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Manuale Same Explorer 2

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Emanuele Lizzi
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8K views250 pages

Manuale Same Explorer 2

Uploaded by

Emanuele Lizzi
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF or read online on Scribd
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SAME 55 60 65 70 75 86 90 EXPLORER II 60 70 80 90 E vietata la riproduzione, anche parziale, del testo delle iliustrazioni. La reproduction du présent ouvrage, du texte et des illustrations, méme partielle est interaite. Text and illustrations herewith enclosed may not be reproduced, not even in part and by any means. Der Nachdruck des Textes und der Abbildungen ist, auch auszugsweise, verboten. ‘Se prohibe la reproduccién total o parcial del texto y de las ilustraciones. 4 proibida a reproducao, até mesmo parcial, do texto e das ilustracdes. La ditferonza tra i tempi di aggiornamento in stampa e | tempi delle modifiche tecniche (variando queste ultime continuamente, cid al ‘ine di offrire prodott sempre piu qualiicati) mpongono di dichiarare, per correttezza, che | dati contenuti nella presente edizione sono ‘suscettibil di variazione in qualsiasi momento e che quindi non sono impegnativ. _Le temps qui s'écoule entre a mise jour en impression et fos modifications techniques (ces demisres changeant continuelloment afin check frequently after 50 ‘change engine oil and replace oil filter use recommended oil ont hours’ work 7 aoe e 7 ¥ D> before fitting the filter, oil the sealing ring The observance of the scheduled maintenance operations is vital to tractor to provide good working conditions, also when onerous ‘machine idle time costs for the farm and hard servicing problems for the repair technician are respectively to be avoided. A scrupulous check on such operations through a specialized workshop is then needed, in order to offer the final customer the ‘most quailfied and comprehensive service. The technician will then instruct the user to strictly observe the following simple rules, so as the tractor may be correctly operated and machine depreciation successfully curbed. periodical inspection — At regular intervals perform an accurate lubrication of all tractor greasing points and check oil levels. — Make sure the nuts are properly tightened according to prescriptions — Inspect cylinder and cylinder head fins frequently as well as the oil radiator, carry out cleaning when necessary — Check brake and clutch fluid level within the related hydraulic fluid reservoir. — Adjust parking brake control lever** — Be sure the pilot lights are always functioning propery. — Check for correct battery electrolyte level. For cab tractors — Make sure the air conditioning system condenser is duly clean. temperature atiercazahiraest Ga — Top-up windscreen washing fluid level in reservoir. In very cold climates it is advised to add some of the concentrated antitreezing fluid having ret. no. 3.427.020.0. Mixing should be made by ~ ‘o0ors000 ‘observing the proportions given nearby. 100072000 1000/1000 periodical replacements Every 300 HOURS replace engine oil filter (this should be done every 2 engine oll changes). replace fuel filter VB. - The recurrence of these operations must be meviculously observed: its advisable to take note ofthe tractor working hours whan ‘these replacements take place. Cold starting When the temperature is particularly cold and no winter-type Diesel oll is available, we recommend adding an additive to the fuel, 60 as to make starting easier. This mixture avoids the paraffin molecules contained in the fuel soliditying and becoming deposited in the filters, thus preventing the fuel flow to the injection pump. Strictly observe the flowing instructions to perform this operation ‘Add to the fuel the AGIP ROAR additive (or the PRO-FLUID Anti-Frigeant additive, made by Pro-C following proportions: 1 litre additive every 100 litres fuel). ‘The additive should be poured before the fuel (the latter should have a temperature below - 5°C). Before using the tractor, let the engine turn over for a few minutes, so that the fuel can circulate throughout the supply circuit. If the above mentioned additive is not available, it is alternatively possible to use a fuel oil/kerosene mixture in the following proportions. 