Systems Operation

Testing and Adjusting

2206D-E13TA Industrial Engine

2. Rotate the engine in the normal operating direction

by 360 degrees. Cylinder 1 will now be on Top

Center exhaust stroke.

2. Remove the valve cover and look for broken parts.

Repair any broken parts or replace any broken

parts that are found. Inspect all wiring to the

solenoids. Look for loose connections. Also look

for frayed wires or broken wires. Ensure that the

connector for the unit injector solenoid is properly

connected. Perform a pull test on each of the

wires. Refer to Troubleshooting, “Electrical

Connectors - Inspect”. Inspect the posts of the

solenoid for arcing. If arcing or evidence of arcing

is found, remove the cap assembly. Refer to

Disassembly and Assembly, “Electronic Unit

Injector - Remove”. Clean the connecting posts.

Reinstall the cap assembly and tighten the

solenoid nuts to a torque of 2.5 ± 0.25 N·m

(22 ± 2 lb in). Refer to Disassembly and Assembly,

“Electronic Unit Injector - Install”.

a.

Cylinder 1, 2, and 4 can be adjusted with

cylinder 1 at Top Center exhaust stroke.

b.

c.

Loosen the locknut.

Turn the adjustment screw until the screw

contacts the electronic unit injector.

d.

e.

f.

Turn the adjustment screw to an additional two

turns.

Turn the adjustment screw counterclockwise

for 2.5 turns.

Turn the adjustment screw until the screw

contacts the electronic unit injector.

3. Check the valve lash setting for the cylinder of the

suspect unit injector. Refer to Systems Operation,

Testing and Adjusting, “Engine Valve Lash -

Inspect/Adjust”.

g.

h.

Turn the adjustment screw through 180

degrees in a clockwise direction.

Tighten the locknut to a torque of 55 N·m

(41 lb ft).

4. Ensure that the bolt that holds the unit injector is

tightened to the proper torque. If necessary, loosen

the bolt that holds the unit injector and tighten the

bolt to a torque of 55 ± 10 N·m  (40.6 ± 7.4 lb ft).

i02773150

Electronic Unit Injector - Test

5. Remove the suspect unit injector and check the

unit injector for signs of exposure to coolant. Refer

to Disassembly and Assembly, “Electronic Unit

Injector - Remove”. Exposure to coolant will cause

rust to form on the injector. If the unit injector

shows signs of exposure to coolant, remove the

injector sleeve and inspect the injector sleeve.

Refer to Disassembly and Assembly, “Electronic

Unit Injector Sleeve - Remove”. Replace the

injector sleeve if the injector sleeve is damaged.

Check the unit injector for an excessive brown

discoloration that extends beyond the injector tip. If

excessive discoloration is found, check the quality

of the fuel. Refer to Systems Operation, Testing

and Adjusting, “Fuel Quality - Test”. Replace the

seals on the injector and reinstall the injector.

Refer to Disassembly and Assembly, “Electronic

Unit Injector - Install”. Also refer to Disassembly

and Assembly, “Electronic Unit Injector Sleeve -

Install”.

This procedure assists in identifying the cause for an

injector misfiring. Perform this procedure only after

performing the Cylinder Cutout Test. Refer to

Troubleshooting for more information.

1. Check for air in the fuel, if this procedure has not

already been performed. Refer to Systems

Operation, Testing and Adjusting, “Air in Fuel -

Test”.

Electrical shock hazard. The electronic unit injec-

tor system uses 90-120 volts.

6. If the problem is not resolved, replace the suspect

injector with a new injector.

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

31

Fuel System

i02793631

2. Insert Tooling (B) into the timing hole (2). The

Finding Top Center Position  for

timing hole is located approximately

127 to 152 mm (5.0 to 6.0 inch) above the turning

hole for Tooling (A) in the flywheel housing. Use

Tooling (A) in order to turn the engine flywheel.

Turn the flywheel in the direction of engine rotation.

The direction of engine rotation is

No. 1 Piston

Table 1

counterclockwise, as the engine is viewed from the

flywheel end. Turn the flywheel until Tooling (C)

engages with the hole in the flywheel.

Required Tools

Tool

A

Part Number

CH11148

Part Description

Engine turning tool

Adapter

Qty

1

Note: If the flywheel is turned beyond the point of

engagement, the flywheel must be turned in the

direction that is reverse of normal engine rotation.

Turn the flywheel by approximately 30 degrees. Then

turn the flywheel in the direction of normal rotation

until Tooling (C) engages with the hole in the flywheel.

This procedure removes the play from the gears

when the No. 1 piston is at the top center position.

B

CVT0015

1

C

27610286

Timing pin

1

3. Remove the valve mechanism cover from the

engine.

4. The inlet and exhaust valves for the No. 1 cylinder

are fully closed if No. 1 piston is on the

compression stroke and the rocker arms can be

moved by hand. If the rocker arms cannot be

moved and the valves are slightly open, the No. 1

piston is on the exhaust stroke.

Note: When the actual stroke position is identified,

and the other stroke position is needed, remove

Tooling (C) from the hole in the flywheel. Then turn

the flywheel by 360 degrees in the direction of normal

engine rotation and reinstall Tooling (C) into the hole

in the flywheel.

Note: Never turn the engine by the crankshaft

vibration damper. The crankshaft vibration damper is

a precision part. Major engine failure may be caused

by damage to the crankshaft vibration damper.

i02773153

Fuel Quality - Test

Illustration 31

g01395098

(1) Flywheel housing

(2) Timing hole plug

(3) Cover bolt

Ensure that all adjustments and repairs are

performed by authorized personnel that have had the

correct training.

(4) Cover

1. Remove two bolts (3) and remove cover (4) from

flywheel housing (1) in order to open the turning

hole.

Use the following procedure to test for problems

regarding fuel quality:

1. Determine if water and/or contaminants are

present in the fuel. Check the water separator (if

equipped). If a water separator is not present,

proceed to Step 2. Drain the water separator, if

necessary. A full fuel tank minimizes the potential

for overnight condensation.

This document has been printed from SPI2. NOT FOR RESALE

 

32

UENR0632

Fuel System

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

•   The fuel tank is empty or the fuel tank has been

when the water separator is actually full of water.

partially drained.

2. Determine if contaminants are present in the fuel.

Remove a sample of fuel from the bottom of the

fuel tank. Visually inspect the fuel sample for

contaminants. The color of the fuel is not

necessarily an indication of fuel quality. However,

fuel that is black, brown, and/or similar to sludge

can be an indication of the growth of bacteria or oil

contamination. In cold temperatures, cloudy fuel

indicates that the fuel may not be suitable for

operating conditions.

•   The engine has been in storage.

•   The fuel filter has been replaced.

•   The pressure fuel lines have been disconnected.

1. Ensure that the key switch is in the OFF position.

Ensure that the fuel tank is full of clean diesel fuel.

Check that the fuel supply valve (if equipped) is in

the ON position.

Refer to Operation and Maintenance Manual,

“Fluid Recommendations” for more information.

3. If fuel quality is still suspected as a possible cause

to problems regarding engine performance,

disconnect the fuel inlet line, and temporarily

operate the engine from a separate source of fuel

that is known to be good. This will determine if the

problem is caused by fuel quality. If fuel quality is

determined to be the problem, drain the fuel

system and replace the fuel filters. Engine

performance can be affected by the following

characteristics:

•   Cetane number of the fuel

•   Air in the fuel

•   Other fuel characteristics

i06229871

Illustration 32

g03863703

Fuel System - Prime  

Typical example

2. Unlock the fuel priming pump handle (1). Turn

handle counter clockwise. Operate the fuel pump

handle until strong pressure can be felt.

3. When strong pressure can be felt, press in the fuel

pump handle and lock the handle into the fuel

pump body (2). In order to lock the handle, turn

handle clockwise.

Fuel leaked or spilled onto hot surfaces or electri-

cal components can cause a fire. To help prevent

possible  injury,  turn  the  start  switch  off when

changing fuel filters or water separator elements.

Clean up fuel spills immediately.

Note: The stronger the pressure in the fuel system

the quicker the engine will start.

Refer to this Operation and Maintenance Manual,

“General Hazard Information” before any adjustments

or repairs are performed

NOTICE

Do not  crank the engine continuously  for more than

30 seconds. Allow  the starting motor  to cool for two

minutes before cranking the engine again.

