicator with its plunger on the
Check carefully for cracked, bent or damaged blades, end of the shaft and check that the shaft end float is
but DO NOT ATTEMPT TO STRAIGHTEN BLADES. 0.004/0.006 in (0,10/0,15 mm). The end float may be
less than 0.004 in (0,10 mm) if a great deal of oil was
4 Bearing smeared on the thrust parts and bearings during assem-
Replace bearings for excessive scratches and wear. bly.
5 Bearing housing Position the plunger of the indicator on the compressor
impeller boss at right angles to the shaft and check the
Replace bearing housing if bearing or piston ring bores
radial movement of the shaft by moving the impeller
are excessively scratched or worn. towards and away from the indicator. The total travel
6 Rotor parts should 0.011/0.017 in (0,28/0,43 mm) for H1B turbo-
chargers and 0.012/0.0185 in (0,30/0,47 mm) for H2A
Where possible, check the rotor for balance. and H1C turbochargers.
7 'O' ring or 'SQ' ring
8 When assembling the compressor cover or diffuser
Replace if section through ring has taken a permanent to the bearing housing, ensure that the sealing ring is not
set or if broken or damaged. The 'O' ring has a round damaged during fitting.
section and the 'SO' ring has a square section.
9 H1B - Secure the bearing housing to the turbine
8 Turbine housing housing with the retaining circlip ensuring that the bevel
Inspect profile for damage due to contact with rotor, face of the circlip is towards the compressor end. Tighten
cracks, flaking or signs of overheating. Slight damage thecompressorcoversetscrewsto75 Ibf in(86,4 kgf cm)
may be tolerated, otherwise replace the housing. It is 8,5 Nm.
also advisable to ensure that the water passages are 10 H2A and H1C - Secure the compressor diffuser
free from obstruction and that all plugs are water tight. setscrews and the compressor housing setscrews to
 MARINE S U P P L E M E N T - Q5

75 Ibf in (86,4 kgf cm) 8,5 Nm and the turbine housing

setscrews to 180 Ibf in (207 kgf cm) 20,3 Nm.
11 Check that the rotor spins freely.
12 H2A and H1C - Knock the lockplates over the
turbine housing setscrews and, if fitted, the compressor
housing and diffuser setscrews.

TECHNICAL DATA

Turbocharger
Make Holset
Type -164 kW (220 bhp) rating H2A
- a l l other ratings H1BorH1C
2 2 2
Maximum boost pressure - H2A 12/15 lbf/in (0,84/1,05 kgf/cm ) 83/103 kN/m
2 2 2
-H1B, H1C 11/14 lbf/in (0,77/0,98 kgf/cm ) 76/97 kN/m
The boost pressure will vary according to application, engine load and speed and the pressures given above are for
guidance only.
 MARINE S U P P L E M E N T - R1

