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FORM NO. SENR2333
,
FOR USE IN SERVICE MANUA: D8L TRACTOR. SENR2329
SYSTEMS OPERATION TESTING AND ADJUSTING
3408 VEHICULAR ENGINE FOR D8l TRACTOR SERIAL NUMBERS 48W1-UP
&,WARNING
IMPORTANT SAFETY NOTICE Proper repair is important to the safe and reliable operation of a machine. This Service Manual outlines basic recommended procedures, some of which require special tools, devices or work methods. Although not necessarily all inclusive, a list of additional skills, precautions and knowledge required to safely perform repairs is provided in the SAFETY section of this Manual. Improper repair procedures can be dangerous and could resul t in injury or death.
READ AND UNDERSTAND ALL SAFETY PRECAUTIONS AND WARNINGS BEFORE PERFORMING REPAIRS ON THIS MACHINE Basic safety precautions, skills and knowledge are listed in the SAFETY section of this Manual and in the descriptions of operations where hazards exist. Warning labels have also been put on the machine to provide instructions and identi fy specific hazards which if not heeded could cause bodily injury or death to you or other persons. These labels identify hazards which may not be apparent to a trained mechanic. There are many potentIal hazards during repair for an untrained mechanic and there is no way to label. the machine against all such hazards. These warnings in the Service Manual and on the machine are identified by this symbol:
A
WARNING
Operations that may result only in machine damage are identified by labels on the machine and in the Service Manual by the word CAUTION. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this Manual are therefore not all inclusive. If a procedure, tooL device or work method not speci fically recommended by Caterpillar is used, you must satisfy yourself that it is sak for you and others. You should also ensure that the machine will not be damaged or made unsafe by the procedures you choose.
IMPORTANT The information, specifications and illustrations in this hook are on the hasis of information availahle at the time it was written. The specifications, torques, pressures of operation, measurements, adjustments, illustrations and other items can change at any ti me. These changes can effect the service given to the product. Get the complete and most current information before you start any job. Caterpillar Dealers have the most current infomlation which is available. For a list of the most current modules and form numhers availahle for each Service Manual, see the SERVICE MANUAL CONTENTS MICROFICHE REG1139F. 67 200X 2
INDEX
3408 VEHICULAR ENGINE
SYSTEMS OPERATION
•
AI r Inlet and Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . .. Turbocharger......................................... Valve System Components. . . . . . . . . . . . . . . . . . . . . . . . . . ..
10 10 11
Basic Block Camshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Crankshaft Cylinder Block. Liners and Heads...................... Pistons. Rings and Connecting Rods................... Vibration Damper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
19
19
19
19
19
19
Cooling System Coolant Conditioner.. . ..... . Radiator Cooled System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
17 18
17
Electrical System Charging System Components Starting System Components. . . . . . . . . . . . . . . . . . . . . . . . .. Other Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Engine Design. .. . . . . .. .. . . .. . . . . . .. . .. . . . .
21
21
21
22
4
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air-Fuel Ratio Control.. . . . . ..... . .. .. . . . . .. . . Automatic Timing Advance Unit. . . . .... .. Fuel Injection Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Injection Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governor (Hydra-Mechanical)
5
8
9
6
7
7
Lubrication System Oil Flow Through Oil Coolers. Oil Filters.
and the Engine
13
13
TESTING AND ADJUSTING
•
Air Inlet and Exhaust System , Bridge Adjustment. . . . . . .. . . . Compression. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Crankcase (Crankshaft Compartment) Pressure Cylinder Head. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Measurement of Exhaust Temperature , Measurement of Pressure in Inlet Manifold. .. . . . . .. Restriction of Air Inlet and Exhaust.... . . . . ... . . . .. Valve Clearance Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Turbocharger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
60 62 61 61 62 61 60 60 63 60
Basic Block. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Connecting Rod and Main Bearings..... ... . .. ... . . . . .. Connecting Rods and Pistons. . .. . . . . . . . . . . . . . . . . . . . .. Cylinder Block. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Flywheel and Flywheel Housing Piston Rings. . . .. . .. . . . . . . . .. . .. . . .. Projection of Cylinder Liner...... . . . .. .
70
70
70
70
72
70
70
Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Testing the Cooling System. . . . .. Vee Belt Tension Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Visual Inspection of the Cooling System
67
67
69
67
Electrical System. . .. . . . .. Electrical System Components Testing the Electrical System.
74
75
74
.. . .. .
. . . .. .
. ..
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Adjustment of Air-Fuel Ratio Control. . . . . . . . . . . . . . . . . .. Checking Balance Point , Checking Engine Cylinders Separately...... . . .. Checking the Plunger and Lifter Washer of an
Injection Pump.. . . . . . . . .. .. .
36
56
55
36
43
Engine Timing and Automatic Timing
Advance Unit (Dynamic Check). . . . . . . . . . . . . . . . . . . . .. Finding Top Center Compression Position for
NO.1 Piston........................................ Flow Checking Fuel Injection Pump Timing.. .. .. . Fuel Bypass Valve Fuel Injection Lines , . . . .. .. . . . . Fuel Injection Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .......... .... .. Fuel Rack Setting.. . Fuel System Adjustments (Off Engine) . .. Fuel System Adjustments (On Engine) Fuel System Inspection Governor Adjustments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Governor Control Adjustments Hydraulic Air-Fuel Ratio Control Adjustment.. .. Installation of Injection Pump.. .. .. . . . .. Measuring Engine Speed. .. Measuring Fuel Injection Pump Timing Dimension
(On Engine) Removal of Injection Pump. . . . . . . . . . . . . . . . . . . . . . . . . . .. Setting the Injection Pump Timing Dimension (Off Engine) . . . . . .. . . . . . . . .. Testing Capsule-Type Fuel Injection Nozzles........... Test Sequence for Fuel Nozzle Lubrication System... . . . .. .. Increased Oil Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . .. Measuring Engine Oil Pressure.............. . .. . . . Oil Pressure is High. . .. . . . . .. .. . . .. ... Oil Pressure is Low. . .. . . . .. .. .. Too Much Bearing Wear.. . . .. . . . .. .. .. Too Much Oil Consumption. . . . . Troubleshooting
45
44
47
44
44
41
51
53
46
36
54
58
56
42
55
50
41
53
36
38
65
66
65
66
66
66
65
23-35
SPECIFICATIONS NOTE: For Specifications with illustrations, make reference to SPECIFI CATIONS FOR 3408 VEHICULAR ENGINE, Form No. SENR2332. If the Specifications in Form SENR2332 are not the same as in the Systems Operation and the Testing and Adjusting, look at the printing date on the back cover of each book. Use the Specifications given in the book with the latest date.
3
,. -
-
3408 VEHICULAR ENGINE
SYSTEMS OPERATION
ENGINE DESIGN
7--5--3--1
~;)(8~~~
o
INTAKE VALVES
FUEL INJECTION PUMPS
•
@@@CD
EXHAUST
VALVES
A23799X2
CYLINDER, VALVE AND INJECTION PUMP LOCATION
Bore
137.2 mm (5.40 in.)
Stroke
152.4 mm (6.00 in.)
Number and Arrangement of Cylinders Firing Order (Injection Sequence)
1, 8. 4. 3, 6, 5. 7. 2
Rotation of Crankshaft (when seen from flywheel end)
counterclockwise
Rotation of Fuel Pump Camshaft (when seen from pump drive end)
counterclockwise
NOTE: Front end of engine is opposite to flywheel end Left side and right side of engine are as seen from flywheel end. NO.1 cylinder IS the front cylinder on the left side. NO.2 cylinder is the front cylinder on the right side.
4
V-8
SYSTEMS OPERATION
FUEL SYSTEM
FUEL SYSTEM
•
5
4
3
2
6
r- I
I
I
I
I
I
7
I
__ .J
8
•
9
lLI ~=======-'-_~\===\_-======-======--=_:I~_ __
11
13
12
14
A53136·1X1
FUEL SYSTEM SCHEMATIC 1. Fuel tank. 2. Tank shutoff valve. 3. Direct injection adapter. 4. Fuel manifolds. 5. Fuel injection pump housing. 6. Bleed orifice. 7. Fuel inlet line from secondary filters. 8. Fuel inlet line from primary filter. 9. Check valve. 10. Fuel transfer pump. 11. Secondary fuel filter. 12. Primary fuel filter. 13. Fuel priming pump. 14. Fuel transfer pump relief valve.
There is one fuel injection pump and one fuel injection valve for each cylinder. The fuel injection pumps are located in the fuel injection pump hous ing. The fuel injection valves are located in direct injection adapter (3).
•
When the engine is running, fuel is pulled from the fuel tank through the fuel supply line and pri mary fuel filter (12) by fuel transfer pump (10). The fuel is then pushed to secondary fuel filters (II), and into the fuel filter housing. A bleed orifice (6) in the fuel filter housing cover vents air in the sys tem through a line back to fuel tank (I). Fuel from the fuel filter housing goes through inlet line (7) to fuel manifolds (4) in fuel injection pump housing (5). The fuel manifolds supply fuel to each fuel injection pump. Individual fuel injection lines carry fuel from the fuel injection pumps to each cylinder. One section of line connects between the fuel injection pump
and an adapter on the valve cover base. Another section of line on the inside of the valve cover base connects between the adapter and the fuel injection valve in direct injection adapter (3). The fuel filters and priming pump are located in a compartment at the front of the fuel tank. The fuel transfer pump is mounted on a drive adapter on the fuel injection pump housing, and is driven by a shaft connected to the fuel injection pump camshaft. Fuel transfer pump relief valve (14) is located in the cover of the pump. Fuel priming pump (13) is used before the engine is started to put pressure in the fuel system and to vent air from the system. A check valve (9) located in the fuel transfer pump adapter housing will let fuel go around the fuel transfer pump when the priming pump is in use. There is no bleed orifice or valve installed on the fuel injection pump housing to vent air from this
5
3408 VEHICULAR ENGINE
SYSTEMS OPERATION
ENGINE DESIGN
o
INTAKE VALVES
FUEL INJECTION PUMPS
•
®@@CD
EXHAUST VALVES
A2.3799X2.
CYLINDER, VALVE AND INJECTION PUMP LOCATION
Bore
137.2 mm (5.40 in.)
Stroke
152.4 mm (6.00 in.)
Number and Arrangement of Cylinders Firing Order (Injection Sequence)
1.8.4.3,6.5.7.2
Rotation of Crankshaft (when seen from flywheel end)
counterclockwise
Rotation of Fuel Pump Camshaft (when seen from pump drive end)
counterclockwise
NOTE: Front end of engine is opposite to flywheel end
Left side and right side of engine are as seen from flywheel end
NO.1 cylinder is the front cylinder on the left side.
NO.2 cylinder is the front cylinder on the right side.
4
V-8
SYSTEMS OPERATION
FUEL SYSTEM
FUEL SYSTEM
•
3
2
4
~J
L r- I I
I I
I
I
7
I
__ .J
9
8
•
It~======-l!
11
12
10
_-=====--=-:I~_---------,
_-==t\_===-=======- 13
14
A53136·1X1
FUEL SYSTEM SCHEMATIC 1. Fuel tank. 2. Tank shutoff valve. 3. Direct injection adapter. 4. Fuel manifolds. 5. Fuel injection pump housing. 6. Bleed orifice. 7. Fuel inlet line from secondary filters. 8. Fuel inlet line from primary filter. 9. Check valve. 10. Fuel transfer pump. 11. Secondary fuel filter. 12. Primary fuel filter. 13. Fuel priming pump. 14. Fuel transfer pump relief valve.
There is one fuel injection pump and one fuel injection valve for each cylinder. The fuel injection pumps are located in the fuel injection pump hous ing. The fuel injection valves are located in direct injection adapter (3).