If necessary, perform minor adjustments. Repair any

leaks from the fuel system and from the cooling,

lubrication, or air systems. Ensure that all

adjustments and repairs are performed by authorized

personnel that have had the correct training.

4. Start the engine, refer to this Operation and

Maintenance Manual, “Starting the Engine” for

more information.

The fuel system should be primed under the

following conditions:

5. If the engine will not start, repeat Steps 2 to Step 3.

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

33

Fuel System

6. Once the engine starts, allow the engine to operate

with no load for 5 minutes.

Fuel leaked or spilled onto hot surfaces or electri-

cal components  can cause  a fire.  Clean up  fuel

spills immediately.

7. If the engine will not start, refer to Troubleshooting,

“Engine Cranks but will not Start”.

i06196497

NOTICE

Keep all parts clean from contaminants.

Fuel System Pressure - Test

Contaminants may  cause rapid wear and  shortened

component life.

Low Fuel Pressure

Low fuel pressure can cause low power. Low fuel

pressure can also cause cavitation of the fuel which

can damage the fuel injectors. The following

conditions can cause low fuel pressure:

1. Use the following procedure in order to measure

the fuel pressure that is after the secondary filter:

Note: Fuel pressure readings near the fuel supply

manifold have pressure spikes. The pressure spikes

are caused by excess fuel that is returning to the fuel

system from the injectors. Excessive needle

movement at the gauge may be present. Connect the

gauge with a section of suitable hose. The air in the

hose absorbs the spikes. This achieves an average

reading and a steady needle. Keep the gauge above

the measuring point.

•   Plugged fuel filters

•   Contamination in the check valves for the fuel

priming pump

•   Sticking or worn fuel pressure regulating valve in

the fuel transfer pump

•   Severe wear on return fuel pressure regulating

valve in the fuel filter base

•   Worn gears in the fuel transfer pump

•   Pinched fuel lines or undersized fuel lines

•   Old fuel lines that have a reduced interior diameter

that was caused by swelling

•   Fuel lines with deteriorating interior surfaces

•   Pinched fuel line fittings or undersized fuel line

fittings

•   Contamination in the fuel tank, fuel lines, or fuel

system components that create restrictions

High Fuel Pressure

Excessive fuel pressure can cause fuel filter gaskets

to rupture. The following conditions can cause high

fuel pressure:

Illustration 33

g01133865

•   Plugged orifices in the fuel pressure regulating

valve

Typical example

(1) Test port

(2) Air purge

(3) Pressure regulating valve

(4) Bypass valve for the Fuel filter

•   Stuck fuel pressure regulating valve in the fuel

transfer pump

•   Pinched fuel return line

a.

b.

Install the Tooling (A) into port (1).

Checking Fuel Pressure

Adjust the engine speed to 1800 rpm with no

load.

Table 2

Required Tools

c.

The fuel pressure should be 586 kPa  (85 psi)

nominal. Record the pressure.

Tool

Part Number

Part Description

Pressure Gauge

Qty

A

-

1

This document has been printed from SPI2. NOT FOR RESALE

 

34

UENR0632

Fuel System

d.

If excessive pressure is found, check the

conditions that are listed previously under the

“High Fuel Pressure” heading.

Illustration 35

g01133870

Fuel transfer pump (side view)

(8) Access plug

f.

If the pressure is less than 655 kPa  (95 psi),

the fuel transfer pump is weak. The pressure

regulating valve in the pump may be stuck or

worn. The pressure regulating valve is located

under access plug (8). Remove the access

plug. Remove the pressure regulating valve,

the spring, and the pin. Inspect the pressure

regulating valve. If contamination is not found

and the pressure regulating valve is worn,

replace the fuel transfer pump. If dirt is found,

clean the valve assembly and reinstall the

valve assembly. Reinstall access plug (8).

g.

h.

Check the fuel pressure again. Replace the

fuel transfer pump if the fuel pressure still

measures less than 655 kPa (95 psi). The fuel

transfer pump is operating properly if the fuel

pressure measures at least 690 kPa (100 psi)

to 724 kPa (105 psi).

Illustration 34

g01133866

A typical example of a secondary fuel filter base

(5) Fuel line from head

(6) Fuel line to head

(7) Fuel line from transfer pump

2. Use the following procedure to check the output of

the fuel transfer pump:

Once the fuel transfer pump has been

confirmed as properly operating, check the fuel

pressure again at the secondary fuel filter

base. Refer to Step 2. If the fuel pressure is

not at the nominal specification, continue to

Step 3.

a.

b.

Remove return fuel line (5).

Install Tooling (A) into the port that contained

the return fuel line fitting.

c.

d.

Adjust the engine speed to 600 rpm with no

load.

3. Use the following procedure to inspect the return

fuel pressure regulating valve:

The fuel pressure should be 690 kPa  (100 psi)

to 724 kPa (105 psi).

a.

b.

Return fuel pressure regulating valve (3) is

located on the bottom of the fuel filter base.

e.

If the fuel pressure is within the specified

range, proceed to Step 3.

Inspect return fuel pressure regulating valve

(3) for wear.

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

35

Fuel System

i02788237

c.

Check the fuel pressure again at the

Gear Group (Front) - Time  

secondary fuel filter base. Refer to Step 2. If

the fuel pressure is not up to 586 kPa  (85 psi),

then perform Step 4. If the primary filter is

sized correctly and the fuel lines are sized

correctly, replace the secondary fuel filter

base.

4. Use the following procedure to measure the

vacuum at the primary filter:

a.

b.

Adjust the engine speed to 1800 rpm with no

load.

Measure the vacuum at the outlet of the

primary filter.

c.

The vacuum should be 10.14 kPa (3 in Hg) to

13.52 kPa (4 in Hg). If the vacuum is more

than 30.42 kPa (9 in Hg), measure the

vacuum at the inlet of the primary filter. The

differential across the primary filter should be

less than 3.38 kPa (1 in Hg) with a new filter

installed. If the differential is higher by more

than 3.38 kPa (1 in Hg), the filter is

undersized. The filter should be rated at 341 L

(90 US gal) per hour. If the filter is sized

correctly, ensure that the fittings and lines are

correctly sized. The fuel lines should be

12.7 mm (0.5 inch). Also check for debris in

the fuel tank that may be plugging the supply

tube.

Illustration 36

g01126079

Front Gear Group

(1) Camshaft gear and timing reference ring

(2) Timing marks

(3) Idler gear

(4) Crankshaft gear

The basis for correct fuel injection timing and valve

mechanism operation is determined by the timing

reference ring and the alignment of the front gear

group. The timing reference ring is located on the end

of the camshaft. The timing reference ring is used to

measure crankshaft rotation. During installation of the

front gear, timing marks (2) on idler gear (3) must be

in alignment with the timing marks on crankshaft gear

(4) and the timing marks on camshaft gear (1).

Refer to Disassembly and Assembly, “Gear Group

(Front) - Remove” and Disassembly and Assembly,

“Gear Group (Front) - Install”.

Note: If timing reference ring (1) is installed backward

the engine will not start.

Check for proper alignment of the camshaft gear and

timing reference ring (1) on the camshaft assembly.

Inspect the key between the timing reference ring and

the camshaft gear. Check the teeth on the timing ring.

The teeth should not be defaced. The teeth should

have sharp clean edges and the teeth should be free

of contaminants.

Note: The electronic injection timing must be

calibrated after reassembly of the front gear train.

Refer to Troubleshooting, “Engine Speed/Timing

Sensor - Calibrate”.

This document has been printed from SPI2. NOT FOR RESALE

 

36

UENR0632

Air Inlet and Exhaust System

Air Inlet and Exhaust

System

i06136292

Air Inlet and Exhaust System -

Inspect

Keep hands clear of fan and belts while engine is

running.

Making contact with a  running engine can cause

burns from  hot parts and  can cause  injury from

rotating parts.

When working on an engine that is running, avoid

contact with hot parts and rotating parts.

Illustration 37

g01099496

Right side view of engine

(1) Air cleaner

(2) Test location

A general visual inspection should be made to the air

inlet and exhaust system. Make sure that there are no

signs of leaks in the system.

a.

Connect the vacuum port of the differential

Table 3

pressure gauge to test location (2). Test

location (2) may be located anywhere along

the air inlet piping after air cleaner (1) but

before turbocharger (3).