20% kerosene, when temperature is between -5° and -10°C; 30%, with a temperature included between -10 and -15°C. WARNING - This kind of mixture reduces the efficiency of the engine; therefore, its use should be restricted to those cases where the climatic conditions make it ahsolutely necessary. *Itthe tractor is a DUAL TRAC SYSTEM model, check oil level within the brake and clutch fluid reservoir for reversed driving position. ** If tractor is a DUAL TRAC SYSTEM model, also check for reversed driving postion brake control bur) using the 10 agi: wane 0 evinte) 6.7 ters 9.2 110 + Toa aaron oi pls hydraulic services, 60 7 Mrs remain win the power case and can Now back ito gearbox ony ater reroweg the spec sro pl, | pr theo rrame nth Monat tering nde ane owe I nes. recommended lubricants s a eee Gearbox - Differential - Rear reduction a eon ‘axle - Front reduction gears- AGIP i ROTRA THT- SL (APL-GL4) ‘AGIP ATF DEXRON lic power‘ system - Auxiliary systems: Hydrostatic steering - Power take-off Brake and clutch controts engine: ii ‘Very cold cleat - Winter [AGIP DIESEL SIGMA S SAE 20w/20 (AP! SE - COIMIL-2108 D) ‘Summer AGIP DIESEL SIGMA S SAE30 (API SE- COMILL-2104 0) ‘Very hs simaes [AGI DIESEL SIGMA S SAE 40 (AP! SE COMMLL2104D) 'AS an altomative its possible to use for year-long operation ‘AGIP SUPERDIESEL MULTIGRADE SAE 1SW/40 (API SE: CDIUSA MIL-L-2104 0), " To ensure perfect tractor efficiency and avoid serious drawbacks, as well as to optimize your investment and the operational expenses, it is recommended the use of "ORIGINAL SPARE PARTS". Spare parts orders must specify the following: 1 > Tractor serial number and engine serial number (i! the engine is concerned). 2 Denomination and reference number ot the required spare part. TYPE AND REFERENCE NUMBER OF THE TACTOR FRAME. ENGINE SERIAL NUMBER AND TYPE Operating efficiency, low fuel consumption and essential maintenance are the Company goals achieved through the design of these engines. Modular construction is the funda- mental principle permitting over 80% of their components to be standardized. These engines adopt our traditional and worldwide tested air-cooling system. In addi- tion, the lower parts of both pistons and cylinders are kept under constant terpera- ture through a new auxiliary oil cooling sys- tem. This providing a further improvemont in thermodynamic efficiency and a prompt engine response after a cold starting, the latter being already a peculiar property of our air-cooled engines. Besides reducing the machine idle time after starting the engine, the engine-warm up time, during which major wear usually occurs, is severely restricted, ‘A.- Top dead centre (TDC) B Bottom dead centro (BDC) C-- Injection advance D - Valve overlap a Intake Exhaust ‘e - Opening ‘d- Closing 18* for ongine 1000 18° for ongine 916 Fig. 1 - Engine cross-section. EB encine HE engine section Fig. 2 - engine longitudinal section 4 specifications [i T 170 special | 80 special | 0 resi “soepecia “ese "beewe. 507 EXPLORER II eee) Se ee | ee ©" | wu | 0 = — Tass nea area oma | nen oo eat cycle [DIESEL | DIESEL | DIESEL | DIESEL | DIESEL | DIESEL = catia eee ee. a — onecr| preeT [ores] oneer (maser [meer | eon ee elaine seen ee 5 oylinder arrangement {ine lating) ing | intine | ine tine | _inine | nine bore x piston stroke mm | 10ax110 | 108x110 | 10@x110 | 105x115.5 | 105K115.6 | 105x1118.5| 105x115.5. stroke/bore ratio 1.068 1068 | (1068 | aA 1 cE} displacement em? | 2750 | 9866 | 9666 | 000.08 | 4000.4 | 4000.44 | 400044 compression ratio: ATA a74 497A rs A741 17:4 16:1 wana | eee se ee peck horsepower epeed rpm. | 2500 | 2350 | 2500, daNm 18 23 25.69 max. torque kgm | 178 226 25.2 max. torque speed rpm. | 1300 1500 1599 — for ere) ‘so iene average piston speed | (at peak speed) 8.616 9.166 Ss pend aaee