•
When the engine is running, fuel is pulled from the fuel tank through the fuel supply line and pri mary fuel filter ( 12) by fuel transfer pump (10). The fuel is then pushed to secondary fuel filters (II), and into the fuel filter housing. A bleed orifice (6) in the fuel filter housing cover vents air in the sys tem through a line back to fuel tank (I). Fuel from the fuel filter housing goes through inlet line (7) to fuel manifolds (4) in fuel injection pump housing (5). The fuel manifolds supply fuel to each fuel injection pump. Individual fuel injection lines carry fuel from the fuel injection pumps to each cylinder. One section of linc connects between the fuel injection pump
and an adapter on the valve cover base. Another section of line on the inside of the valve cover base connects between the adapter and the fuel injection valve in direct injection adapter (3). The fuel filters and priming pump are located in a compartment at the front of the fuel tank. The fuel transfer pump is mounted on a drive adapter on the fuel injection pump housing, and is driven by a shaft connected to the fuel injection pump camshaft. Fuel transfer pump relief valve (14) is located in the cover of the pump. Fuel priming pump (13) is used before the engine is started to put pressure in the fuel system and to vent air from the system. A check valve (9) located in the fuel transfer pump adapter housing will let fuel go around the fuel transfer pump when the priming pump is in use. There is no bleed orifice or valve installed on the fuel injection pump housing to vent air from this
5
I
FUEL SYSTEM
part of the fuel system. Air trapped in the fuel in jection lines can be vented by loosening all of the fuel injection line nuts where they connect to the adapters in the valve cover base. Move the governor lever to the 10\\ idle position. Crank the engine with the starter motor until fuel without air comes from the fuel line connections. Tighten the fuel lIne nuts. This proced ure is necessary beca use the fuel priming pump will not give enough pressure to push fuel though the reverse flow check valves in the fuel injection pumps of a direct injection sys tem.
SYSTEMS OPERATION
It is driven by the engine camshaft gear inside the front timing gear housing. The automatic timing advance unit gives easier starting and smooth low speed operation. It will also advance timing as engine speed increases to give correct engine opera ting efficiency.
FUEL INJECTION PUMP The rotation of the cams on the camshaft (12) cause lifters (9) and pump plungers (5) to move up and down. The stroke of each pump plunger is always the same. fhe force of springs (6) hold lifters (9) agaInst the cams of the camshaft. The pump housing is a "V" shape (similar to the engine cylinder block). with four pumps on each side. When the pump plunger is down. fuel from fuel manifold (I) goes through inlet passage (2) and fills the chamber above pump plunger (5). As the plunger moves up it closes the inlet passage. The pressure of the fuel in the chamber above the plunger increases until it is high enough to cause check valve (3) to open. Fuel under high pressure flows out of the check valve. through the fuel line to the injection valve. until the inlet passage opens into pressure relief passage (4) in the plunger. The pressure in the chamber decreases and check valve (3) closes.
LOCATION OF FUEL SYSTEM COMPONENTS 4. Fuel manifolds. 5. Fuel injection pump housing. 7. Fuel inlet line from secondary filters. 8. Fuel inlet line from primary filter. 10. Fuel transfer pump.
The longer inlet passage (2) is closed. the larger the amount of fuel which will be forced through check valve (3). The period for which the inlet pas sage is closed is controlled by pressure relief pas sage (4). The design of the passage makes it possible to change the inlet passage closed time by rotation of the plunger. When the governor moves fuel racks (8). they move gears (7) that are fastened to plungers (5). This causes a rotation of the plungers. 3
10 11 LOCATION OF FUEL SYSTEM COMPONENTS 1. Fuel tank. 6. Bleed orifice in cover. 11. Secondary fuel filters. 12. Primary fuel filter. 13. Priming pump.
An automatic timing advance unit is mounted on the front of the fuel injection pump camshaft.
6
12 CROSS SECTION OF THE FUEL
INJECTION PUMP HOUSING
1. Fuel manifold. 2. Inlet passage. 3. Check valve. 4. Pressure relief passage. 5. Pump plunger. 6. Spring. 7. Gear. 8. Fuel rack (left). 9. Lifter. 10. Link. 11. Lever. 12. Camshaft.
SYSTEMS OPERATION
FUEL SYSTEM
•
The governor is connected to the left rack. The spring load on lever (II) removes the play between the racks and link (10). The fuel racks are con nected by link (10). They move in opposite direc tions (when one rack moves in, the other rack moves out).
FUEL INJECTION VALVES (NOZZLES) The fuel injection valves fit into direct injection adapters that are installed in the cylinder head. Fuel, under high pressure from the injection pump, is sent through the fuel injection line to the injection valve in the nOlzle. The injection valve will not open until the fuel in the injection lines reaches a very high pressure. The valve then opens quickly to release the fuel directly into the engine cylinder through six orifices in the tip of the nozzle.
4
6
HYDRA-MECHANICAL GOVERNOR
•
,
•
The throttle lever, or governor control. is con nected to the control lever on the engine governor. The governor then controls the amount of fuel needed to keep the desired engine rpm at the throttle lever setti ng. The governor has governor weights (5) driven by the engine through the drive assembly (15). The governor has a governor spring (6), valve (9) and piston ( II). The valve and piston are connected to one fuel rack through pin (17) and lever (18). The pressure oil for the governor comes from the gover nor oil pump, on top of the injection pump housing. The oil used is from the engine lubrication system. Pressure oil goes through passage (14) and around sleeve (13). The throttle lever, or governor control. controls only the compression of governor spring (6). Compression of the spring always pushes down to give more fuel to the engine. The centrifugal force of governor weights (5) always pulls to get a reduction of fuel to the engine. When these two forces are in balance, the engine runs at the desired rpm (governed rpm). The governor valve (9) is shown in the position when the force of the governor weights and the force of the governor spring are in balance. When the engine load increases, the engine rpm decreases and the rotation of governor weights (5) will get slower. (The governor weights will move toward each other). Governor spring (6) moves valve (9) down. This lets the oil flow from the lower passage (12) around the valve (9) and through the upper passage (10) to fill the chamber behind piston (11 ). This pressure oil pushes the piston (11 ) and pin (17) down to give more fuel to the engine. (The upper end of the valve stops the oil flow through the top of the piston, around the valve). Engine rpm goes up until the rotation of the governor weights is fast enough to be in balance with the force of the governor spring.
14
13 16
15-----
A64879X1
HYDRA-MECHANICAL GOVERNOR
1. Collar. 2. Bolt. 3. Lever assembly. 4. Upper spring seat. 5. Weights. 6. Governor spring. 7. Lower spring seat. 8. Thrust bearing. 9. Valve. 10. Upper oil passage in piston. 11. Piston. 12. Lower oil passage in piston. 13. Sleeve. 14. Oil passage in cylinder. 15. Drive assembly. 16. Cylinder. 17. Pin. 18. Lever.
When there is a reduction in engine load there will be an increase in engine rpm and the rotatio~ of gover nor weights (5) will get faster. This will move valve (9) up. This stops oil tlow from the lower passage (12), and oil pressure above piston (I 1) goes out through the top, around valve (9). Now, the pressure between the sleeve (13) and piston (11) pushes the piston and pin (17) up. This causes a reduction in the amount of fuel to the engine. Engine rpm goes down until the centrifugal force (rotation) of the governor weights is in balance with the force of the governor spring. When these two forces are in balance, the engine will run at the desired rpm (governed rpm). When engine rpm is at LOW I DLE, a spring loaded plunger in lever assembly (3) comes in con tact with a shoulder on the adjustment screw for low idle. To stop the engine, push throttle lever to
7
FUEL SYSTEM
SYSTEMS OPERATION
vertical position. This will let the spring-loaded plunger move over the shoulder on the low idle adjustment screw and move the fuel rack to the fuel closed position. With no fuel to the engine cylinders. the engine will stop. The governor oil pump supplies oil to the valve (9) to increase governor power and response. Oil from the governor oil pump gives lubrication to the governor weight support (with gear), thrust bearing (8), and drive gear bearing. The other parts of the governor get lubrication from "splash lubrication" (oil thrown by other parts). Oil from the governor runs down into the housing for the fuel injection pumps.
HYDRAULIC AIR-FUEL RATIO CONTROL
o
OIL WITHOUT PRESSURE
When the engine is started, oil flows through oil inlet (7) into pressure oil chamber (5). From chamber (5) the
oil flows through large oil passages (6), inside valve (II), and out small oil passages (8) to oil outlet (9). A hose assembly connects inlet air chamber (1) to the inlet air system. As the inlet air pressure increases, it causes diaphragm assembly (3) to move down. Valve (2), that is part of the diaphragm assembly, closes large and small oil passages (6 and 8). When these passages are closed, oil pressure increases in chamber (5). This increase in oil pressure moves valve (11) up. The control is now ready for operation. When the governor control is moved to increase fuel to the engine, valve (II) limits the movement of fuel rack linkage (10) in the "Fuel On" direction. The oil in chamber (5) acts as a restriction to the movement of valve (11) until inlet air pressure increases.
2 2
INLET AI R PRESSURE
Bill
PRESSURE 01 L
4
5---...-f:~---rt
5
8 11 A75108Xl
AIR-FUEL RATIO CONTROL (Engine stopped)
AIR-FUEL RATIO CONTROL (Ready for operation)
1. Inlet air chamber. 2. Valve. 3. Diaphragm assembly. 4. Oil drains. 5. Pressure oil chamber. 6. Large oil pas sages. 7. Oil inlet. 8. Small oil passages. 9. Oil outlet. 10. Fuel rack linkage. 11. Valve.
1. Inlet air chamber. 2. Valve. 5. Pressure oil chamber. 6. Large oil passages. 8. Small oil passages. 11. Valve.
With the engine stopped, valve (11) is in the fully extended position. The movement of fuel rack linkage (10) is not limited by valve (11).
8
SYSTEMS OPERATION
FUEL SYSTEM
As the inlet air pressure increases, valve (2) moves down and lets oil from chamber (5) drain through large oil passages (6) and out through oil drains (4). This lets valve (11) move down so fuel rack linkage (10) can move gradually to increase fuel to the engine. The control is designed not to let the fuel increase until the air pressure in the inlet manifold is high enough for complete combustion. It prevents large amounts of exhaust smoke caused by an air-fuel mixture with too much fuel. The control movements take a very short time. No change in engine acceleration (rate at which speed increases) can be felt.
~
INLET AIR PRESSURE
o
OIL WITHOUT PRESSURE
illillill
PRESSURE OIL
2
AUTOMATIC TIMING ADVANCE UNIT The automatic timing advance unit is installed on the front of the camshaft (6) for the fuel injec tion pump and is gear driven through the tin~ing gears. The drive gear (5) for the fuel injection pump is connected to camshaft (6) through a system ot weights (2), springs (3). slides (4) and flange (ll. Each one of the two slides (4) is held on gear (5) by a pin. The two weights (2) can move in guide~ inside flange (l) and over slides (4). but the notch for the slide in each weight is at an angle with the guides for the weight in the flange. As centrifugal force (rotation) moves the weights away from the center, against springs (3), the guides in the flange and the slides on the gear make the flange turn a small amount in relation to the gear. Since the flange is connected to the camshaft for the fuel injection pump. the fuel injection timing is also changed. I': 0 adjustment can be made in the timing advance unit.
4
5----L~_t--
10-------1~~::::J A75107Xl
AIR-FUEL RATIO CONTROL (Increase in inlet air pressure) 2. Valve. 4. Oil drains. 5. Pressure oil chamber. 10. Fuel rack linkage. 11. Valve. A23835
tXt
AUTOMATIC TIMING ADVANCE UNIT 1. Flange. 2. Weight. 3. Springs. 4. Slide. 5. Drive
gear. 6. Camshaft.
9
.. SYSTEMS OPERATION
AIR INLET & EXHAUST SYSTEM
AIR INLET AND EXHAUST SYSTEM
The air inlet and exhaust system components are: air cleaner. turbocharger, inlet manifold (passages inside the cylinder block), cylinder head, valves and valve system components, and exhaust manifold.
the exhaust gases go out of the engine cylinders and into exhaust manifold (I). From exhaust manifold, the exhaust gases go through the blades of turbine wheel (6). This causes the turbine wheel and com pressor wheel to turn. The exhaust gases then go out exhaust outlet (7) of the turbocharger.
4
7 AIR INLET AND EXHAUST SYSTEM 1. Exhaust manifold. 2. Pipe to inlet manifold. 3. Engine cylinders. 4. Air inlet. 5. Turbocharger compressor wheel. 6. Turbocharger turbine wheel. 7. Exhaust out let.