Required Tools

Tool

Part Number

Part Description

Pressure Gauge

Qty

A

-

1

b.

c.

Leave the pressure port of the differential

pressure gauge open to the atmosphere.

Air Inlet Restriction

Start the engine. Run the engine at full load.

Record the value.

There will be a reduction in the performance of the

engine if there is a restriction in the air inlet system.

d.

e.

1. Inspect the engine air cleaner inlet and ducting in

order to ensure that the passageway is not blocked

or collapsed.

Compare the result from step 4.d. to the

appropriate values that follow.

The air flow through a used engine air cleaner may

have a restriction. The air flow through a plugged

engine air cleaner will be restricted to some

magnitude. In either case, the restriction must not be

more than the following amount:

2. Inspect the engine air cleaner element. Replace a

dirty engine air cleaner element with a clean

engine air cleaner element.

3. Check for dirt tracks on the clean side of the engine

air cleaner element. If dirt tracks are observed,

contaminants are flowing past the engine air

cleaner element and/or the seal for the engine air

cleaner element.

Maximum restriction...........6.2 kPa (25 in of H2O)

The air flow through a new engine air cleaner element

must not have a restriction of more than the following

amount:

4. Use Tooling (A) for this test.

Maximum restriction...........3.7 kPa (15 in of H2O)

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

37

Air Inlet and Exhaust System

Exhaust Restriction

i06196510

Turbocharger - Inspect  

Back pressure is the difference in the pressure

between the exhaust at the outlet elbow and the

atmospheric air.

Use the differential pressure gauge of Tooling (A) in

order to measure back pressure from the exhaust.

Hot  engine  components can  cause  injury  from

burns. Before performing maintenance on the en-

gine,  allow  the engine  and  the  components  to

cool.

Personal injury can result from rotating and mov-

ing parts.

Stay clear of all rotating and moving parts.

Never attempt  adjustments while the machine  is

moving or the engine is running unless otherwise

specified.

The machine  must be parked  on a  level surface

and the engine stopped.

NOTICE

Keep all parts clean from contaminants.

Illustration 38

g01618348

Right side view of engine

(3) Clean Emissions Module (CEM)

(4) Test location

(5) Exhaust piping

Contaminants may  cause rapid wear and  shortened

component life.

(6) Turbocharger

NOTICE

1. Connect the pressure port of the differential

pressure gauge to test location (4). Test location

(4) can be located anywhere along the exhaust

piping after the turbocharger but before the CEM.

Care  must be  taken to  ensure  that fluids  are  con-

tained  during   performance  of  inspection,   mainte-

nance, testing, adjusting and repair of the product. Be

prepared to  collect the fluid  with suitable containers

before  opening any  compartment  or disassembling

any component containing fluids.

2. Leave the vacuum port of the differential pressure

gauge open to the atmosphere.

Dispose of all fluids according to local regulations and

mandates.

3. Start the engine. Run the engine in the no-load

condition at high idle.

Before you begin inspection of the turbocharger, be

sure that the inlet air restriction is within the

specifications for your engine. Be sure that the

exhaust system restriction is within the specifications

for your engine. Refer to Systems Operation, Testing

and Adjusting, “Air Inlet and Exhaust System -

Inspect”.

4. Record the value.

5. Compare the result from Step 4 to the value that

follows.

Back pressure from the exhaust must not be more

than the following amount:

The condition of the turbocharger will have definite

effects on engine performance. Use the following

inspections and procedures to determine the

condition of the turbocharger.

Maximum back pressure.........................12.4 kPa

(50 inch of H2O)

This document has been printed from SPI2. NOT FOR RESALE

 

38

UENR0632

Air Inlet and Exhaust System

•   Inspection of the compressor and the compressor

housing

e.

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

source of the oil leakage, the turbocharger has

internal damage. Replace the turbocharger.

•   Inspection of the turbine wheel and the turbine

housing

Inspection of the Turbine Wheel

and the Turbine Housing

•   Inspection of the wastegate

Inspection of the Compressor and

the Compressor Housing

Remove the air piping from the turbine housing.

Remove air piping from the compressor inlet.

1. Inspect the compressor wheel for damage from a

foreign object. If there is damage, determine the

source of the foreign object. As required, clean the

inlet system and repair the intake system. Replace

the turbocharger. If there is no damage, go to Step

3.

2. Clean the compressor wheel and clean the

compressor housing if you find buildup of foreign

material. If there is no buildup of foreign material,

go to Step 3.

3. Turn the rotating assembly by hand. While you turn

the assembly, push the assembly sideways . The

assembly should turn freely. The compressor

wheel should not rub the compressor housing.

Replace the turbocharger if the compressor wheel

rubs the compressor wheel housing. If there is no

rubbing or scraping, go to Step 4.

Illustration 39

g00763164

Typical example

4. Inspect the compressor and the compressor wheel

housing for oil leakage. An oil leak from the

compressor may deposit oil in the aftercooler.

Drain and clean the aftercooler if you find oil in the

aftercooler.

(1) Turbine Housing

(2) Turbine Wheel

(3) Turbocharger

1. Inspect the turbine for damage by a foreign object.

If there is damage, determine the source of the

foreign object. Replace turbocharger (3). If there is

no damage, go to Step 2.

a.

b.

c.

Check the oil level in the crankcase. If the oil

level is too high, adjust the oil level.

2. Inspect turbine wheel (2) for buildup of carbon and

other foreign material. Inspect turbine housing (1)

for buildup of carbon and foreign material. Clean

turbine wheel (2) and clean turbine housing (1) if

you find buildup of carbon or foreign material. If

there is no buildup of carbon or foreign material, go

to Step 3.

Inspect the air cleaner element for restriction. If

restriction is found, correct the problem.

Inspect the engine crankcase breather. Clean

the engine crankcase breather or replace the

engine crankcase breather if the engine

crankcase breather is plugged.

d.

Remove the oil drain line for the turbocharger.

Inspect the drain opening. Inspect the oil drain

line. Inspect the area between the bearings of

the rotating assembly shaft. Look for oil

sludge. Inspect the oil drain hole for oil sludge.

Inspect the oil drain line for oil sludge in the

drain line. If necessary, clean the rotating

assembly shaft. If necessary, clean the oil

drain hole. If necessary, clean the oil drain line.

3. Turn the rotating assembly by hand. While you turn

the assembly, push the assembly sideways. The

assembly should turn freely. Turbine wheel (2)

should not rub turbine wheel housing (1). Replace

turbocharger (3) if turbine wheel (2) rubs turbine

housing (1). If there is no rubbing or scraping, go to

Step 4.

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

39

Air Inlet and Exhaust System

4. Inspect the turbine and turbine housing (1) for oil

leakage. Inspect the turbine and turbine housing

(1) for oil coking. Some oil coking may be cleaned.

Heavy oil coking may require replacement of the

turbocharger. If the oil is coming from the

Note: The housing assembly for the wastegate is

preset at the factory and no adjustments can be

made.

The boost pressure controls the maximum rpm of the

turbocharger, because the boost pressure controls

the position of the wastegate. The following factors

also affect the maximum rpm of the turbocharger:

turbocharger center housing go to Step 4.a..

a.

Remove the oil drain line for the turbocharger.

Inspect the drain opening. Inspect the area

between the bearings of the rotating assembly

shaft. Look for oil sludge. Inspect the oil drain

hole for oil sludge. Inspect the oil drain line for

oil sludge. If necessary, clean the rotating

assembly shaft. If necessary, clean the drain

opening. If necessary, clean the drain line.

•   The engine rating

•   The horsepower demand on the engine

•   The high idle rpm

•   The height above sea level for engine operation

•   Inlet air restriction

b.

If crankcase pressure is high, or if the oil drain

is restricted, pressure in the center housing

may be greater than the pressure of turbine

housing (1). Oil flow may be forced in the

wrong direction and the oil may not drain.

Check the crankcase pressure and correct any

problems.

•   Exhaust system restriction

i02788813

Exhaust Temperature - Test  

Table 4

c.

d.

If the oil drain line is damaged, replace the oil

drain line.

Required Tools

Tool

Part Number

Part Description

Qty

Check the routing of the oil drain line.

Eliminate any sharp restrictive bends. Make

sure that the oil drain line is not too close to the

engine exhaust manifold.