Alternator and Starter Motor R

13 Do not check for continuity of the alternator or
Electrical equipment regulator with an insulation tester such asa'wee Megger',
etc.
The following information is given as a general guide
towards the servicing of the electrical equipment fitted to 14 Ensure the regulator is mounted in such a position
the 6.3544 and T6.3544 marine engine, but this can vary that the ambient temperature does not exceed 160°F
on different electrical layouts, in which case, the proce- (70°C).
dures laid down by the installer of the engine may have 15 Never mounttheregulatordirectly or indirectly to the
to be followed. engine.
The 6.3544 and T6.3544M engine are fitted with the AC5 16 Always disconnect the battery before connecting
or the AC7 alternators 24V output as standard fittings, test instruments (except volt meter) or before replacing
with AC512V alternator being available as an optional if any unit or wiring.
required.
General maintenance
This information is provided by and published by permis-
sion of C.A.V. Limited. Maintenance is limited to eliminating the build-up of dirt
and corrosion.
1 To enhance cooling, keep the alternator clean with a
Alternators cloth moistened in kerosene. Ensure that the ventilation
slots or air spaces are clear and unobstructed.
General precautions. 2 Remove any dirt accumulated on the regulator/
control box housing and ensure that cooling air can pass
The diodes in alternators function as one-way valves freely over the casing.
and the transistors in the regulator operate as fast
switches. Both are accurate and very sensitive. They do 3 The drive belt on the alternator should be in good
not wear and never need attention or adjustment, but, condition and have the correct tension (see Section M).
because they are sensitive to voltage changes and high A slack belt will slip, wear and may not drive the alterna-
temperatures the following precautions are vital to pre- tor at the correct speed, if at all. Too tighta belt will create
vent their destruction: a severe side thrust on the alternator bearings, consid-
erably reducing their life.
1 Never disconnect the battery while the alternator is
4 Check battery fully charged.
running. This will cause a voltage surge in the system,
damaging diodes and transistors. T e s t i n g procedure with A C 5 or A C 7
2 Never disconnect any electrical lead without first No open circuit, voltage or current output checks should
stopping the alternator and turning all switches to the be performed on the installation unless:
'OFF' position.
1 The warning light fails to illuminate when the alterna-
3 Always identify a lead to its correct terminal before tor is stationary and the warning light switch is closed, or
this connection. A short circuit or reverse polarity will fails to distinguish when the alternator is running.
destroy diodes and transistors.
2 No charging current shows on an ammeter.
4 Never connect a battery into the system without
checking for correct polarity and correct voltage. 3 The battery is flat, indicating insufficient charging
current.
5 Never 'flash' connections to check for current flow.
No matter how brief the 'flash', the transistors may be 4 The battery is boiling, indicating a loss of voltage
destroyed. control.
6 Never experiment to try to adjust or repair the system If any of the above conditions appear in the charging
unless you have had training on alternators and you system, the procedure indicated in 'Fault Finding' should
have the correct test equipment and technical data. be followed.

7 Never earth the field circuit. Unless a fault occurs, the voltage setting will remain
constant throughout the life of the equipment.
8 Never run the alternator on an open circuit.
9 Never attempt to polarise an alternator. C h e c k operation of a newly wired s y s t e m

10 When using a battery charger, disconnect the bat- All terminal connections must be made according to the
application manufacturers wiring diagram. Observe the
tery cables.
following:
11 Never apply a battery voltage direct to the regulator
or alternator field terminals as this will damage the 1 Check Polarity. Check correct connections to the
transistors. regulator.

12 Disconnect the alternator terminal if any electrical 2 Disconnect the regulator if it is necessary to make
welding is to be carried out on parts that are connected wire insulation tests.
to the engine in any way, as the intense magnetic field 3 Test for 'earth' may be made using a 24 volt supply
created by the 'make' and 'break' arc may cause dam- providing a series resistor is used to limit the maximum
age to the diodes. current to 0;5 AMPERES.
MARINE S U P P L E M E N T - R2

T e s t equipment required Switch OFF, disconnect 'F' lead at the regulator and
connect it to the regulator negative terminal. Switch ON.
1 A good quality moving coil volt meter, 0-50 volts If warning light appears, the regulator is faulty. If warning
range. light does not illuminate, the alternator is faulty.
2 A good quality moving coil ammeter, 0-100 AM-
PERES range.
Warning light d o e s not go out a n d ammeter
s h o w s no output with engine running

T e s t procedure Check all wiring connections at regulator, alternator and

battery.
Connect the volt meter across the battery. Disconnect
the alternator output lead at the alternator and connect No fault.
the ammeter in series with the alternator terminal and l
Switch OFF, disconnect F' lead at regulator and connect
the output lead. to regulator negative terminal. Switch ON. Run engine at
The battery should be in a charged condition. fast idle.