AIR FLOW SCHEMATIC 1. Exhaust manifold. 2. Pipe to inlet manifold. 4. Air in let. 7. Exhaust outlet. 8. Turbocharger.
TURBOCHARGER AIR INLET AND EXHAUST SYSTEM 1. To exhaust manifold. 2. Pipe to inlet manifold. 4. Air inlet. 7. Exhaust outlet. 8. Turbocharger. 9. Cross pipe.
Clean inlet air from the air cleaner is pulled through air inlet (4) of the turbocharger by the turning of compressor wheel (5). The compressor wheel causes a compression of the air. The air then goes through pipe to inlet manifold (2) of the en gine. When the intake valves open, the air goes into engine cylinders (3) and is mixed with the fuel for combustion. When the exhaust valves open,
10
The turbocharger is installed at the top, rear of the engine on a cross pipe for the two exhaust mani folds. All the exhaust gases from the engine go through the turbocharger. The exhaust gases go through the blades of turbine wheel (6). This causes the turbine wheel and compres sor wheel (5) to turn, which causes a compression of the inlet air. When the load on the engine is increased, more fuel is put into the engine. This makes more exhaust gases and will cause the turbine and compressor wheels of the turbocharger to turn faster. As the turbocharger turns faster, it gives more inlet air and makes it possible for the engine to burn more fuel and will give the engine more power.
AIR INLET & EXHAUST SYSTEM
SYSTEMS OPERATION
tion of the bearings. Oil from the turbocharger goes out through the oil outlet port (15) In the bottom of the center section and goes back to the engine lubrication system. This type turbocharger has coolant passages (17) around the bearings to cool the oil in these areas. Engine coolant is taken from the top, rear of the engine and sent into the rear of the turbocharger (center section). fhe coolant tlows through the passages around the bearings, and out the front of the turbocharger (center section) back to the radiator top tank. The fuel rack adjustment is done at the factory for a specific engine application. The governor housing and turbocharger are sealed to prevent changes in the ad justment of the rack and the high idle speed setting.
TURBOCHARGER 1. Turbocharger. 2. Cross pipes. 3. To exhaust manifold.
VALVE SYSTEM COMPONENTS The valve system components control the flow of inlet air and exhaust gases into and out of the cylinders during engine operation.
4
The crankshaft gear drives the camshaft gear. The camshaft gear must be timed to the crankshaft gear to get the correct relation between piston and valve movement. The camshaft has two cams for each cylinder. One cam controls the exhaust valves, the other controls the intake valves. 13
14
15 16 17
18
19
B15932Xl
TURBOCHARGER 4. Air inlet. 5. Compressor wheel. 6. Turbine wheel. 7. Exhaust outlet. 8. Compressor housing. 9. Oil inlet port. 10. Thrust collar. 11. Thrust bearing. 12. Turbine housing. 13. Spacer. 14. Air outlet. 15. Oil outlet port. 16. Bearing. 17. Coolant passages. 18. Bearing. 19. Exhaust inlet.
Maximum rpm of the turbocharger is controlled by the rack setting, the high idle speed setting and the height above sea level at which the engine is operated.
CAUTION
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If the high idle rpm or the rack setting is higher than given in the FUEL SETTING INFORMA TION (for the height above sea level at which the engine is operated), there can be damage to engine or turbocharger parts. Damage will result when increased heat and/or friction, due to the higher engine output, goes beyond the engine cooling and lubrication systems abilities. 88249X2
Bearings (16 and 18) for the turbocharger use engine oil under pressure for lubrication. The oil ('omes in through the oil inlet port (9) and goes through passages in the center section for lubrica-
VALVE SYSTEM COMPONENTS
----9
1. Intake bridge. 2. Intake rocker arm. 3. Push rod. 4. Ro tocol!. 5. Valvesprlng. 6. Valve guide. 7. Intake valves. 8. LIfter. 9. Camshaft.
11
AIR INLET & EXHAUST SYSTEM
As the camshaft turns. the lobes of camshaft (9) cause lifters (8) to go up and down. This movement makes push rods (3) move rocker anns (2). Movement of the rocker anns makes bridges (I) move up and down on dowels mounted in the cylinder head. The bridges let one rocker ann open and close two valves (intake or exhaust). There are two intake and two exhaust valves for each cylinder. Rotocoils (4) cause the valves to tum while the engine is running. The rotation of the valves keeps the deposit of carbon on the valves to a minimum and gives the valves longer service life. Valve springs (5) cause the valves to close when the lifters move down.
VALVE SYSTEM COMPONENTS (TYPICAL ILLUSTRATION) 1. Intake bridge. 2. Intake rocker arm. 7. Intake valves. 10. Exhaust rocker arm. 11. Exhaust bridge. 12. Exhaust valves.
12
SYSTEMS OPERATION
LUBRICATION SYSTEM
SYSTEMS OPERATION
LUBRICATION SYSTEM OIL FLOW THROUGH THE OIL COOLER, OIL FILTERS AND THE ENGINE
•
(21), through an outside oil supply line ( IJ) that connects to the oil pan, and through a line inside the oil pan to the other side of the cylinder block. The oil now flows through oil passage in filter base (29), through oil filters and back to oil manifold (8) on left side of engine. From oil manifold (8) in left side of the cylinder block, oil is sent to right oil manifold (II) through drilled passages in the cylinder block that connect main bearings (12) and camshaft bearings (6). Oil goes through drilled holes in the crankshaft to give lubrication to the connecting rod bearings. A small amount of 011 is sent through tubes (7) to make the pistons cooler. Oil goes through grooves in the bores for the front a nd rear camshaft bearings and then into passages (5) that connect the valve lifter bores. These passages give oil under pressure for the lubrication of the valve lifters.
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I
LUBRICATION SYSTEM COMPONENTS (Right Side of Engine) 13. Oil supply line to filters. 21. Engine oil cooler. 25. Oil pan. 28. Transmission oil cooler.
Oil is sent through passages (I), on front and rear, to rocker arm shafts (4) on both cylinder heads. Holes in the rocker arm shafts let the oil give lubrication to the valve system components in the cylinder head. The fuel injection pump and governor gets oil from passage (3) in the cylinder block. There is a small gear pump between the injection pump hous ing and the governor. This pump sends oil under pressure for the hydraulic operation of the hydra mechanical governoL The automatic timing ad vance unit gets oil from the injection pump hous ing, through the camshaft for the fuel injection pumps. The idler gear bores get oil from passages (10) in the cylinder block, oil then goes through the shaft for the bearings of the idler gears installed on the front and rear of the cylinder block.
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I
LUBRICATION SYSTEM COMPONENTS (Left Side of Engine) 14. Oil filters.
With the comes from suction line sends warm
25. Oil pan.
engme warm (normal operation), oil oil pan (25) through a suction bell on (26) to oil pump (27). The oil pump oil, under pressure, to engine oil cooler
The rear gear bearings get oil from an external line (2) that connects to the flywheel housing. Pressure oil is sent to the turbocharger bearings through external supply line (15). The oil goes out of turbocharger (20) back to the top of flywheel housing through oil return line (22). This oil flows over the gears in flywheel housing to give them lubrication and then goes back to oil pan (25).
13
SYSTEMS OPERATION
LUBRICATION SYSTEM
There is a bypass valve in the oil pump. This bypass valve controls the maximum pressure of the oil from the oil pump. The oil pump can put more oil into the system than is needed. When there is more oil than needed, the oil pressure goes up and the bypass valve will open. This allows the oil that is not needed to go back to the inlet oil passage of the oil pump. After the oil for lubrication has done its work, it goes back to the engine oil pan. This lubrication system also has a scavenge oil pump. Scavenge oil pump (24) is connected to and is driven by main oil pump (27). Oil is taken from the small reservoir at the rear of the oil pan through suction line (23) and is pumped into main reservoir at front of oil pan (25). When the front of vehicle is tilted up on a long slope, the oil that returns to oil pan (after engine lubrication) will accumulate at the rear of the oil pan. This can let the main reservoir level decrease enough to cause oil pump (27) to not have any output. Scavenge oil pump (24) is in operation all the time that the engine is in operation. The only purpose of the scavenge oil pump is to take the extra oil from the rear of the oil pan and put it back into the main reservoir at the front of the oil pan.
14
SYSTEMS OPERATION
LUBRICATION SYSTEM
2
3
4
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10
11
13
15
16
20
22
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B26156Xl
ENGINE OIL FLOW DURING NORMAL OPERATION 1. To rocker arm shaft. 2. To gear bearings in flywheel housing. 3. To fuel injection pump housing, governor and air fuel ratio control. 4. Rocker arm shaft. 5. To valve lifters. 6. Camshaft bearings. 7. Piston cooling tubes. 8. Left oil manifold. 9. To timing gear housing. 10. To idler gear shaft. 11. Right oil manifold. 12. Main bearings. 13. Oil supply line to filters on left side of block. 14. Oil filters. 15. Oil supply line to turbocharger. 16. Oil bypass line to right manifold in cylinder block. 17. Filter bypass valve. 18. Cooler bypass line. 19. Cooler bypass valve. 20. Turbocharger. 21. Engine oil cooler. 22. Oil return line from turbocharger. 23. Suction line for scavenge oil pump. 24. Scavenge oil pump. 25. Oil pan. 26. Oil pump suction line. 27. Oil pump.
15
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SYSTEMS OPERATION
LUBRICATION SYSTEM
When the engme IS cold (starting condition), bypass valves (17 and 19) open because cold oil with high viscosity causes a restriction to the oil flow through oil cooler (21) and oil filters (14). \Vith the bypass valves open, oil flows directly from the oil pump to right oil manifold (II) through bypass lines (16 and 18). This will give immediate lubrication to all components until engine becomes warm.
When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass valves close. I\' ow there is a normal flow through oil cooler (21) and oil filters ( 14). The bypass valves will also open when there is a restriction in the oil cooler or oil filter. This action does not let an oil cooler or oil filter with a restric tion prevent the lubrication of the engine.
11
13
15
16
20
22
FLOW OF OIL (ENGINE COLD) 11. Right oil manifold. 13. Oil supply line to filters. 14. Oil filters. 15. Oil supply line to turbocharger. 16. Oil bypass line to right manifold in cylinder block. 17. Filter bypass valve. 18. Cooler bypass line. 19. Cooler bypass valve. 20. Turbo charger. 21. Engine oil cooler. 22. Oil return line from turbocharger. 23. Suction line for scavenge oil pump. 24. Scavenge oil pump. 25. Oil pan. 26. Oil pump suction line. 27. Oil pump.
16
SYSTEMS OPERATION
COOLING SYSTEM
COOLING SYSTEM
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RADIATOR COOLED SYSTEM
This engine has a pressure type cooling system.
-\ pressure type cooling system gives two advan
tage~. The first advantage is that the cooling sys
tem can have safe operation at a temperature that i~ higher than the normal boiling (steam) point of \\ater. The second advantage is that this type sys tem prevents cavitation (the sudden making of low pressure bubbles in liquids by mechanical forces) in the water pump. With this type system, it is more difficult for an air or steam pocket to be made in the cooling system. In normal operation (engine warm), water pump ( 13) sends coola nt through engine oil cooler (l 0), transmission oil cooler (8) and hydraulic oil cooler (9). Water from the engine oil cooler flows into the block while water from the other two oil coolers 110ws into the inlet of the water pump. Coolant moves through the cylinder block to both cylinder heads, and then goes to the housings for the temperature regulators (5). The temperature regulators are open and most of the coolant goes through the outlets (4) to radia tor (6). The coolant is
made cooler as it moves through the radiator. When the coolant gets to the bottom of the radiator, it goes to water pump inlet (14). NOTE: The water temperature regulator is an important part of the cooling system. It divides coolant flow between radiator (6) and radiator bypass lines (15) as necessary to maintain the cor rect temperature. If the water temperature regu lator is not installed in the system, there is no mechanical control, and most of the coolant will take the path of least resistance through the by pass. This will ca use the engine to overheat in hot weather. In cold weather, even the small amount of coolant that goes through the radiator is too much. and the engine will not get to normal opera tion temperatures. When the engine is cold, the water temperature regulator is closed, and the coolant is stopped from going to the radiator. The coolant goes from the temperature regulator housing (5) back to the water pump (13) through radiator bypass lines ( 15). 4
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6
10
13
15
B26155Xl
RADIATOR COOLED SYSTEM SCHEMATIC 1. Turbocharger inlet coolant line for bearings. 2. Turbocharger. 3. Coolant outlet line from turbocharger. 4. Outlet from temperature regulator housing to radiator top (one on each side at front of engine). 5. Temperature regulator hous ing (both sides). 6. Radiator. 7. Outlet bonnet of engine oil cooler, transmission oil cooler and hydraulic oil cooler. 8. Transmission oil cooler. 9. Hydraulic oil cooler. 10. Engine oil cooler. 11. Inlet bonnet of engine oil cooler. 12. Inlet bonnet of transmission oil cooler. 13. Water pump. 14. Water pump inlet, from radiator bottom. 15. Radiator by pass lines.