A

-

Infrared Thermometer

1

When the engine runs, the temperature of an exhaust

manifold port can indicate the condition of a fuel

injection nozzle.

e.

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

source of the oil leakage, turbocharger (3) has

internal damage. Replace turbocharger (3).

A low temperature indicates that no fuel is flowing to

the cylinder. An inoperative fuel injection nozzle or a

problem with the fuel injection pump could cause this

low temperature.

Inspection of the Wastegate

The wastegate controls the amount of exhaust gas

that is allowed to bypass the turbine side of the

turbocharger. This valve then controls the rpm of the

turbocharger.

A very high temperature can indicate that too much

fuel is flowing to the cylinder. A malfunctioning fuel

injection nozzle could cause this very high

temperature.

When the engine operates in conditions of low boost

(lug), a spring presses against a diaphragm in the

canister. The actuating rod will move and the

wastegate will close. Then, the turbocharger can

operate at maximum performance.

Use Tooling (A) to check exhaust temperature.

i02788814

Engine Crankcase Pressure

(Blowby) - Test

When the boost pressure increases against the

diaphragm in the canister, the wastegate will open.

The rpm of the turbocharger becomes limited. The

rpm limitation occurs because a portion of the

exhaust gases bypass the turbine wheel of the

turbocharger.

Table 5

Required Tools

The following levels of boost pressure indicate a

possible problem with the following components:

Wastegate, Wastegate solenoid and Air lines

Quantity

Tool

Part Number

Part Name

A

-

Pressure Gauge

1

•   Too high at full load conditions

•   Too low at all lug conditions

This document has been printed from SPI2. NOT FOR RESALE

 

40

UENR0632

Air Inlet and Exhaust System

Damaged pistons or rings can cause too much

pressure in the crankcase. This condition will cause

the engine to run rough. There will be more than the

normal amount of fumes (blowby) rising from the

crankcase breather. The breather can then become

restricted in a very short time, causing oil leakage at

gaskets and seals that would not normally have

leakage. Blowby can also be caused by worn valve

guides or by a failed turbocharger seal.

i06148266

Engine Valve Lash - Inspect/

Adjust

Install Tooling (A) to the most convenient location on

the output tube for the crankcase breather or the

breather hose. The pressure for the engine blowby

To prevent possible injury, do  not use the starter

to turn the flywheel.

should be 0.25 kPa (1 inch of H O).

2

Hot engine  components can cause  burns. Allow

additional time for the engine to cool before meas-

uring valve clearance.

Note: Do not use the data alone to determine if the

engine should be overhauled. Other indicators such

as high oil consumption, low power, hard starting, and

excessive fuel consumption must be considered.

After a new engine is used for a short time, the

blowby can decrease as the rings are seated. New

engines should be checked for blowby during all

maintenance checks. As the piston rings and cylinder

walls wear, the blowby will gradually increase.

This engine uses high  voltage to control the fuel

injectors.

Disconnect electronic fuel  injector enable circuit

connector to prevent personal injury.

The blowby on a worn engine may be two times or

more than the blowby of a new engine and may

indicate the need for an overhaul.

Do not come in  contact with the fuel injector ter-

minals while the engine is running.

i06134866

Note: Valve lash is measured between the rocker

arm and the valve bridge. All measurements and

adjustments must be made with the engine stopped

and the valves fully closed.

Compression - Test

An engine that runs roughly can have a leak at the

valves. An engine that runs roughly can also have

valves that need an adjustment. Remove the head

and inspect the valves and valve seats. This action is

necessary to find those small defects that would not

normally cause problems. Repairs of these problems

are normally performed when you are reconditioning

the engine.

Valve Lash Check

An adjustment is NOT NECESSARY if the

measurement of the valve lash is in the acceptable

range in Table 6 .

Table 6

Inlet Valves

Exhaust Valves

Valve Lash

(Stopped Engine)   (0.015 ± 0.003 inch)

0.38 ± 0.08 mm

0.76 ± 0.08 mm

(0.030 ± 0.003 inch)

The engine uses Keystone piston rings. Keystone

piston rings are designed to expand during the

compression stroke of the engine. At engine cranking

speed, the Keystone piston rings do not fully expand.

This results in unstable readings for cylinder

compression. As a result Perkins  does not

recommend performing compression tests on

engines that use Keystone piston rings.

TC Compression

1-2-4

1-3-5

Stroke

TC Exhaust

Stroke(1)

3-5-6

2-4-6

Firing Order

1-5-3-6-2-4(2)

(1)

(2)

360° from TC compression stroke

The No. 1 cylinder is at the front of the engine.

If the measurement is not within this range, an

adjustment is necessary. Refer to “Valve Lash

Adjustment” for the proper procedure.

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

41

Air Inlet and Exhaust System

Valve Lash Adjustment

Note: If necessary, adjust the electronic unit

injectors on cylinders 3, 5 and 6. Refer to Systems

Operation, Testing and Adjusting, “Electronic Unit

Injector - Adjust” for the correct procedure.

3. Remove the timing pin. Turn the flywheel by 360

degrees in the direction of engine rotation. This will

put the No. 6 piston at the top center position on

the compression stroke. Install the timing pin.

Table 8

Compression

Stroke for No.6

Piston

Inlet Valves

Exhaust Valves

0.38 ± 0.08 mm

(0.015 ± 0.003 inch)   (0.030 ± 0.003 inch)

0.76 ± 0.08 mm

Valve Lash

Cylinders

Illustration 40

g00935559

3-5-6

2-4-6

Cylinder and valve location

(A) Exhaust valves

(B) Inlet valves

4. Adjust the valve lash according to Table 8 .

a.

Lightly tap the rocker arm with a soft mallet.

This will ensure that the lifter roller seats

against the camshaft's base circle.

Use the following procedure to adjust the valve lash:

1. Put the No. 1 piston at the top center position on

the compression stroke. Refer to Systems

Operation, Testing and Adjusting, “Finding Top

Center Position for No. 1 Piston”.

Table 7

b.

c.

Loosen the adjustment locknut.

Place the appropriate feeler gauge between

rocker arm and the valve bridge. Then, turn the

adjustment screw in a clockwise direction.

Slide the feeler gauge between the rocker arm

and the valve bridge. Continue turning the

adjustment screw until a slight drag is felt on

the feeler gauge. Remove the feeler gauge.

Compression

Stroke for No. 1

Piston

Inlet Valves

Exhaust Valves

0.38 ± 0.08 mm

(0.015 ± 0.003 inch)   (0.030 ± 0.003 inch)

0.76 ± 0.08 mm

Valve Lash

Cylinders

1-2-4

1-3-5

d.

Tighten the adjustment locknut to a torque of

30 ± 7 N·m (22 ± 5 lb ft). Do not allow the

adjustment screw to turn while you are

tightening the adjustment locknut. Recheck the

valve lash after tightening the adjustment

locknut.

2. Adjust the valve lash according to Table 7 .

a.

Lightly tap the rocker arm with a soft mallet.

This will ensure that the lifter roller seats

against the camshaft's base circle.

5. Remove the timing bolt from the flywheel after all

adjustments to the valve lash have been made.

Reinstall the timing cover.

b.

c.

Loosen the adjustment locknut.

Place the appropriate feeler gauge between

rocker arm and the valve bridge. Then, turn the

adjustment screw in a clockwise direction.

Slide the feeler gauge between the rocker arm

and the valve bridge. Continue turning the

adjustment screw until a slight drag is felt on

the feeler gauge. Remove the feeler gauge.

Refer to Systems Operation, Testing and Adjusting,

“Electronic Unit Injector - Adjust”.

d.

Tighten the adjustment locknut to a torque of

30 ± 7 N·m (22 ± 5 lb ft). Do not allow the

adjustment screw to turn while you are

tightening the adjustment locknut. Recheck the

valve lash after tightening the adjustment

locknut.

This document has been printed from SPI2. NOT FOR RESALE

 

42

UENR0632

Lubrication System

LubricationSystem

i02788819

Engine Oil Pressure - Test

The engine oil pressure may be checked

electronically by using the electronic service tool. The

engine oil pressure can be measured with the

electronic service tool. Refer to Troubleshooting for

information on the use of the electronic service tool.

Measuring Engine Oil Pressure

Work carefully around an  engine that is running.