The system is in correct working order when the follow- No output - alternator faulty.
ing is observed: Output appears - regulator faulty.
1 Close the warning light switch (switch on the applica- Warning light does not go out when engine is running
tion master electrical switch on the dashboard) when the and ammeter shows reduced output. Full output only at
warning light should light up. maximum speed.
2 Switch on a 10-15 AMPERE load such as lights etc. or
and leave on for 10-15 minutes.
Warning light goes out but alternator gives reduced
3 Start the engine and run at fast idle speed when: output. Full output only at maximum speeds.
(a) warning light should go out. Alternator faulty, probably open circuit diode.
(b) the ammeter records a small charge current de- Warning light flashes intermittently, ammeter needle
pendent on the engine speed. flickers with battery fully charged and no load switched
4 Momentarily increase the engine speed to near on.
maximum, when the charging current should be about Excessive resistance or poor connections in regulator
30 AMPERES for an AC524 alternator or at least 40A for negative sensing lead.
an AC7 alternator.
No fault.
5 Run the alternator at approximately 3,000 rev/min
(engine speed about 1.500 rev/min) and switch off the Faulty regulator.
electrical load as detailed in paragraph 2, dependent
upon the connection selected at the regulator for the
positive sending lead (H, M or L) the voltage should rise Starter motor
to between 26 and 28 volts and then remain constant. At
the same time the current reading on the ammeter Maintenance
should drop appreciably.
Very little maintenance is necessary between overhauls
Any variance in the above data could indicate a fault and beyond occasionally checking the brushes for wear and
the 'Fault Finding' procedure should be adopted before the commutator for cleanliness.
disconnecting any components.
The regulator is non-repairable sealed unit and if sus- B r u s h gear
pected of being faulty is must be removed. The brush gear should be effectively insulated and clear
On some applications the regulator is incorporated in a of any obstruction. The brushes should be free and any
suppression box and if the box is suspected to being sticking brushes rectified by cleaning the brush holders.
faulty, your local C.A.V. agent should be contacted. Ensure the brushes are bedded in to at least 80% of their
contact and are re-fitted in their original positions. The
The testing of the regulator in this arrangement is cov- brushes should be changed if their iength has been
ered under the normal Fault Finding procedure. reduced to 0.5 in (12,7 mm) or less.
Replacement brushes must be of the correct grades and
bedded in for use. Brushes must only be replaced in
Fault Finding complete sets. When replacing the CA45 commutator
cover, ensure that the windows are fully covered and
For any particular fault, the checking procedure should that the cover fixing screw is at the bottom when the
be carried out in the sequence given. starter is mounted on the engine. This is important as
Warning light does not appear when switched 'ON'. water may enter the starter if the cover is not correctly
positioned.
Check the bulb.
No fault. Commutator
Check all wiring connections at regulator, alternator and The surface of the commutator should be clean. If it is
battery. dirty or badly discoloured and cannot be cleaned in situ,
No fault. remove the complete armature assembly in accordance
 MARINE S U P P L E M E N T

with the manufacturers instructions and clean the com-

mutator, using very fine glass paper. Ensure that all
pieces of dust and abrasives are blown off before re-
assembly.

O N E n g i n e ' Fault Finding

If the starter does not function correctly, check that the
battery is fully charged and that all connections are clean
and tight. A defective starter switch or badly worn starter
brushes can also cause malfunctioning.
Difficulty in obtaining a smooth engagement between
the pinion and flywheel may be due to incorrect flywheel
to pinion clearance. This should be 0.125 in +/-0.031 in
(3,18 mm, +/-0.79 mm) between the face of the flywheel
and engaging face of the pinion.

Fitting starter motor to engine

When fitting a starter motor, check there is at least 0.010
in (0,5 mm) clearance between the starter motorand the
cylinder block at all points. The starter motor securing
setscrews should be tightened to a torque of 50 Ibf ft
(6,9 kgf m).

TECHNICAL DATA

Electrical s y s t e m 12V or 24V

Alternator
Make CAV Motorola
Type AC5 AC5 AC7 9AR 9AR
Voltage 12V 24V 24V 12V 24V
Max. Output (hot) 55A 30A 55A 70A 40A

Starter Motor
Make CAV
Type CA45G CA45G
Voltage 12V 24V
Starter cable resistance 0.00170 0.0034Q
No. of teeth on pinion ... 10 10 or 11

6 3544 Series W o r k s h o p Manual, J u n e 1 9 W