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17
COOLING SYSTEM
A small amount of coolant also moves con stantly through line (I) that connects from the water pump outlet to the center section of turbo charger (2). The coolant flows through passages around the turbocharger bearings and then out the front of the center section. The coolant then flows through line (3) back to the top center of the cylinder block.
COOLANT CONDITIONER Some conditIons of operation have been found to cause pitting (small holes in the metal ~urface) from corrosion or cavitation erosion (wear caused by air bubbles in the coolant) on the outer surface of the cylinder lIners and the inner surface of the cylinder block next to the lIners. The addition of a corrosion inhibitor (a chemical that gives a reduction of pitting) can keep this type of damage to a minimum. The "spin-on" coolant condItioner element (2), similar to the fuel filter and oil filter elements, fastens to a base (I) that is part of the regulator housing on the left front of the engine. Coolant flows from the water pump through the cylinder head to the base, through the element and back through bypass line to water pump inlet. There is a constant flow of coolant through the element when valve (3) is in the ON position. The element has a specific amount of inhibitor for acceptable cooling system protection. As coolant flows through the element, the corrosion inhibitor, which is a dry materiaL dissolves (goes Into solution) and mixes to the correct concentration. Two basic types of ele ments are used for the cooling system. and they are called the "PRECHARGE" and the "MAINTE NANCE" elements. Each type of element has a spe cific use and must be used correctly to get the necessary concentration for cool ing system protection.
18
SYSTEMS OPERATION
The "PRECHARGE" element has more than the normal amount of inhibitor, and is used when a system is first filled with new coolant. This element has to add enough inhibitor to bring the complete cooling system up to the correct concentration.
The .. MAINTEN ANCE" elements have a normal amount of inhibitor and are installed at the first change interval and provide enough inhibitor to keep the corro sion protection at an acceptable level. After the first change period, only "MAINTENANCE" elements are installed at specified intervals to give protection to the cooling system.
CAUTION Do not use Dowtherm 209 Full-Fill in a cooling system that has a coolant conditioner. These two systems are not compatible (corrosion in hibitor is reduced) when used together.
COOLANT CONDITIONER 1. Base (part of regulator housing). 2. Element. 3. Valve.
SYSTEMS OPERATION
BASIC BLOCK
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BASIC BLOCK CYLINDER BLOCK, LINERS AND HEADS Th~
cylinders in the left side of the block make an
ctngk of 65° with the cylinders in the right side of the bll)ck. The main bearing caps are fastened to the block \\ lth two bolts per cap . The cylinder liners can be removed for replacement. The top surface of the block is the seat for the cylinder Imer flange. Engine coolant flows around the liners to k~ep them cool. Three O-ring seals around the bottom of the liner make a seal between the liner and the block. -\ hiler band at the top of each liner forms a seal b~tween the liner and the cylinder block. The engine has a single, cast head on each side. Four vertical valves (two intake and two exhaust), controlled by a push rod valve system, are used p~r each cylinder. The opening for the fuel noz lies is located between the four valves. Series ports (passages) are used for both intake and exhaust \ alves. A steel spacer plate is used between the cylinder head and block. A thin gasket is used between the plate and the block to seal water and oil. A thick gasket of metal and asbestos is used between the plate and the head to seal combustion gases, water and oi I. The size of the pushrod openings through the head permits the removal of the valve lifters with the head installed.
CRANKSHAFT The crankshaft changes the combustion force" in the cylinder into usable rotating torque which power" the machine. Vibration, caused by combustion impact-. along the crankshaft. is kept small by a vibration damp er on the front of the crankshaft. There is a gear at the front of the crankshaft to drive the timing gears and the oil pump. Lip seals and wear sleeves are used at both ends of the crank shaft for easy replacement and a reduction of maintenance cost. Pressure oil is supplied to all bearing surfaces through drilled holes in the crank shaft. The crankshaft is supported by five main bearings. A thrust plate at either side of the center main bearing controls the end play of the crank shaft.
CAMSHAFT The engine has a single camshaft that is driven at the front end. It is supported by five bearings. As the camshaft turns, each cam (lobe) (through the action of valve systems components) moves either two exhaust valves or two intake valves for each cylinder. The camshaft gear must be timed to the crankshaft gear. The relation of the cam (lobes) to the camshaft gear cause the valves in each cylinder to open and close at the correct time.
VIBRATION DAMPER
Valve guides without shoulders are pressed into the cylinder head.
PISTONS, RINGS AND CONNECTING RODS The aluminum pistons have three rings: two com pression rings and one oil ring. All rings are located above the piston pin bore. The two compression rings are of the KEYSTONE type, which have a tapered shape. The seat for the rings is an iron band that is cast into the piston. The action of the rings in the piston groove, which is also tapered, helps prevent seizure of the rings caused by too much carbon deposits. The oil ring is a standard (conventional) type. Oil returns to the crankcase through holes in the oil ring groove.
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2-------_{t;tjtit1
The piston pin is held in place by two snap rings that fit in grooves in the pin bore of the piston. The connecting rod has a taper on the pin bore end. This gives the rod and piston more strength in the areas with the most load.
:4w
A05398Xl
Oil spray tubes, located on the cylinder block main \\ eb". direct oil to cool and gi\'c lubrication to the ~l"t\)n components and cylinder wall-..
CROSS SECTION OF A VIBRATION DAMPER 1. Flywheel ring.
2. Rubber ring.
3. Inner hub.
19
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BASIC BLOCK
The twisting of the crankshaft. due to the regular power impacts along its length, is called twisting (torsional) vibration. The vibration damper is in stalled on the front end o[ the crankshaft. It is used [or red uction o[ torsional vi brations and stops the vibration [rom building up to amounts that cause damage. The damper is made of a flywheel ring (I) con nected to an inner hub (3) by a rubber ring (2). The rubber makes a flexible coupling between the fly wheel ring and the inner hub.
20
SYSTEMS OPERA TIO
ELECTRICAL SYSTEM
SYSTEMS OPERATION
ELECTRICAL SYSTEM
~I I
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The electrical system can have three separate cir (uits: the charging circuit, the starting circuit and the 10\\ amperage circuit. Some of the electrical system (omponents are used in more than one circuit. The battery (batteries), circuit breaker, ammeter, cables and wires from the battery are all common in each of the ci rcuits. The charging circuit is in operation when the engine running. An alternator makes electricity for the charging ~ircuit. A voltage regulator in the circuit con trols the electrical output to keep the battery at full charge. IS
The starting circuit is in operation only when the start switch is activated. The electrical systems include a Diagnostic Con nector which is used when testing the charging and starting circuits.
CHARGING SYSTEM COMPONENTS Alternators The alternator is driven by V-type belts. This alternator is a three phase, self-rectifying charging unit, and the regulator is part of the alternator. This alternator design has no need for slip rings or brushes, and the only part that has movement is the rotor assembly. All conductors that carry current are stationary. The conductors are: the field winding, stator windings, rectifying diodes, and the regulator circuit components. 4
The rotor assembly has many magnetic poles like fingers with air space between each opposite pole. The poles have residual magnetism (like permanent mag nets) that produce a small amount of magnet-like lines of force (magnetic field) between the poles. As the rotor assembly begins to turn between the field winding and the stator windings, a small amount of alternating current (AC) is produced in the stator windings from the small magnetic Iines of force made by the residual magnetism of the poles. This AC current is changed to direct current (DC) when it passes through the diodes of the rectifier bridge. Most of this current goes to charge the battery and to supply the low amperage circuit, and the remainder is sent on to the field wind ings. The DC current flow through the field windings (wires around an iron core) now increases the strength of the magnetic lines of force. These stronger lines of force now increase the amount of AC current produced in the stator windings. The increased speed of the rotor assembly also increases the current and voltage output of the al ternator. The voltage regulator is a solid state (transistor, stationary parts) electronic switch. It feels the voltage in the system and switches on and off many times a second to control the field current (DC current to the field windings) for the alternator to make the needed voltage output.
CAUTION Never operate the alternator without the bat tery in the circuit. Making or breaking an alter nator connection with heavy load on the circuit can cause damage to the regulator. STARTING SYSTEM COMPONENTS Solenoid 1
3
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T89118-1Xl A77377Xl
6N9294 ALTERNATOR
SCHEMATIC OF A SOLENOID
1. Regulator. 2. Roller bearing. 3. Stator winding. 4. Ball bearing. 5. Rectifier bridge. 6. Field winding. 7. Rotor as sembly. 8. Fan.
1. Coil. 2. Switch terminal. 3. Battery terminal. 4. Con
tacts. 5. Spring. 6. Core. 7. Component terminal.
21
SYSTEMS OPERATION
ELECTRICAL SYSTEM
A solenoid is a magnetic switch that uses low current to close a high current circuit. The solenoid has an electromagnet with a core (6) which moves.
the starter motor too fast. When the start switch is released. the starter pinion will move away from the flywheel ring gear.
There are contacts (4) on the end of core (6). The contacts are held in the open position by spri ng (5) that pushes core (6) from the magnetic center of coil (1). Low current will energize coil (I ) and make a magnetic field. The magnetic field pulls core (6) to the center of coil (I) and the contacts close.
Magnetic Switch A magnetic switch (relay) is used sometimes for the starter solenoid circuit. Its operation elec trically is the same as the solenoid. Its function is to red uce the current load on the start switch and control current to the starter solenoid.
OTHER COMPONENTS
Starter Motor The starter motor is used to tum the engine flywheel fast enough to get the engine running.
Circuit Breaker The cIrcuit breaker is a switch that opens the battery circuit if the current in the electrical system goes higher than the rating of the circuit breaker. A heat activated metal disc with a contact point completes the electric circui t through the circuit break er. If the current in the electrical system gets too high, it causes the metal disc to get hot. This heat causes a distortion of the metal disc which opens the contacts and breaks the circuit. A circuit breaker that is open can be reset after it cools. Push the reset button to close the contacts and reset the circuit breaker.
STARTER MOTOR 1. Field. 2. Solenoid. 3. Clutch. 4. Pinion. 5. Commuta tor. 6. Brush assembly. 7. Armature.
The starter motor has a solenoid. When the start switch is turned to the START position, the sole noid will be activated electrically. The solenoid core will now move to push the starter pinion, by a mechanical linkage, to engage with the ring gear on the flywheel of the engine. The starter pinion will engage with the ring gear before the electric contacts in the solenoid close the circuit between the battery and the starter motor. When the circuit between the battery and the starter motor is com plete, the pinion will turn the engine ny\\ heel. A clutch gives protection for the starter motor so that the engine, when it starts to run. can not turn
22
4
TSQl19xl
5 CIRCUIT BREAKER SCHEMATIC
1. Reset button. 2. Disc in open position. 3. Contacts. 4. Disc. 5. Battery circuit terminals.
TESTING AND ADJUSTING
TROUBLESHOOTING
TROUBLESHOOTING
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Troubleshooting can be difficult. The TROUBLESHOOTING INDEX gives a list of possible problems. To make a repair to a problem, make reference to the cause and correction on the pages that follow. This list of problems, causes, and corrections will only give an indication of where a possible problem can be, and what repairs are needed. Normally, more or other repair work is needed beyond the recomendations in the list. Remember that a problem is not normally caused only by one part. but by the relation of one part with other parts. This list is only a guide and can not give all possible problems and corrections. The serviceman must find the problem and its source, then make the necessary repairs.