Engine parts that  are hot, or  parts that are mov-

ing, can cause personal injury.

NOTICE

Keep all parts clean from contaminants.

Illustration 41

Oil gallery plug

(1) Plug

g00977330

Contaminants may cause  rapid wear and  shortened

component life.

NOTICE

1. Install Tool (A) i, nto the oil gallery plugs (1).

Care  must be  taken to  ensure  that fluids  are  con-

tained  during   performance  of  inspection,   mainte-

nance, testing, adjusting and repair of the product. Be

prepared to  collect the fluid  with suitable containers

before  opening any  compartment  or disassembling

any component containing fluids.

Note: Engine oil pressure to the camshaft and main

bearings should be checked on each side of the

cylinder block at oil gallery plugs (1).

2. Start the engine. Refer to Operation and

Maintenance Manual, “Fluid Recommendations”

for the correct engine oil.

Dispose of all fluids according to local regulations and

mandates.

3. Record the value of the engine oil pressure when

the engine is at operating temperature 100 °C

(212 °F).

Table 9

Required Tools

Quantity

The minimum engine oil pressure should be

approximately 275 to 414 kPa (40 to 59 psi).

Tool

Part Number

Part Name

A

-

Pressure Gauge

1

4. Compare the recorded engine oil pressure with the

oil pressure indicators on the instrument panel and

the engine oil pressure that is displayed on the

electronic service tool.

Tool (A) measures the oil pressure in the system.

5. An engine oil pressure indicator that has a defect

or an engine oil pressure sensor that has a defect

can give a false indication of a low oil pressure or a

high oil pressure. If there is a notable difference

between the engine oil pressure readings make

necessary repairs.

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

43

Lubrication System

6. If low engine oil pressure is determined, refer to

“Reasons for Low Engine Oil Pressure”.

2. Engine oil that is contaminated with fuel or coolant

will cause low engine oil pressure. High engine oil

level in the crankcase can be an indication of

contamination. Determine the reason for

contamination of the engine oil and make the

necessary repairs. Replace the engine oil with the

approved grade of engine oil. Refer to Operation

and Maintenance Manual, “Fluid

7. If high engine oil pressure is determined, refer to

“Reason for High Engine Oil Pressure”.

Reasons for Low Engine Oil

Pressure

Recommendations” for the correct engine oil.

NOTICE

Keep all parts clean from contaminants.

NOTICE

Contaminants may cause  rapid wear and  shortened

component life.

Perkins oil filters are manufactured to Perkins specifi-

cations. Use of  an oil filter that  is not recommended

by Perkins could  result in severe damage to  the en-

gine bearings, crankshaft, etc., as a result of the larg-

er  waste  particles  from  unfiltered  oil  entering  the

engine lubricating system. Only use  oil filters recom-

mended by Perkins.

NOTICE

Care  must be  taken to  ensure  that fluids  are  con-

tained  during   performance  of  inspection,   mainte-

nance, testing, adjusting and repair of the product. Be

prepared to  collect the fluid  with suitable containers

before  opening any  compartment  or disassembling

any component containing fluids.

3. If the engine oil bypass valves are held in the open

position, a reduction in the oil pressure can be the

result. This may be due to debris in the engine oil.

If the engine oil bypass valves are stuck in the

open position, remove each engine oil bypass

valve and clean each bypass valve in order to

correct this problem. You must also clean each

bypass valve bore. Install new engine oil filters.

New engine oil filters will prevent more debris from

causing this problem. For information on the repair

of the engine oil bypass valves, refer to

Dispose of all fluids according to local regulations and

mandates.

•   Engine oil level is low. Refer to Step 1.

•   Engine oil is contaminated. Refer to Step 2.

•   The engine oil bypass valves are open. Refer to

Step 3.

Disassembly and Assembly, “Engine Oil Filter

Base - Disassemble”.

•   The engine lubrication system is open. Refer to

Step 4.

4. An oil line or an oil passage that is open, broken, or

disconnected will cause low engine oil pressure.

An open lubrication system could be caused by a

piston cooling jet that is missing or damaged.

Determine the reason for an open lubrication

system of the engine and make the necessary

repairs.

•   The oil pickup tube has a leak or a restricted inlet

screen. Refer to Step 5.

•   The engine oil pump is faulty. Refer to Step 6.

•   Engine Bearings have excessive clearance. Refer

to Step 7.

Note: The piston cooling jets direct engine oil toward

the bottom of the piston in order to cool the piston.

This also provides lubrication for the piston pin.

Breakage, a restriction or incorrect installation of the

piston cooling jets will cause seizure of the piston.

1. Check the engine oil level in the crankcase. The oil

level can possibly be too far below the oil pump

supply tube. This will cause the oil pump not to

have the ability to supply enough lubrication to the

engine components. If the engine oil level is low

add engine oil in order to obtain the correct engine

oil level. Refer to Operation and Maintenance

Manual, “Fluid Recommendations” for the correct

engine oil.

This document has been printed from SPI2. NOT FOR RESALE

 

44

UENR0632

Lubrication System

5. The inlet screen of the oil pickup tube for the

engine oil pump can have a restriction. This

restriction will cause cavitation and a loss of

engine oil pressure. Check the inlet screen on the

oil pickup tube and remove any material that may

be restricting engine oil flow. Low engine oil

pressure may also be the result of the oil pickup

tube that is drawing in air. Check the joints of the

oil pickup tube for cracks or a damaged O-ring

seal. Remove the engine oil pan in order to gain

access to the oil pickup tube and the oil screen.

Refer to Disassembly and Assembly, “Engine Oil

Pan - Remove and Install” for more information.

Engine oil pressure will be high if the engine oil

bypass valves become stuck in the closed position

and the engine oil flow is restricted. Foreign matter in

the engine oil system could be the cause for the

restriction of the oil flow and the movement of the

engine oil bypass valves. If the engine oil bypass

valves are stuck in the closed position, remove each

bypass valve and clean each bypass valve in order to

correct this problem. You must also clean each

bypass valve bore. Install new engine oil filters. New

engine oil filters will prevent more debris from causing

this problem. For information on the repair of the

engine oil filter bypass valve, refer to Disassembly

and Assembly, “Engine Oil Filter Base -

Disassemble”.

6. Check the following problems that may occur to the

NOTICE

engine oil pump.

Perkins oil filters are manufactured to Perkins specifi-

cations. Use of  an oil filter that  is not recommended

by Perkins could  result in severe damage to  the en-

gine bearings, crankshaft, etc., as a result of the larg-

er  waste  particles  from  unfiltered  oil  entering  the

engine lubricating system. Only use  oil filters recom-

mended by Perkins.

a.

Air leakage in the supply side of the oil pump

will also cause cavitation and loss of oil

pressure. Check the supply side of the oil

pump and make necessary repairs. For

information on the repair of the engine oil

pump, refer to Disassembly and Assembly,

“Engine Oil Pump - Remove”.

i05998391

b.

Oil pump gears that have too much wear will

cause a reduction in oil pressure. Repair the

engine oil pump. For information on the repair

of the engine oil pump, refer to Disassembly

and Assembly, “Engine Oil Pump - Remove”.

Engine Oil Pump - Inspect

The inlet screen of the supply tube for the engine oil

pump can have a restriction. A restriction of the inlet

screen of the supply tube will cause cavitation and a

loss of oil pressure. Air leakage in the supply side of

the engine oil pump will also cause cavitation and

loss of oil pressure. If the bypass valve for the engine

oil pump is held in the open position, the lubrication

system cannot achieve maximum pressure. Oil pump

gears that have too much wear will cause a reduction

in the oil pressure.

7. Excessive clearance at engine bearings will cause

low engine oil pressure. Check the engine

components that have excessive bearing

clearance and make the necessary repairs.

Reason for High Engine Oil

Pressure

If any part of the engine oil pump is worn enough in

order to affect the performance of the engine oil

pump, the engine oil pump must be replaced.

NOTICE

Keep all parts clean from contaminants.

Contaminants may cause  rapid wear and  shortened

component life.

i02788840

Excessive Bearing Wear -

Inspect

NOTICE

Care  must be  taken to  ensure  that fluids  are  con-

tained  during   performance  of  inspection,   mainte-

nance, testing, adjusting and repair of the product. Be

prepared to  collect the fluid  with suitable containers

before  opening any  compartment  or disassembling

any component containing fluids.

When some components of the engine show bearing

wear in a short time, the cause can be a restriction in

an oil passage.

An engine oil pressure indicator may show that there

is enough oil pressure, but a component is worn due

to a lack of lubrication. In such a case, look at the

passage for the oil supply to the component. A

restriction in an oil supply passage will not allow

enough lubrication to reach a component. This will

result in early wear.

Dispose of all fluids according to local regulations and

mandates.

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

45

Lubrication System

i02788843

Refer to Operation and Maintenance Manual for the

correct lubricating oil.

Excessive Engine Oil

Consumption - Inspect

Engine Oil Leaks on the Outside of

the Engine

Check for leakage at the seals at each end of the

crankshaft. Look for leakage at the gasket for the

engine oil pan and all lubrication system connections.

Look for any engine oil that may be leaking from the

crankcase breather. This can be caused by

combustion gas leakage around the pistons. A dirty

crankcase breather will cause high pressure in the

crankcase. A dirty crankcase breather will cause the

gaskets and the seals to leak.

Engine Oil Leaks into the

Combustion Area of the Cylinders

Engine oil that is leaking into the combustion area of

the cylinders can be the cause of blue smoke. There

are several possible ways for engine oil to leak into

the combustion area of the cylinders:

•   Leaks between worn valve guides and valve stems

•   Worn components or damaged components

(pistons, piston rings, or dirty return holes for the

engine oil)

•   Incorrect installation of the compression ring and/

or the intermediate ring

•   Leaks past the seal rings in the turbocharger shaft

•   Overfilling of the crankcase

•   Wrong dipstick or guide tube

Excessive consumption of engine oil can also result if

engine oil with the wrong viscosity is used. Engine oil

with a thin viscosity can be caused by fuel leakage

into the crankcase or by increased engine

temperature.

i05957450

Increased Engine Oil

Temperature - Inspect

If the oil temperature is high, then check for a

restriction in the oil passages of the oil cooler. A

restriction in the oil cooler will not cause low oil

pressure in the engine.

Determine if the oil cooler bypass valve is held in the

open position. This condition will allow the oil to pass

through the valve instead of the oil cooler. The oil

temperature will increase.

This document has been printed from SPI2. NOT FOR RESALE

 

46

UENR0632

Cooling System

Cooling System

4. Check for air in the cooling system. Air can enter

the cooling system in different ways. The following

items are some of the most common causes for air

in the cooling system:

•   Filling the cooling system incorrectly

i06140768

Cooling System - Check

(Overheating)

•   Combustion gas leakage into the cooling

system

•   Loose hose clamp

Combustion gas can get into the system through

the following conditions: inside cracks, damaged

cylinder head and damaged cylinder head gasket.

A loose hose clamp can allow air into the cooling

system during the cooldown period. Air in the

cooling system causes a reduction in the cooling

capacity of the coolant.

Above normal coolant temperatures can be caused

by many conditions. Use the following procedure to

determine the cause of above normal coolant

temperatures:

5. Check the fan drive system. A fan drive system that

is not turning at the correct speed can cause

improper air speed across the radiator core. The

lack of proper air flow across the radiator core can

cause the coolant not to cool to the proper

temperature differential.

Personal  injury  can  result  from  escaping  fluid

under pressure.

If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure

before removing any hose from the radiator.

1. Check the coolant level in the cooling system.

Refer to Operation and Maintenance Manual,

“Cooling System Coolant Level - Check”. If the

coolant level is too low, air will get into the cooling

system. Air in the cooling system will cause a

reduction in coolant flow and bubbles in the

coolant. Air bubbles cause a reduction in the

cooling of engine parts.

6. Check the water temperature gauge. A water

temperature gauge which does not work correctly

will not show the correct temperature. Refer to

Systems Operation, Testing and Adjusting,

“Cooling System - Test”.

7. Check the sending unit. In some conditions, the

temperature sensor in the engine sends signals to

a sending unit. The sending unit converts these

signals to an electrical impulse which is used by a

mounted gauge. If the sending unit malfunctions,

the gauge can show an incorrect reading. Also if

the electric wire breaks or if the electric wire shorts

out, the gauge can show an incorrect reading.

2. Check the quality of the coolant. The coolant

should have the following properties:

•   Color that is similar to new coolant

•   Odor that is similar to new coolant

•   Free from dirt and debris

8. Check the radiator.

a.

Check the radiator for a restriction to coolant

flow. Check the radiator for debris, for dirt, or

for deposits on the inside of the radiator core.

Debris, dirt, or deposits will restrict the flow of

coolant through the radiator.

If the coolant does not have these properties, drain

the system and flush the system. Refill the cooling

system with the correct mixture of water,

antifreeze, and coolant conditioner. Refer to

Operation and Maintenance Manual, “General

Coolant Information”.

b.

Check for debris or for damage between the

fins of the radiator core. Debris between the

fins of the radiator core restricts air flow

through the radiator core. Refer to Systems

Operation, Testing and Adjusting, “Cooling

System - Inspect”.

3. Check the coolant mixture of antifreeze and water.

The mixture should be approximately 50 percent

water and 50 percent antifreeze with 3 to 6 percent

coolant conditioner. Refer to Operation and

Maintenance Manual, “General Coolant

Information”. If the coolant mixture is incorrect,

drain the cooling system and flush the cooling

system. Refill the cooling system with the correct

mixture of water, antifreeze, and coolant

conditioner.

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

47

Cooling System

12. Check the cooling system hoses and clamps.

c.

Check for missing radiator baffles or for

Damaged hoses with leaks can normally be seen.

Hoses that have no visual leaks can soften during

operation. The soft areas of the hose can become

kinked or crushed during operation. These areas of

the hose can cause a restriction in the coolant flow.

Hoses can become soft. Also, hoses can get

cracks after a period of time. The inside of a hose

can deteriorate, and the loose particles of the hose

can cause a restriction of the coolant flow. Refer to

Operation and Maintenance Manual, “Hoses and

Clamps - Inspect/Replace”.

damaged radiator baffles. Radiator baffles

prevent recirculation of air around the sides of

the radiator. A missing radiator baffle or a

damaged radiator baffle raises the

temperature of the air that goes through the

radiator.

d.

Ensure that the radiator size is according to

the OEM specifications. An undersized

radiator does not have enough area for the

effective release of heat. This may cause the

engine to run at a temperature that is higher

than normal. The normal temperature is

dependent on the ambient temperature.

13. Check for a restriction in the air inlet system. A

restriction of the air that is coming into the engine

can cause high cylinder temperatures. High

cylinder temperatures can cause higher than

normal temperatures in the cooling system. Refer

to Systems Operation, Testing and Adjusting, “Air

Inlet and Exhaust System - Inspect”.

9. Check the filler cap. A pressure drop in the radiator

can cause the boiling point to be lower. This can

cause the cooling system to boil. Refer to Systems

Operation, Testing and Adjusting, “Cooling System

- Test”.

a.

If the measured restriction is higher than the

maximum permissible restriction, remove the

foreign material from the engine air cleaner

element or install a new engine air cleaner

element. Refer to Operation and Maintenance

Manual, “Engine Air Cleaner Element - Clean/

Replace”.

10. Check the fan and/or the fan shroud.

a.

b.

Ensure that the fan is installed correctly.

Improper installation of the fan can cause

engine overheating.

The fan must be large enough to send air

through most of the area of the radiator core.

Ensure that the size of the fan and the position

of the fan are according to the OEM

specifications.

b.

c.

Check the air inlet system for a restriction

again.

If the measured restriction is still higher than

the maximum permissible restriction, check

the air inlet piping for a restriction.

c.

The fan shroud and the radiator baffling must

be the proper size. The fan shroud and the

radiator baffling must be positioned correctly.

The size of the fan shroud and the position of

the fan shroud should meet the OEM

14. Check for a restriction in the exhaust system. A

restriction of the air that is coming out of the engine

can cause high cylinder temperatures.

specifications. The size of the radiator baffling

and the position of the radiator baffling should

meet the OEM specifications.

a.

Make a visual inspection of the exhaust

system. Check for damage to exhaust piping.

Also, check for a damaged muffler. If no

damage is found, check the exhaust system

for a restriction. Refer to Systems Operation,

Testing and Adjusting, “Air Inlet and Exhaust

System - Inspect”.