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TROUBLESHOOTING INDEX
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Item
Problem
I. 2. 3. 4. 5. 6. 7. 8. 9. 10. II. 12. 13. 14. 15.
Engine Will Not Turn When Start Switch Is On. Engine Will Not Start. Engine Misfires or Runs Rough . Stall at Low rpm. Sudden Changes In Engine rpm. Not Enough Power. Too Much Vibration. Loud Combustion Noise. Valve Train Noise (Clicking). Oil In Cooling System. Mechanical Noise (Knock) In Engine. Fuel Consumption Too High. Loud Valve Train Noise. Too Much Valve Lash. Valve Rotocoil or Spring Lock is Free .
Item
16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30.
Problem
Oil at the Exhaust. Little or No Valve Clearance. Engine Has Early Wear. Coolant In Lubrication Oil. Too Much Black or Gray Smoke. Too Much White or Blue Smoke. Engine Has Low Oil Pressure. Engine Uses Too Much Lubrication Oil. Engine Coolant Is Too Hot. Exhaust Temperature Is Too High. Starter Motor Does Not Tum. Alternator Gives No Charge. Alternator Charge Rate Is Low or Not Regular. Alternator Charge Rate is Too High. Alternator Has Noise.
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23
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TESTING AND ADJUSTING
TROUBLESHOOTI NG
1. ENGINE CRANKSHAFT WILL NOT TURN WHEN START SWITCH IS ON Cause
Correction
Battery Has Low Output
Make Reference to Item 26.
Wires or Switches Have Defect
Make Reference to Item 26.
Starter Motor Solenoid Has A Defect
Make Reference to Item 26.
Starter Motor Has A Defect
Make Reference to Item 26.
Inside Problem Prevents Engine Crankshaft From Turning
If the crankshaft can not be turned after the dl;ve equipment is discon nected, remove the fuel nozzles and check for tluid in the cylinders while the crankshaft is turned. If tluid in the cylinders is not the problem, the engine must be disassembled to check for other inside problems. Some of these inside problems are bearing seizure, piston seizure, wrong pistons installed in the engine, and valves making contact with pistons.
2. ENGINE WILL NOT START Cause
Correction
Starter Motor Turns Too Slow
Make Reference to Items 26 and 27.
Dirty Fuel Filter
Install new fuel filter.
Dirty or Broken Fuel Lines
Clean or install new fuel lines as necessary.
Fuel Transfer Pump
At starting rpm, the minimum fuel pressure from fuel transfer pump
must be 35 kPa (5 psi). If fuel pressure is less than 35 kPa (5 psi),
change the fuel filter element. Look for air in the fuel system. If
fuel pressure is still low, install a new fuel transfer pump.
No Fuel To Cylinders
Put fuel in fuel tank. "Prime" (remove the air and/or low quality fuel)
the fuel system.
Bad Quality Fuel
Remove the fuel from the fuel tank. Install a new fuel filter element. Put
a good grade of clean fuel in the fuel tank.
Wrong Fuel Injection Timing
Make adjustment to timing.
24
TESTING AND ADJUSTING
TR OU BL ESHOOTI NG
3. ENGINE MISFIRES OR RUNS ROUGH Correction
Cause
Fuel Pressure is Low
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Make sure there is fuel in the fuel tank. Look for leaks or bad bends in the fuel line between fuel tank and fuel transfer pump. Look for air in the fuel system, sticking, binding or defective fuel bypass valve. Check fuel pressure. The outlet pressure of the fuel transfer pump is 230 ± 35 kPa (33 ± 5 psi) at full load speed. If fuel pressure is lower than 140 kPa (20 psi). install a new filter element. If fuel pressure is still low . install a new fuel transfer pump.
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Air in Fuel System
Find the air leak in the fuel system and correct it. If air is in the fuel system, it will probably get in on the suction side of fuel transfer pump.
Leak or Break in Fuel Line Between Injection Pump and
Injection Valve
Install a new fuel line.
Wrong Valve Clearance
Make adjustment according to the Subject, VALVE CLEARANCE SETTING.
Defect in Fuel Injection Valve(s) or Injection Pump(s)
Run at rpm that causes engine to misfire the most or run the rough est. Then loosen a fuel injection line nut at the valve cover base for each cylinder, one at a time. Find the cylinder where a loosened fuel line nut does not change the way the engine runs. Test the in jection pump and injection valve for that cylinder. Install new parts where needed.
Wrong Fuel Injection Timing
Make adjustment to timing.
Bent or Broken Push Rod
Replacement of push rod is necessary.
Fuel Has "Cloud Point" Higher Than Atmospheric Temperature C'Cloud Point" = Temperature Which Makes Wax Form In Fuel.)
Drain the fuel tank, lines, and fuel injection pump housing. Change the fuel filter. Fill the tank with fuel which has the correct "cloud point" and remove the air from the system with the priming pump.
4. STALL AT LOW RPM Cause
Fuel Pressure is Low
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•
Correction
Make in the air in valve. pump
sure there is fuel in the fuel tank. Look for leaks or bad bends fuel line between fuel tank and fuel transfer pump. Look for the fuel system, sticking, binding or defective fuel bypass Check fuel pressure. The outlet pressure of the fuel transfer is 230 ± 35 kPa (33 ± 5 psi) at full load speed.
If fuel pressure is lower than 140 k Pa (20 psi), install a new filter element. If fuel pressure is still low , install a new fuel transfer pump.
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(Cont. next page)
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TESTING AND ADJUSTING
TROUBLESHOOTI NG
4. STALL AT LOW RPM (Cont.) Correction
Cause
Idle rpm Too Low
Make adjustment to governor so idle rpm is the same as given in
the FUEL SETTING INFORMATION.
Defect in Fuel Injection Valve(s)
Install a new fuel injection valve.
Engine Accessories
Check engine accessories for damage and correct adjustment. If neces
sary, disconnect the accessories and test the engine.
Defect in Fuel Injection Pump(s)
Install new parts if needed.
5. SUDDEN CHANGES IN ENGINE SPEED (rpm) Correction
Cause
Failure of Governor or Fuel Injection Pump
Look for damaged or broken springs, linkage or other parts. Remove the governor. Check for free travel of the fuel racks. Be sure fuel injection pumps are installed correctly. Check for correct governor spring. Install new parts for those that have damage or defects.
6. NOT ENOUGH POWER Cause
Bad Quality Fuel Fuel Pressure is Low
Leaks in Air Inlet System
Correction
Remove the fuel from the fuel tank. Install a new fuel filter element. Put a good grade of clean fuel in the fuel tank. Make sure there is fuel in the fuel tank. Look for leaks or bad bends in the fuel line between fuel tank and fuel transfer pump. Look for air in the fuel system, sticking, binding or defective fuel bypass valve. Check fuel pressure. The outlet pressure of the fuel transfer pump is 230 ± 35 kPa (33 ± 5 psi) at full load speed.
If fuel pressure is lower than 140 kPa (20 psi), install a new fuel filter element. If fuel pressure is still low, install a new fuel transfer pump. Check the pressure in the air inlet manifold. Look for restrictions in the air cleaner.
Governor Linkage
Make adjustment to get full travel of linkage. Install new parts for those that have damage or defects.
Wrong Valve Clearance
Make adjustment according to the Subject, VALVE CLEARANCE SETTING.
(Cont. next page)
26
TESTING AND ADJUSTING
TROUBLESHOOTI NG
6. NOT ENOUGH POWER (Cont.) Correction
Cause
Defect in Fuel Injection Valve(s) or Fuel Injection Pump(s)
Run at rpm that causes engine to misfire the most or run the roughest. Then loosen a fuel line nut on the injection pump for each cylinder, one at a time. Find the cylinder where a loosened fuel line nut does not change the way the engine runs. Test the injection pump and injection valve for that cylinder. Install new parts where needed.
Wrong Fuel Injection Timing
Make adjustment to timing.
Rack Setting Too Low
Make reference to the FUEL SETTING INFORMATION.
A ir-Fuel Ratio Control
Control either needs an adjustment or it is damaged and a new control is needed.
Turbocharger Has Carbon Deposit or Other Causes of Friction
Inspect and repair turbocharger as necessary.
•
•
7. TOO MUCH VIBRATION Cause
•
Correction
Loose Bolt or Nut For Pulley or Damper
Tighten bolt or nut.
Pulley or Damper Has A Defect
Install a new pulley or damper.
Engine Supporh Are Loose, Worn, or H ave A Defect
Tighten all bolts that hold engine supports. Install new components if necessary.
Engine Misfires or Runs Rough
Make Reference to Item 3.
Fan Blade Not in Balance
Loosen or remove fan belts and operate engine for a short time at the rpm . that the vibration was present. If vibration is not still present, make a replacement of the fan assembly.
8. LOUD COMBUSTION NOISE (SOUND) Cause
Correction
•
•
I
Bad Quality Fuel
Remove the fuel from the fuel tank. Install a new fuel filter element. Put a good grade of clean fuel in the fuel tank .
Defect in Fuel Injection Valve(s)
Install new fuel injection valve(s).
Defect in Fuel Injection Pump( s)
Install new fuel injection pump(s).
Wrong Fuel Injection Timing
Make adjustment to timing.
27
TESTI NG AND ADJUSTI NG
TROUBLESHOOTI NG
9. VALVE TRAIN NOISE (CLICKING) Cause
Correction
Damage to Valve Spring(s), Locks, or Broken or Worn Valve Lifter
Install new parts where necessary. Broken locks can cause the valve to get into the cylinder. This will cause much damage.
Not Enough Lubrication
Check lubrication in valve compartment. There must be a strong flow of oil at engine high rpm, but only a small flow of oil at low rpm. Oil passages must be clean, especially those that send oil to the cylinder head.
Too Much Valve Clearance
Make adjustment according to the Subject, VALVE CLEARANCE SETTING.
10. OIL IN COOLING SYSTEM Cause
Correction
Defect In Core of Engine Oil Cooler or Transmission Oil Cooler
Install a new engine oil cooler or transmission oil cooler. Drain and flush cooling system and refill with new coolant.
Defect in S pacer Plate Gasket
Install new spacer plate gasket.
Failure of Cylinder Head Gasket
Install a new head gasket.
11. MECHANICAL NOISE (KNOCK) IN ENGINE Cause
Correction
Failure of Bearing For Connecting Rod
Inspect the bearing for the connecting rod and the bearing surface
(journal) on the crankshaft. Install new parts where necessary.
Damaged Timing Gears
Install new parts where necessary.
Damaged Crankshaft
Make replacement of the crankshaft.
Defect in Attachment
Repair or install new components.
12. FUEL CONSUMPTION TOO HIGH Cause
Correction
Fuel System Leaks
Large changes in fuel consumption may be the result. Inside leaks probably will cause low engine oil pressure and an increase in oil level in the engine. Tighten loose connections or make a replacement of the component that leaks.
Fuel and Combustion Noise (Knock)
Make Reference to Item 3 and Item 6.
Wrong Fuel Injection Timing
Make adjustment to timing.
28
TESTING AND ADJUSTING
TROUBLESHOOTI NG
13. LOUD VALVE TRAIN NOISE Correction
Cause
•
Damage to Valve Springes)
Make replacement of parts with damage.
Damage to Camshaft
Make replacement of parts with damage. Clean engine thoroughly. If replacement of camshaft is made, new valve lifters are also necessary.
Damage to Valve Lifter
Clean engine thoroughly. Make a replacement of the damaged valve lifters. Inspect camshaft cams (lobes) for damage. Look for valves that do not move freely. Make an adjustment to valve clearance according to the Subject, VALVE CLEARANCE SETTING.
Damage to Bridge for Valves or Bridge Dowel
Make a replacement of the bridge and/or bridge dowel, and adjust as necessary.
•
14. TOO MUCH VALVE LASH Correction
Cause
Not Enough Lubrication
Check lubrication in valve compartment. There must be a strong flow of oil at engine high rpm, but only a small flow at low rpm. Oil passages must be clean, especially those that send oil to the cylinder head.
Rocker Arm Worn at Face That Makes Contact With Bridge
If there is too much wear, install new parts or rocker arms. Make adjustment of valve clearance according to the Subject, VALVE CLEARANCE SETTING.
B ridge or Bridge Dowel for Valves Worn
Make replacement of the bridge and/or bridge dowel, and adjust as necessary.