11. Inspect the drive belt.

A worn or damaged drive belt will cause a

reduction in the air flow across the radiator.

Inspect the belt for cracks, splits, glazing,

grease, displacement of the cord and evidence

of fluid contamination. Refer to Operation and

Maintenance Manual, “Belt - Inspect” for more

information.

a.

b.

c.

If the measured restriction is higher than the

maximum permissible restriction, there is a

restriction in the exhaust system. Repair the

exhaust system, as required.

Ensure that the exhaust gas is not being

drawn into the cooling air inlet.

This document has been printed from SPI2. NOT FOR RESALE

 

48

UENR0632

Cooling System

15. Check the shunt line. The shunt line must be

submerged in the expansion tank. A restriction of

the shunt line from the radiator top tank to the

engine water pump inlet will cause a reduction in

water pump efficiency. A reduction in water pump

efficiency will result in low coolant flow and

overheating.

i02788851

Cooling System - Inspect

Cooling systems that are not regularly inspected are

the cause for increased engine temperatures. Make a

visual inspection of the cooling system before any

tests are performed.

16. Check the water temperature regulator. A water

temperature regulator that does not open, or a

water temperature regulator that only opens part of

the way can cause overheating. Refer to Systems

Operation, Testing and Adjusting, “Water

Personal  injury  can  result  from  escaping  fluid

under pressure.

Temperature Regulator - Test”.

If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure

before removing any hose from the radiator.

17. Check the water pump. A water pump with a

damaged impeller does not pump enough coolant

for correct engine cooling. Remove the water

pump and check for damage to the impeller. Refer

to Systems Operation, Testing and Adjusting,

“Water Pump - Test”.

1. Check the coolant level in the cooling system.

Refer to Operation and Maintenance Manual,

“Cooling System Coolant Level - Check”.

18. Check the air flow through the engine

2. Check the quality of the coolant. The coolant

should have the following properties:

compartment. The air flow through the radiator

comes out of the engine compartment. Ensure that

the filters, the air conditioner, and similar items are

not installed in a way that prevents the free flow of

air through the engine compartment.

•   Color that is similar to new coolant

•   Odor that is similar to new coolant

•   Free from dirt and debris

19. Check the aftercooler. A restriction of air flow

through the air to air aftercooler (if equipped) can

cause overheating. Check for debris or deposits

which would prevent the free flow of air through the

aftercooler.

If the coolant does not have these properties, drain

the system and flush the system. Refill the cooling

system with the correct mixture of water,

antifreeze, and coolant conditioner. Refer to

Operation and Maintenance Manual, “Fluid

Recommendations”.

20. Consider high outside temperatures. When

outside temperatures are too high for the rating of

the cooling system, there is not enough of a

temperature difference between the outside air and

coolant temperatures.

3. Look for leaks in the system.

Note: A small amount of coolant leakage across the

surface of the water pump seals is normal. This

leakage is required in order to provide lubrication for

this type of seal. A hole is provided in the water pump

housing in order to allow this coolant/seal lubricant to

drain from the pump housing. Intermittent leakage of

small amounts of coolant from this hole is not an

indication of water pump seal failure.

21. Consider high altitude operation. The cooling

capacity of the cooling system goes down as the

engine is operated at higher altitudes. A

pressurized cooling system that is large enough to

keep the coolant from boiling must be used.

22. The engine may be running in the lug condition.

When the load that is applied to the engine is too

large, the engine will run in the lug condition. When

the engine is running in the lug condition, engine

rpm does not increase with an increase of fuel.

This lower engine rpm causes a reduction in air

flow through the radiator. This lower engine rpm

also causes a reduction in coolant flow through the

system. This combination of less air and less

coolant flow during high input of fuel will cause

above normal heating.

4. Ensure that the air flow through the radiator does

not have a restriction. Look for bent core fins

between the folded cores of the radiator. Also, look

for debris between the folded cores of the radiator.

5. Inspect the drive belts for the fan.

6. Check for damage to the fan blades.

7. Look for air or combustion gas in the cooling

system.

8. Inspect the filler cap, and check the surface that

seals the filler cap. This surface must be clean.

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

49

Cooling System

i06196445

After the engine is cool, loosen the pressure cap in

order to relieve the pressure out of the cooling

system. Then remove the pressure cap.

Cooling System - Test

The level of the coolant should not be more than

13 mm (0.5 inch) from the bottom of the filler pipe. If

the cooling system is equipped with a sight glass, the

coolant should be to the proper level in the sight

glass.

This engine has a pressure type cooling system. A

pressure type cooling system has two advantages.

The cooling system can be operated in a safe manner

at a temperature higher than the normal boiling point

(steam) of water.

Checking the Filler Cap

This type of system prevents cavitation in the water

pump. Cavitation is the forming of low-pressure

bubbles in liquids that are caused by mechanical

forces. It is difficult to create a pocket of air in this type

of cooling system.

Table 10

Required Tools

Tool

Part Number

Part Description

Qty

A

GE50031

Pressurizing Pump

1

One cause for a pressure loss in the cooling system

can be a damaged seal on the radiator filler cap.

Illustration 42

g00921815

Boiling point of water

Remember that temperature and pressure work

together. When a diagnosis is made of a cooling

system problem, temperature and pressure must be

checked. Cooling system pressure will have an effect

on the cooling system temperature. For an example,

refer to Illustration 42 . This will show the effect of

pressure on the boiling point (steam) of water. This

will also show the effect of height above sea level.

Illustration 43

g01096114

Typical schematic of filler cap

(1) Sealing surface of both filler cap and radiator

Personal injury can result from hot coolant, steam

and alkali.

At operating  temperature,  engine coolant  is hot

and under pressure.  The radiator and all lines  to

heaters  or  the   engine  contain  hot  coolant  or

steam. Any contact can cause severe burns.

Personal injury can result from hot coolant, steam

and alkali.

At operating  temperature,  engine coolant  is hot

and under pressure. The  radiator and all lines  to

heaters  or  the   engine  contain  hot  coolant  or

steam. Any contact can cause severe burns.

Remove filler cap slowly to  relieve pressure only

when engine is  stopped and radiator cap is  cool

enough to touch with your bare hand.

Remove filler cap slowly to  relieve pressure only

when engine is  stopped and radiator cap is  cool

enough to touch with your bare hand.

Cooling

Avoid contact with skin and eyes.

System   Conditioner   contains   alkali.

Cooling   System   Conditioner   contains

Avoid contact with skin and eyes.

alkali.

To check for the amount of pressure that opens the

filler cap, use the following procedure:

The coolant level must be to the correct level in order

to check the coolant system. The engine must be cold

and the engine must not be running.

1. After the engine cools, carefully loosen the filler

cap. Slowly release the pressure from the cooling

system. Then, remove the filler cap.

This document has been printed from SPI2. NOT FOR RESALE

 

50

UENR0632

Cooling System

Carefully inspect the filler cap. Look for any

damage to the seals and to the sealing surface.

Inspect the following components for any foreign

substances:

4. Take the pressure reading on the gauge to 20 kPa

(3 psi) more than the pressure on the filler cap.

5. Check the radiator for leakage on the outside.

•   Filler cap

•   Seal

6. Check all connection points for leakage, and check

the hoses for leakage.

The cooling system does not have leakage only if the

following conditions exist:.

•   Surface for seal

Remove any deposits that are found on these

items, and remove any material that is found on

these items.

•   You do not observe any outside leakage.

•   The reading remains steady after five minutes.

2. Install the filler cap onto Tooling (A).

The inside of the cooling system has leakage only if

the following conditions exist:

3. Look at the gauge for the exact pressure that

opens the filler cap.

•   The reading on the gauge goes down.

•   You do NOTobserve any outside leakage.

Make any repairs, as required.

4. Compare the gauge reading with the opening

pressure that is listed on the filler cap.

5. If the filler cap is damaged, replace the filler cap.

Test For The Water Temperature

Gauge

Testing The Radiator And Cooling

System For Leaks

Table 12

Table 11

Required Tools

Required Tools

Tool

Part Number

Part Description

Qty

Tool

Part Number

Part Description

Qty

A

-

Thermometer

1

A

GE50031

Pressurizing Pump

1

Use the following procedure in order to check the

cooling system for leaks:

Personal  injury  can  result  from  escaping  fluid

under pressure.