End of Valve Stem Worn
If there is too much wear, install new valves. Make adjustment to valve clearance according to the Subject, VALVE CLEARANCE SETTING.
Worn Push Rods
If there is too much wear, install new push rods. Make adjustment of valve clearance according to the Subject, VALVE CLEARANCE SETTING.
Broken or Worn Valve Lifters
Install new valve lifters. Check camshaft for wear. Check for free movement of valves or bent valve stem. Clean engine thoroughly. Make adjustment of valve clearance according to the Subject, VALVE CLEARANCE SETTING.
Worn Cams (Lobes) on Camshaft
Install a new camshaft. Install new valve lifters if damaged. Check for free movement of valves or bent valve stems. Make adjust ment of valve clearance according to the Subject, VALVE CLEAR ANCE SETTING.
•
15. VALVE ROTOCOIL OR SPRING LOCK IS FREE
..
Cause
•
Correction
Broken Locks
Broken locks can cause the valve to get into the cylinder. This will cause much damage.
Broken Val ve S pring(s)
Install new valve springes).
Broken Valve
Replace valve and other damaged parts.
29
I
TESTING AND ADJUSTING
TROUBLESHOOTING
16. OIL AT THE EXHAUST Correction
Cause
Too Much Oil in the Valve Compartment
Look at both ends of the rocker ann shaft. Be sure a plug is in each end of the shaft.
Worn Valve Guides
Reconditioning of the cylinder head is needed.
Worn Piston Rings
Inspect and install new parts as needed.
17. LITTLE OR NO VALVE CLEARANCE Cause
Correction
Worn Valve Seat or Face of Valve
Reconditioning of cylinder head is needed. Make adjustment of valve clearance according to the Subject. VALVE CLEARANCE SETTING.
18. ENGINE HAS EARLY WEAR Cause
Correction
Dirt in Lubrication Oil
Remove dirty lubrication oil. Install new oil filter elements. Put clean oil in the engine.
Air Inlet Leaks
Inspect all gaskets and connections. Make repairs if leaks are found.
Fuel Leakage Into Lubrication Oil
This will cause high fuel consumption and low engine oil pressure. Make repairs if leaks are found. Install new parts where needed.
19. COOLANT IN LUBRICATION OIL Cause
Correction
Failure of Engine Oil Cooler Core
Install a new engine oil cooler. Drain crankcase and refill with clean engine oil. Install new oil filter elements.
Failure of Cylinder Head Gasket or Water Seals
Check cylinder liner projection. Install a new spacer plate gasket and new water seals in the spacer plate. Install a new cylinder head gasket. Tighten the bolts that hold the cylinder head according to the Specifications.
(Cont. next page)
30
TESTING AND ADJUSTING
TROUB LESHOOTING
19. COOLANT IN LUBRICATION OIL (CONT.) Cause
•
Correction
Crack or Defect in Cylinder Head
Install a new cylinder head.
Crack or Defect in Cylinder Block
Install a new cylinder block.
Failure of Liner Seals
Replace seals.
Crack or Defect in Cartridge of Turbocharger
Install a new turbocharger cartridge.
20. TOO MUCH BLACK OR GRAY SMOKE Correction
Cause
•
Not Enough Air For Combustion
Check air cleaner for restrictions.
Bad Fuel Injection Valve(s)
Install new fuel injection valve(s).
Wrong Fuel Injection Timing
Make adjustment to timing.
Defect in Fuel Ratio Control
Make adjustment to or install new control.
21. TOO MUCH WHITE OR BLUE SMOKE Correction
Cause
Too Much Lubrication Oil in Engine
Remove extra oil. Find where extra oil comes from. Put correct amount of oil in engine.
Engine Misfires or Runs Rough
Make Reference to Item 3.
Wrong Fuel Injection Timing
Make adjustment to timing.
Worn Valve Guides
Reconditioning of cylinder head is necessary.
Worn Piston Rings
Install new piston rings. Check condition of cylinder liners.
Failure of Turbocharger Oil Seal
Check inlet manifold for oil. Replace seals and repair turbocharger if necessary.
Coolant in Combustion System
Check for cracked head .
•
I
•
31
TROUB LESHOOTING
TESTING AND ADJUSTING
22. ENGINE HAS LOW OIL PRESSURE Cause
Correction
Dirty Oil Filter or Oil Cooler
Check the operation of bypass valve for the filter. Install new oil filter elements if needed. Clean or install new oil cooler core. Remove dirty oil from engine. Put clean oil in engine.
Diesel Fuel In Lubrication Oil
Find the place where diesel fuel gets into the lubrication oil. Make repairs as needed. Remove the lubrication oil that has diesel fuel in it. Install new oil filter elements. Put clean oil in the engine.
Too Much Clearance Between Rocker Arm Shaft and Rocker Arms
Check lubrication in valve compartment. Install new parts as necessary.
Oil Pump Suction Pipe Has A Defect
Replacement of pipe is necessary.
Relief Valve for Oil Pump Does Not Operate Correctly
Clean valve and housing. Install new parts as necessary.
Oil Pump Is Worn or Has A Defect
Repair or make replacement of necessary parts.
Too Much Clearance Between Crankshaft and Crankshaft Bearings
Inspect crankshaft and bearings. Install new parts as necessary.
Too Much Clearance Between Camshaft and Camshaft Bearings
Install new camshaft bearings. Install new camshaft if necessary.
Defect in Oil Pressure Gauge
Install new gauge.
Too Much Bearing Clearance for Idler Gear
Inspect bearings and make replacement as necessary.
23. ENGINE USES TOO MUCH LUBRICATION OIL Cause
Correction
Too Much Lubrication Oil in Engine
Remove extra oil. Find where extra oil comes from. Put correct amount of oil in engine.
Oil Leaks
Find all oil leaks. Make repairs as necessary.
Oil Temperature is Too High
Check operation of engine oil cooler. Clean the core of the engine oil cooler. Install new parts if necessary.
Too Much Oil in the Valve Compartment
Look at both ends of the rocker arm shaft. Be sure a plug is in each end of the shaft.
(Cont. next page)
32
TROUBLESHOOTING
TESTING AND ADJUSTING
23. ENGINE USES TOO MUCH LUBRICATION OIL (Cont.)
•
Cause
Correction
\Vorn Valve Guides
Reconditioning of the cylinder head is necessary.
Worn Piston Rings and Cylinders
Inspect and install new parts as necessary. Reconditioning of the cylin der block can be necessary.
Failure of Seal Rings in Turbocharger
Check inlet manifold for oil and make repair to turbocharger if necessary .
•
24. ENGINE COOLANT IS TOO HOT Cause
•
•
I
Correction
Restriction To Flow of Coolant Through Radiator Core Tubes
Clean and flush radiator.
Restriction to Air Flow Through Radiator
Remove all restrictions to air flow.
Low Fan Speed
Check for worn or loose fan belts.
Not Enough Coolant in System
Add coolant to cooling system.
Pressure Relief Valve Has A Defect
Check operation of pressure relief valve. Install a new pressure relief valve if necessary.
Combustion Gases in Coolant
Find out where gases get into the cooling system. Make repairs as necessary.
Water Temperature Regulators (Thermostats) or Temperature Gauge Has A Defect
Check water temperature regulators for correct operation. Check tem perature gauge operation. Install new parts as necessary.
Water Pump Has A Defect
Make repairs or replacement of the water pump as necessary.
Too Much Load On The System
Make a reduction to the load.
Wrong Fuel Injection Timing
Make adjustment to timing.
Torque Converter or Transmission Does Not Operate Correctly. This Can Cause An Increase In The Coolant Temperature
Make corrections for torque converter or transmission running too hot.
•
33
TESTING AI\ID ADJUSTING
TROUB LESHOOTING
25. EXHAUST TEMPERATURE IS TOO HIGH Correction
Cause
Air Inlet or Exhaust System Has A Restriction
Remove restriction.
Wrong Fuel Injection Timing
Make an adjustment to the timing.
26. STARTER MOTOR DOES NOT TURN Correction
Cause
Battery Has Low Output
Check condition of battery. Charge battery or make replacement as
necessary.
Wires or Switch Has Defect
Make repairs or replacement as necessary.
Starter Motor Solenoid Has A Defect
Install a new solenoid.
Starter Motor Has A Defect
Make repair or replacement of starter motor.
27. ALTERNATOR GIVES NO CHARGE Cause
Correction
Loose Drive Belt For Alternator
Make an adjustment to put the correct tension on the drive belt.
Charging or Ground Retum Circuit or Battery Connections H ave A Defect
Inspect all cables and connections. Clean and tighten all connections. Make replacement of parts with defect.
Rotor (Field Coil) Has A Defect
Install a new rotor.
28. ALTERNATOR CHARGE RATE IS LOW OR NOT REGULAR Cause
Correction
Loose Drive Belt For Alternator
Make an adjustment to put the correct tension on the drive belt.
Charging or Ground Return Circuit or Battery Connections Have A Defect
Inspect all cables and connections. Clean and tighten all connections. Make replacement of parts with defects.
Alternator Regulator Has A Defect
Install a new alternator regulator.
(Cont. next page)
34
TESTING AND ADJUSTING
TROUBLESHOOTING
28. ALTERNATOR CHARGE RATE IS LOW OR NOT REGULAR (Cont.)
•
Correction
Cause
Alternator Regulator Not Adjusted Correctly
See ELECTRICAL SYSTEM in Testing and Adjusting. Some alter nator regulators can be adjusted and some can not be adjusted.
Rectifier Diodes Have A Defect
Make replacement of rectifier diode that has a defect.
Rotor (Field Coil) Has A Defect
Install a new rotor.
• 29. ALTERNATOR CHARGE RATE IS TOO HIGH Cause
Correction
Alternator or Alternator Regulator Has Loose Connections
Tighten all connections to alternator or alternator regu lator.
Alternator Regulator Has A Defect
Install a new alternator regulator.
30. ALTERNATOR HAS NOISE
•
Cause
Correction
Drive Belt For Alternator is Worn or H as A Defect
Install a new drive belt for the alternator.
Loose Alternator Drive Pulley
Check groove in pulley for key that holds pulley in place. If groove is worn, install a new pulley. Tighten pulley nut according to Spec ifications.
Drive Belt and Drive Pulley For Alternator Are Not in Alignment
Make an adjustment to put drive belt and drive pulley in correct alignment.
Worn Alternator Bearings
Install new bearings in the alternator.
Rotor Shaft is Bent
Make a replacement of the rotor shaft.
Rectifiers in the Alternator Are Shorted
Make a replacement of the diode assembly.
..
•
I
•
35
TESTING ADJUSTING
FUEL SYSTEM
FUEL SYSTEM
Either too much fuel or not enough fuel for combus tion can be the cause of a problem in the fuel system. Many times work is done on the fuel system when the problem is really with some other part of the engine. The source of the problem is difficult to find, especially when smoke comes from the exhaust. Smoke that comes from the exhaust can be caused by a bad fuel injection valve, but it can also be caused by one or more of the reasons that follow: a. Not enough air for good combustion. b. An overload at high altitude. c. Oil leakage into combustion chamber. d. Not enough compression.
FUEL SYSTEM INSPECTION A problem wi th the components that send fuel to the engine can cause low fuel pressure. This can decrease engine performance. I. Check the fuel level in the fuel tank. Look at the cap for the fuel tank to make sure the vent is not filled with dirt.
Run the engine at the speed that is the roughest. Loosen the fuel line nut at a fuel injection pump. This will stop the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is found that makes no difference in engine performance. Be sure to tighten each fuel line nut after the test before the next fuel line nut is loosened. Check each cylinder by this method. When a cylinder is found where the loosened fuel line nut does not make a difference in engine performance, test the injection pump and injection valve for that cylinder. Temperature of an exhaust manifold port, when the engine runs at low idle speed, can also be an indication of the condition of a fuel injection valve. Low tempera ture at an exhaust manifold port is an indication of no fuel to the cylinder. This can possibly be an indication of an injection valve with a defect. Extra high tempera ture at an exhaust manifold port can be an indication of too much fuel to the cylinder, also caused by an injec tion valve with a defect. The most common defects found with the fuel injec tion valves are: I. Carbon on tip of the nozzle or in the nozzle orifice. 2. Orifice wear. 3. Dirty nozzle screen.
2. Check the fuel lines for fuel leakage. Be sure the fuel supply line does not have a restriction or a bad bend. 3. Install a new fuel filter. Clean the primary fuel filter. 4. To remove air from the fuel system, use the procedure that follows: a. Use the priming pump to remove air from the low pressure side of the fuel system. b. Loosen one-half turn the fuel injection line nuts at each adapter in the valve cover base. Move throttle lever to LOW IDLE position. Use the starter motor to turn the engine until fuel without air flows from the loose connections. Tighten the nuts. NOTE: Because of the check assemblies in the injec tion pump outlets for the DI engine, the priming pump will not give enough pressure to remove air from the fuel injection lines. 5. Inspect the fuel bypass valve to see that there is no restriction to good operation.
CHECKING ENGINE CYLINDERS SEPARATELY An easy check can be made to find the cylinder that runs rough (misfires) and causes black smoke to come out of the exhaust pipe.
36
TESTING CAPSULE-TYPE FUEL INJECTION NOZZLES Tools Needed: 5P4150 Nozzle Testing Group 5P4720 Fitting 5P8744 Adapter or 5P4717 Adapter 8S2270 Fuel Collector FT1384 Extension 8S2245 Cleaning Kit
CAUTION Be sure to use clean SAE J967 Calibration Oil when tests are made. Dirty test oil will damage components of fuel injection nozzles. The temperature of the test oil must be 18 to 24° C (65 to 75° F) for good test results. Order calibration oil by part number, in the quanti ties needed, according to the information that follows: Kent-Moore Tool Division 29784 Little Mack Roseville, M I 48066 Attn: Diesel and Allied Products Order Desk Order: J-26400-5 [18.9 liter (5 U.S. gal.)] J-26400-15 [56.7 liter (15 U.S. gal.)] J -26400-30 [113.5 liter (30 U. S. gal.)] J-26400-55 [208.2 liter (55 U.S. gal.)]
TESTING AND ADJUSTING
FUEL SYSTEM
•
Viscosity Oil Company 3200 South Western Ave. Chicago, II. 60608 Order: Viscor Calibration Fluid 1487C-SAE J-967C Available in 113.5 liter (30 U.S. gal.) or 208.2 liter (55 U.S. gal.) drums.
The test procedures that follow will give an indica tion of nozzle condition. A nozzle that has a defect is not always the only cause for a specific engine problem.
Nozzle Tester Preparation Find an old capsule-type fuel nozzle and weld the orifice closed. Keep this fuel nozzle with the tester group for use in the future. NOTE: Do not weld the fuel nozzles that are to be tested.
5P4150 NOZZLE TESTING GROUP
•
A. 5P4721 Tube. B. 5P4146 Gauge, 0 to 6900 kPa (0 to 1000 psi) used to test PC capsule-type nozzles. C.2P2324 Gauge, 0 to 34500 kPa (0 to 5000 psi) used to test 01 cap sule-type nozzles and pencil-type nozzles. O. Gauge protector valve for 5P4146 Gauge (B). E. Gauge protector valve for 2P2324 Gauge (C). F. On-off valve. G. Pump isolator valve. H. 5P4720 Fitting. J. 5P8744 Adapter for capsule-type nozzles. K. 5P4244 Adapter for pencil-type nozzles.
ILLUSTRATION I
1. Test nozzle (welded orifice). 2. Bottom part of 5P8744 Adapter (J). J. 5P8744 Adapter. M. FT1384 Extension. N. 8S2270 Collector.
Illustration I shows the latest 5P8744 Adapter. Illus tration II shows the former 5P4717 Adapter. Unless some indication is made, the procedure is the same for use of either adapter.
EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).
&. WARNING
•
When fuel injection nozzles are tested, be sure to wear eye protection. Test oil comes from the orifices in the nozzle tip with high pressure. The test oil can pierce (go thru) the skin and cause serious injury to 'the operator. Keep the tip of 'the nozzle pointed away from the opera tor and into the 852270 Collector and FT1384 Extension.
ILLUSTRATION II
1. Test nozzle (welded orifice). 2. Bottom part of 5P4717
Adapter (J). J. 5P4717 Adapter.
1. Install the top part of adapter (1) that holds the capsule nozzle. 2. Put test nozzle (1) (with welded orifice) in the bottom part (2) of adapter (1) that holds the capsule nozzle. Install and tighten bottom part (2) to top part of adapter (1).
37
FUEL SYSTEM
TESTING AND ADJUSTING
3. Close on-off valve (F). Open pump isolator valve (G). Open gauge protector valve (E). 4. Operate the tester pump until a pressure of 24000 kPa (3500 psi) is read on 2P2324 Gauge (C). Now, close pump isolator valve (G). 5. Check all connections for leaks. Tighten connec tions to stop any leaks that are found.
I. Nozzle Installation 1. Put one of the nozzles to be tested in the bottom part (2) of adapter (1). Install and tighten bottom part (2) to top part of adapter (1). 2. Close on-off valve (F). Open gauge protector valve (E) one-half tum. Open pump isolator valve (G) one-half tum.
6. Open on-off valve (F) and remove test (welded) fuel nozzle (I).
AWARNING
.
Do not loosen the bottom half of the adapter to remove fuel nozzle until on-off valve is opened and no pressure is read on the gauge. Unless high pressure is released in the pump, the fluid discharge from the adapter can cause injury to the operator. A18157X2
NOTE: To prevent fluid leakage, the top surface of the test (welded) nozzle, and all other nozzles that are to be tested, must be free of scratches or burrs (sharp edges). The procedure for NOZZLE TESTER PREP ARATION must be done each time any of the condi tions that follow exist: a. The complete 5P8744 or 5P4717 Adapter is removed and installed again. b. Before and after a series of tests.
TESTER NOMENCLATURE C. 2P2324 Gauge, 0 to 34500 kPa (0 to 5000 psi). E. Gauge protector valve. F. On-off valve. G. Pump isola tor valve.
3. Bleed (remove) air from the tester as follows: a. Loosen bottom part (2) of adapter (1) one-half tum. b. Operate the pump until clear test oil (free of air bubbles) leaks past the threads at top of adapter (1).
c. There is an indication of a problem with the nozzle tester.
TEST SEQUENCE FOR FUEL NOZZLE To test 01 capsule-type fuel nozzles, use the se quence that follows: I. Nozzle Installation II. Pressure Loss Test III. Valve Opening Pressure (VOP) Test IV. Flush the Nozzle V. Tip Leakage Test VI. Orifice Restliction Test
AIR REMOVAL FROM TESTER
2. Bottom part of adapter (J). J. 5P8744 Adapter.
CAUTION Do not use a drill or reamer on the orifice of a nozzle. Do not use a steel brush or a wire wheel to clean the tip of the nozzle. The orifice and the valve can be damaged easily.
38
NOTE: With some 5P8744 Adapters, pressure may start to increase before there is an indication of clear test oil. To correct this condition, do Step c. c. Tighten bottom part (2) of adpater (1).
FUEL SYSTEM
TESTING ADJUSTING
NOTE: The 5P8744 Adapter makes its own seal, and normally needs very little force when turned on bottom part (2) of the adapter. It is possible. however. that it will be necessary to use a 1P2853 Spanner Wrench and a 1 1/8" open end wrench to tighten the adapter to prevent excessive leakage from some 01 fuel nozzles.
i
II. Pressure Loss Test
. ;
I
'f
I. Open gauge protector valve (E) an extra amount of one-half tum (the total amount is now one tum open).
"
o
5000 PSI
A75073-l Xl
PRESSURE LOSS RANGE FOR A GOOD NOZZLE
III. Valve Opening Pressure (VOP) Test 1. Open pump isolator valve (G) one-half tum.
A18157X2
TESTER NOMENCLATURE
-
C. 2P2324 Gauge, 0 to 34500 kPa (0 to 5000 psi). E. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
2. Operate pump to increase pressure slowly to 15200 kPa (2200 psi), and close pump isolator valve (G). Now turn gauge protector valve (E) to adjust pressure again to 15200 kPa (2200 psi). NOTE: It is possible that the pressure loss could be so rapid that the IS 200 k Pa (2200 psi) pressure can not be adjusted. If this should happen, the nozzle is still good. Go on to the Valve Opening Pressure (VOP) Test. 3. After 30 seconds. take a pressure reading from the gauge. The pressure reading at this time must be 13800 kPa (2000 psi) or less. PRESSURE LOSS SPECIFICATIONS
-
Time Period
Pressure Loss Must Be At Least:
30 seconds
1380 kPa (200 psi)
A18157X2
TESTER NOMENCLATURE C. 2P2324 Guage, 0 to 34 500 kPa (0 to 5000 psi). E. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
h::. WARNING When a fuel injection nozzle is to be tested, keep the tip of the nozzle pointed away from the operator and into the FT1384 Extension and 852270 Collector. Test oil from the orifices in the tip of the nozzle is under high pressure and can cause injury to the operator.
4. If the pressure loss is not within the range shown as GOOD [0 to 13800 kPa (0 to 2000 psi)]. stop the test sequence. Do not use the
2. Operate the pump to increase the pressure slowly until test oil comes from the nozzle tip.
fuel nozzle again. 5. If nozzle is in the specification range, see Y AL YE OPENING PRESSURE (YOP) TEST.
3. The pressure reading on the gauge at this time must be in the pressure range that follows: VOP SPECIFICATIONS
I
16550 to 21 390 kPa (2400 to 3100 psi)
39
TESTING ADJUSTING
FUEL SYSTEM
2. Open gauge protector valve (E). Be sure the nozzle tip is completely dry. 3100
3. Make and hold for 30 seconds a pressure of 3450 to 6900 kPa (500 to 1000 psi). TIP LEAKAGE SPECIFICATION A drop may form, but must not fall from nozzle tip.
a A,75075X1
PSI
4. If nozzle is not within specification, do not use
5000
the nozzle again.
VOP RANGE FOR A GOOD NOZZLE
5. If fuel injection nozzle is within specification, see subject ORIFICE RESTRICTION TEST.
4. If the valve opening pressure (YOP) is not in the 16500 to 21390 kPa (2400 to 3100 psi) range shown as GOOD, do not use the fuel nozzle again. 5. If the fuel nozzle is within specification range, see subject FLUSH THE NOZZLE.
IV. Flush the Nozzle 1. Close gauge protector valve (E). Close on-off valve (F). Open pump isolator valve (G).
VI. Orifice Restriction Test
NOTE: Make sure the nozzle tip extends inside and below the top of FTI384 Extension.
I. Close gauge protector valve (E) and on-off valve (F). Open pump isolator valve (G).
2. Operate the pump rapidly for three full strokes.
2. Point the tip of the fuel injection nozzle into the 8S2270 Collector and FT 1384 Extension. 3. Make a slow increase in pressure and look at the orifice discharge pattern (shape of discharge) when fluid begins to flow from the nozzle tip. The discharge must be the same through all six ori fices. Any change, either vertically or horizontal ly, is an indication of a bad nozzle. A87942Xl
Y \\.7 "
A18157X2
'''-,,\
C. 2P2324 Gauge, 0 to 34500 kPa (0 to 5000 psi). E. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
/ V. Tip Leakage Test I. Remove all fluid from the nozzle tip and adap ter with a cloth. Put a clean cloth around the lower part of the adapter to catch any outside leakage that may run down to the tip.
40
"-.,
\W. //'~ .
TESTER NOMENCLATURE
GOOD NOZZLE (USE AGAIN)
4. Use the 8S2258 Brass Wire Brush from 8S2245 Cleaning Kit to remove any loose carbon from the nozzle tip.
TESTING ADJUSTING
FUEL SYSTEM
A87942-l Xl
•
FUEL INJECTION SERVICE Injection Valve (Capsule-Type Nozzle)
Tools Needed: 5P144 Socket 5P5195 Fuel Line Wrench 5P6229 Extractor
1 J
TYPICAL DISCHARGE PATTERN FOR ORIFICE WITH A RESTRICTION (REPLACEMENT NECESSARY)
A87942 2X 1
\
If a fuel injection the direct injection it is again installed CAPSULE-TYPE ZLES.
nozzle has been removed from adapter, test the nozzle before in the adapter. See TESTING FUEL INJECTION NOZ
Make sure the contact surfaces of the nozzle and direct injection adapter are clean and smooth before installation of the nozzle. Tighten the nut that holds the nozzle in position to 75 ± 7 Nem (55 ± 5 lb. ft.).