If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure

before removing any hose from the radiator.

Personal injury can result from hot coolant, steam

and alkali.

At operating  temperature,  engine coolant  is hot

and under pressure. The  radiator and all lines  to

heaters  or  the   engine  contain  hot  coolant  or

steam. Any contact can cause severe burns.

Making contact with a  running engine can cause

burns from  hot parts and  can cause  injury from

rotating parts.

Remove filler cap slowly to  relieve pressure only

when engine is  stopped and radiator cap is  cool

enough to touch with your bare hand.

When working on an engine that is running, avoid

contact with hot parts and rotating parts.

Cooling   System   Conditioner   contains

Avoid contact with skin and eyes.

alkali.

Check the accuracy of the water temperature

indicator or water temperature sensor if you find

either of the following conditions:

1. After the engine is cool, loosen the filler cap slowly

and allow pressure out of the cooling system. Then

remove the filler cap from the radiator.

•   The engine runs at a temperature that is too hot,

but a normal temperature is indicated. A loss of

coolant is found.

2. Ensure that the coolant level is above the top of the

radiator core.

•   The engine runs at a normal temperature, but a hot

temperature is indicated. No loss of coolant is

found.

3. Install Tooling (A) onto the radiator.

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

51

Cooling System

Coolant temperature can also be read on the display

screens of the Electronic Service Tool.

3. Hang the water temperature regulator in the

container of water. The water temperature

regulator must be below the surface of the water

and away from the sides and the bottom of the

container.

4. Keep the water at the correct temperature for ten

minutes.

5. After ten minutes, remove the water temperature

regulator. Ensure that the water temperature

regulator is open.

Replace the water temperature regulator if the

water temperature regulator is not open at the

specified temperature. Refer to Specifications,

“Water Temperature Regulator”.

i02788939

Water Pump - Test  

Illustration 44

g03863733

Table 13

Typical example

(1) Water manifold assembly

Required Tools

Tool

Part Number

Part Description

Qty

Remove a plug from water manifold assembly (1).

Install Tooling (A) in the open port:

A

GE50033

Pressure Gauge

1

A temperature indicator of known accuracy can also

be used to make this check.

Start the engine. Run the engine until the temperature

reaches the desired range according to the test

thermometer. If necessary, place a cover over part of

the radiator in order to cause a restriction of the air

flow. The reading on the water temperature indicator

should agree with the test thermometer within the

tolerance range of the water temperature indicator.

Making contact with a  running engine can cause

burns from  hot parts and  can cause  injury from

rotating parts.

When working on an engine that is running, avoid

contact with hot parts and rotating parts.

i02788898

Water Temperature Regulator -

Test

Personal  injury  can  result  from  escaping  fluid

under pressure.

If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure

before removing any hose from the radiator.

1. Remove the water temperature regulator from the

engine.

2. Heat water in a suitable container until the

temperature is 98 °C (208 °F).

This document has been printed from SPI2. NOT FOR RESALE

 

52

UENR0632

Cooling System

Illustration 45

g01417901

Typical example

(1) Port

(2) Water manifold

Perform the following procedure in order to determine

if the water pump is operating correctly:

1. Remove one plug from port (1).

2. Install Tooling (A) in port (1).

3. Start the engine. Run the engine until the coolant is

at operating temperature. Refer to Specifications,

“Water Temperature Regulator” for further

information.

4. Note the water pump pressure. The water pump

pressure should be 100 to 125 kPa  (15 to 18 psi).

This document has been printed from SPI2. NOT FOR RESALE

 

UENR0632

53

Basic Engine

Basic Engine

If necessary, replace the connecting rod bearings.

Refer to Disassembly and Assembly, “Connecting

Rod Bearings - Remove” and Disassembly and

Assembly, “Connecting Rod Bearings - Install” for the

correct procedure.

i02788973

i02801041

Piston Ring Groove - Inspect  

Main Bearings - Inspect

Inspect the Piston and the Piston

Rings

Main bearings are available with smaller inside

diameters than the original size bearings. These

bearings are for crankshafts that have been ground.

1. Check the piston for wear and other damage.

If necessary, replace the main bearings. Refer to

Disassembly and Assembly, “Crankshaft Main

Bearings - Remove and Install” for the correct

procedure.

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

grooves and that the rings are not broken.

Inspect the Clearance of the Piston

Ring

i02801042

Cylinder Block - Inspect

1. Remove the piston rings and clean the grooves

and the piston rings.

2. Fit new piston rings in the piston grooves.

1. Clean all of the coolant passages and the oil

passages.

3. Check the clearance for the piston ring by placing a

suitable feeler gauge between the piston groove

and the top of piston ring. Refer to Specifications,

“Piston and Rings” for the dimensions.

2. Check the cylinder block for cracks and damage.

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

machined. This will affect the depth of the cylinder

liner flange and the piston height above the

cylinder block.

Inspect the Piston Ring End Gap

1. Clean all carbon from the top of the cylinder bores.

4. Check the front camshaft bearing for wear. Refer to

Specifications, “Camshaft Bearings” for the correct

specification of the camshaft bearing. If a new

bearing is needed, use a suitable adapter to press

the bearing out of the bore. Ensure that the oil hole

in the new bearing faces the front of the block. The

oil hole in the bearing must be aligned with the oil

hole in the cylinder block. The bearing must be

aligned with the face of the recess.

2. Place each piston ring in the cylinder bore just

below the cylinder ring ridge.

3. Use a suitable feeler gauge to measure piston ring

end gap. Refer to Specifications, “Piston and

Rings” for the dimensions.

Note: The coil spring must be removed from the oil

control ring before the gap of the oil control ring is

measured.

i03625788

i02799220

Cylinder Liner Projection -

Connecting Rod Bearings -

Inspect

Inspect

Table 14

The connecting rod bearings fit tightly in the bore in

the rod. If the bearing joints are worn, check the bore

size. This can be an indication of wear because of a

loose fit.

Required Tools

Tool

Part Number

Part Description

Qty

Connecting rod bearings are available with smaller

inside diameters than the original size bearings.

These bearings are for crankshafts that have been

ground.

(continued)

This document has been printed from SPI2. NOT FOR RESALE

 

54

UENR0632

Basic Engine

(Table 14, contd)

(Table 15, contd)

A

B

C

D

29990021

Clamp bolt (M16 x 2 mm)

6

Maximum Variation in Each

Liner

0.050 mm (0.0020 inch)

CH12571

GE50006

GE50007

Hard Washer

Clamp washer

Maximum Average Variation

Between Adjacent Liners

0.08 mm (0.0031 inch)

0.100 mm (0.0040 inch)

6

6

Clamp washer

Maximum Variation Between

All 6 Liners

Cylinder liner projection

tool

E

GE50002

1

9. If a liner does not meet the recommended cylinder

liner projection specification, check the following

parts:

1. Clean the cylinder liner flange and the cylinder

block surface. Remove, any nicks on the top of the

cylinder block (1).

•   The depth of the cylinder block bore should be

100.00 ± 0.03 mm (3.937 ± 0.001 inch).

2. Install the cylinder liners to the cylinder block

without seals or bands. Ensure that the cylinder

liners are installed to the original positions.

•   The liner flange should be 100.12 ± 0.03 mm

(3.942 ± 0.001 inch).

If the dimensions for the liner flange do not match

the specifications, replace the liner. Then repeat

the liner projection measurements. If the

dimensions for the depth of the cylinder block bore

do not match the specifications, replace the

cylinder block. Then repeat the liner projection

measurements.

Illustration 46

g01944741

3. Install Tooling (B), Tooling (C) and Tooling (D) to

Tooling (A). Install Tooling (A) around the liner (2).

Refer to illustration 46 .

4. Tighten the clamp bolts to a torque of 14 N·m

(10 lb ft).

5. Use Tooling (E) to measure the cylinder liner

projection at “A” ,  “B” , “C”  and  “D” . Refer to

illustration 47 .

6. Record the measurements for the cylinder.

7. Repeat steps 3 to 6 for each cylinder.

8. Add the four readings for each cylinder. Divide the

sum by four in order to find the average.

Table 15

Specifications

0.06 to 0.18 mm

Liner Projection

( 0.0024 to 0.0071 inch)

(continued)

This document has been printed from SPI2. NOT FOR RESALE