CAUTION The nut that holds the nozzle in position must have the correct torque. There will be damage to the nozzle if the nut is too tight. If 'the nut is not tight enough, the nozzle can leak. \
•
\
Install the inner fuel injection line to the adapter and to the nozzle. Tighten nuts of both ends to 40 ± 7 Nem (30 ± 5 lb. ft.). Use the 5Pl44 Socket to tighten the fuel line nut at the nozzle. Use 5 P5195 Fuel Line Wrench to tighten fuel line nut at the adapter.
TYPICAL DISCHARGE PATTERN WITH HORIZONTAL DISTORTION (REPLACEMENT NECESSARY)
\
/
A87942-3X 1
Removal of Injection Pump Tools Needed: 5P9697 Timing Pin 8S4613 Wrench 8S2244 Extractor
I. Remove plug from fuel injection pump housing (2).
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TYPICAL DISCHARGE PATTERN WITH
VERTICAL DISTORTION
(REPLACEMENT NECESSARy)
CAUTION Do not use a steel brush or wire wheel to clean the nozzle body or 'the nozzle tip. Use of these tools can cause a small reduction of orifice size, and this will cause a large reduction in engine horsepower.
2. Install 5 P9697 Timing Pin (A) with the Oat end down in the hole that the plug was removed from. 3. Turn governor control shaft (I) toward H IG H IOLE and push down on timing pin (A) until it engages in the slot (groove) in the rack. The rack is now centered (at zero position). The fuel injection pumps can now be removed.
4. Disconnect the fuel lines from the injection pumps. 5. Use the 8S4613 Wrench to loosen the bushing that holds the fuel injection pump in the housing .
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TESTING AND ADJUSTING
FUEL SYSTEM
6.
In~tall
852244 Extractor (7) on the threads of the injection pump. Pull the pump straight out of the bore.
To install a fuel injectIon pump back into the housing bore, use the procedure that follows: I. Put 852244 Extractor (5) on threads of in
jection pump. 2. Put groove of barrel (3) in alignment with slot of gear segment (4) (slot is on opposite side
of gear segment teeth).
PUT RACK AT ZERO POSITION 1. Governor control shaft. 2. Fuel injection pump hous ing. A. 5P9697 Timing Pin.
When injection pumps and spacers are removed from the injection pump housing, keep the parts for each pum p together so they can be installed back in their original location. Make reference to subject, CHECK ING THE PLUNGER AND LIFTER WASHER ON AN INJECTION PUMP. Be careful when injection pumps are disassembled. Do not damage the surface on the plunger. The plunger and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel of another pump. If one part is worn, install a complete new pump assem bly. Be careful when the plunger is put in the bore of the barrel.
Installation of Injection Pump Tools Needed: 9S240 Rack Position Tool Group 8S4627 Circuit Tester. 9S215 Dial Indicator. 9S8883 Contact Point, 12.7 mm (.50 in.) long. 3P1565 Collet Clamp. 5P9697 Timing Pin. 8S4613 Wrench. 8S2244 Extractor.
FUEL PUMP INSTALLATION (TYPICAL ILLUSTRATION) 3. Barrel. Bushing.
4. Gear segment.
5. 8S2244 Extractor.
6.
3. Look inside the bore of the injection pump hous ing to find the dowel. Put groove of the barrel in alignment with the dowel and put the injection pump straight down into the bore. 4. Push down on extractor (5) (hand force only) and install bushing (6) that holds the injec tion pump in the pump housing. If the pump is in the correct position, the bushing will turn into the threads of the injection pump hous ing with the fingers until it is even with the top of the housing (except for the pump that is in the position to fire). When bushing is installed correctly, tighten the bushing to 205 ± 14 N-m (150 ± 10 lb. ft.).
CAUTION Damage to ·the housing will be 'the result if the bushing is too tight. If the bushing is not tight enough, the pump will have leakage.
CAUTION The fuel rack MUST BE IN THE CENTER POSI TION before the correct installation of an injec tion pump is possible. The procedure to center the fuel rack is shown in the subject, REMOVAL OF INJECTION PUMP.
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5. Remove the 5P9697 Timing Pin from injection pump housing and install the plug back in the hole.
TESTING AND ADJUSTING
FUEL SYSTEM
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6. Move the governor control hack to shut-off pOSI tion. Check to be sure governor control moves freely hetween fuel-on and shut-off position. Check for the correct installation of mjectlon pump with the engine stopped. Rack travel from the center po~ition in the fuel-on direction can be checked with governor installed. hut the governor and governor pis ton must be removed to check for full rack travel. Use 95240 Rack Position Tool Group and the chart that follows to check rack travel. Make reference to FUEL RACK SETTING for installation of 95240 Rack POSI tion Tool Group. TURBOCHARGER WITH OPEN AIR INLET 7. Air inlet.
EXAMPLE OF RACK TRAVEL
TEETH OFF
TRAVEL II TOTAL TOTAL RACK FROM CENTER REDUCTION TRAVEL POSITION OF TRAVEL
mm
in.
mm
in.
mm
in.
0
20
.8
10
.4
0
0
1
15
.6
7
.3
5
.2
b. If a pump has been installed wrong and the engine does not run in a normal way. put a steel plate over the air inlet opening as shown to stop the engine.
The same results can be obtained for 2 and 3 teeth off. Reduction of rack travel is greater but will not have a constant ratio. A65355-1Xl
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With the governor piston and valve removed. the total amount of fuel rack travel (from shut-off position to full load position) is approximately 20.32 mm (.800 in.). If the pump is installed wrong (center tooth of gear segment is not in correct notch of fuel rack) fuel rack travel will be less than 20.32 mm (.800 in.). The injection pump will have to be removed and then installed correctly.
A WARNING If one or more of the fuel injection pumps have been installed wrong, it is possible for the en gine to run out of control when started. When any of the fuel injection pumps have been re moved and installed with the fuel injection pump housing on the engine, take the precau tions (steps) that follow to stop the engine if it starts to overspeed (run out of control).
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a. Remove the air cleaner so that turbo charger air inlet (7) is open as shown.
STOPPING THE ENGINE
Checking The Plunger and Lifter Washer On an Injection Pump Check timing dimension for the fuel injection pumps. Make an adjustment if necessary, with the pump housing off the engine. When an adjustment to the timing dimension is done correctly, fuel injection in the cylinder will be at the correct time. If the timing dimension is too small, fuel injection will be early. If the timing dimension is too large, fuel injection will be late. An injection pump can have a good fuel flow coming from it but not be a good pump because of slow timing that is caused by wear on the bottom end of the plunger. When making a test on a pump that has been used for a long time, use a micrometer and measure the length of the plunger. If the length of the plunger is shorter than the minimum length (worn) dimension given in the chart, install a new pump.
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lI
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, dn l' \pLtna tlon tor thIS procedure. f-'or ea,-Ier lI1"tallatllH1. lo\\er the temperature of the lI1"ert hctorc It h lIl\talkd In the head.
Valve Guides
Bridge Dowel Use a SP9.+.+ Dowel Puller Group WIth a 5P942 Extractor to remo\'e the hrIdge dowels. Install a new hrIdge dowel WIth a SP2.+06 Dowel DrIver. ThiS dowel dnver I!l'>talls the hndgc dowel to the correct height.
BRIDGE ADJUSTMENT \\'hen the head IS dIsassembled, keep the bridges WIth theIr respectIve cylinders. Adjustment of the hrIdge \\I11 he necessary only after the valves arc ground or other reconditioning: of the cyllllder head is done. L ~e the procedure that follows to make an adjust ment to the bridge. .
Tooh needed to JIl\tall \al\e gUIde" arc the 5P2J96 DrI\er BlIsh1l1g and 7SXX59 Dri\er. The countcrhore In the drIver hushlllg: 1I1stalb the gUide to the COITCl't height. Use al P7.+S I Valve Guide Honlllg Group to make a finIshed hore III the valve gUide after Ilbtallatlon of the gUIde 111 the head. SpeCIal Instruction Form )Jo. SMHS7S26 gIves an explanation for this procedure. GrInd the valve\ after the new valve gUIdes are lIlstalled.
Checking Valve Guide Bore Use the 5P~536 Vahc GUide Gauge Group to check the hore of the val\'l~ gUIdes, Spcclallnstructlon Form No. GMG02562 gIves complete and detaIled lIlstruc tions for usc of the 5PJS36 Valve Guide Gauge Group. BRIDGE ADJUSTMENT
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AIR INLET AND EXHAUST SYSTEM
NOTE: Valves must be fully closed. 1. Put engine oil on the bndge dowel in the cylinder head and in the bore in the bndge. 2. Install the bridge wIth the adjustment screw to ward the exhaust manIfold.
J. Loosen the locknut for the adjustment screw and loosen the adjustment screw several turns.
TESTING AND ADJUSTING
NOTE: When the valve lash (clearance) IS checked, adjustment IS NOT NECESSARY If the measurement IS in the range given III the chart for VAL VE CLEAR ANCE CHECK: ENGINE STOPPED. If the mea surement IS outsIde thIS range, adjustment IS necessary. See the chart for VALVE CLEARANCE SETTING: ENGINE STOPPED, and make the setting to the nomlIlal (desired) speCIficatIons 111 this chart. VALVE CLEARANCE SETTING: ENGINE STOPPED
4. Put a force on the bridge with a finger to keep the bridge III contact wIth the valve stem opposite the adjustment screw. 5. Turn the adjustment screw clockwise until it just makes contact with the valve stem. Then turn the adjustment screw 30° more in a clockwIse direc tion to make the bridge straight on the dowel, and to make compensation for the clearance in the threads of the adjustment screw.
Exhaust Intake
0.76 mm (.030 in.) 0.38 mm (.015 in.)
To make an adjustment to the valve clearance, turn the adjustment screw III the rocker arm. It IS not neces sary t(~ change the bridge adjustment for normal valve clearance adjustments. Valve clearance adjustments can be made by using the procedure that follows:
6. H old the adj ustment screw in this position and tighten the locknut to 28 ± 4 Nem (22 ± 3 lb. ft.). 7. Put engine oil at the point where the rocker ann makes contact with the bridge.
VALVE CLEARANCE SETTING NOTE: Valve clearance IS measured between the rocker arm and the bndge for the \alves. VALVE CLEARANCE CHECK: ENGINE STOPPED Exhaust Intake
0.69 to 0.84 mm (.027 to .033 in.) 0.30 to 0.46 mm (.012 to .018 in.)
VALVE ADJUSTMENT (TYPICAL ILLUSTRATION)
I. Put No. 1 pIston at top center (TC) on the com pressIon stroke. Make reference to FINDING TOP CENTER COMPRESSION POSITION FOR NO.1 PISTON. 2. Make an adjustment to the valve clearance on the intake valves for cylinders I, 2, 5 and 7. Make an adjustment to the valve clearance on the exhaust valves for cylinders I, 3, 4, and 8.
, VALVE CLEARANCE CHECK
3. After each adjustment, tighten the nut for valve adjustment screw to 28 ± 4 Nem (22 ± 3 lb. ft.), and check the adjustment again.
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TESTING AND ADJUSTING
AIR INLET AND EXHAUST SYSTEM
-f. Remo\'c the timing bolt and turn the tlywheel360° In the direction of engine rotation. This will put \'0. 6 ri"ton at top center (TC) on the compres "Jon "troke. In"tall the timing bolt in the flywheel.
5. \1ake an adjustment to the valve clearance on the intake valves for cylinders 3. 4. 6 and 8. \!lake an adjustment to the valve clearance on the exhaust valves for cylinders 2. 5. 6 and 7. 6. After each adjustment. tighten the nut for valve adjustment screw 28 ± 4 N-m (22 ± 3 lb. ft.). and check the adjustment again. 7. Rcrno\'l~ the tirning bolt from the tlywheel when all \aI\'c clearances are correct.
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INTAKE VALVES
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EXHAUST
VALVES
FUEL INJECTION PUMPS
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