Fa yaH me sen oao{ seep eolonc-rero|anarcasc pps 7rio| Bae by overhead valves ‘timing and camshaft sels sepa toa Sa argon eee tee SS epee ttrs th TC in = closing after the BDC - 40° seer a the BDC. | ag = Benga he TDG i Games iceland og im eas ‘valve overiap (valve balancing) ai 55 | 1000.A engines 18° Injoction advance (geometric) before the TDC 916.A engines et eS rea a ee ee feetraeten ea “+ The valve opening and closing figures are the operating ones. With a cold engine, these figures apply to timing adjustment only after ‘correcting the clearance betwoon valves and rockers from 0.20 to 0.25 mm, 15 Hl lubrication system - specifications engine type. = lubrication ci = pump delivery rate at 2500 engine p.m (80 wea) Vinin = pressure rliet valve callbration ar “piston cooling nozzle adjustment ber ‘minimum lubricating oll pressure al iding speed bar (0th hot ol a peak speed bar replaceable cartridge filter a. Cae a fering finenese ‘micron total fitering surface om Steume capacity oll radiator il cooler ret. no. 16 fuel system - specifications J fuel system p a I ‘by diaphragm pump = tof. no. an 2.4519.300.0 eam = pump delivery when pressure inside the circuit changes from 0 to 0.4 bar and engine is at peak speed wh 100 wih eagle oynder,Inersec1ype pumps Injection ‘and pumping elements driven by the camshat ft —__ BOSCH ‘OMAP PFR 1K 80 A503 OPFR 1K 90286 ‘Syinder engine 3 = pump number = ‘oylindor engine 4 ‘Seylinder engine 132 ection order ‘cylinder engine 14-2 36.822 70 manufacturer zr = ype = pumping element diameter 7 om | = pumoig amen oer (ah (punp dae t 750.5. C000 stoke) om? = Injection crcut residual regulating pressure zs ar injection nozzles : = manufacturer BOSCH OMAP = injection nozzle type DLA 1808925 (OLL150S8977 Injection nozzle holder type KBEL 1008 31 ‘OKLL 1005 3101 = rated pressure injection pipe Inside diameter Cylinder pressure at sea level and at 150 {with hot of measured through No. 5.9090.500, ‘ry-type fitter = fitor ref. no. a 2.4249.410.0 2.4249,950.0 = filter diameter 5 8 fuel fitter iz with replaceable paper cartridge = iter ref. no. 2.4319.060.0/10 = tering fineness micron 1.542 3|g e 7 b Fig. 4 - Fuel supply schematic. 7 Fig. § - Turbocharger. a eK GARRETT |e tos.208 Ta si78 turbocharger nas2ee4 aaron | Compressor and turbine _ oi niin elle ee with redial whee! | on floating bearings and gate shat “eth ob eal tsetse sells ane anne singe iterating orem inked othe engine operating rvohing epeed eT tmean preeeure in the duet el compressor ant mee 1400 engine tm : bar el = aL 2800 engine 9. ber ‘ir flow rate under ‘conditions: at 1400 engine r.p.m. 0.06 J at 2500 engine r.p.m. : maa 5 0.10 | ‘ir temperature inside Intake manifold:: = at 1400 engine r.p.m. *c 60 | = at 2500 engine r.p.m 90 flow rate inside oll delivery pipe 18 The cooling system consists of @ ventilation unit composed by a fan, a stator and an air conveyor. ‘The stator function is to “break” the whirling motion of the cooling air flow provided by the fan, so that it can be oriented to obtain the utmost penetration into the air conveyor duct. This guarantees on efficient cooling of all cylinder heads and cylinder fins. Whilst the hottest parts of the engine get proper cooling through the ventilation unit, those subject to a variable temperature range are however kept under constant temperature thanks to the ail low lapping the cylinder lower parts. This system ensures high thermodynamic efficiency as well as prompt engine power availabilty after @ cold start. Beene Seyiinder engine ‘eylinder engine | fan 7 polypropylene biades fan_ diameter mm 220 a0 (6a ratio between engine and fan 124 124 fan blade number parasi 13 volumetric flow rate at 2500 p.m. : mm | ___2280 3160 zl Fig. 6 - Cooling system Ce eee cylinder block The one-piece cylinder block is a particularly sturdy casting. All oil passages necessary for piston lubrication and cooling are directly machined in it. Whenever the engine is stripped, ensure that all passages are not obstructed. if necessary clean them by compressed air, after the block has been soaked for some time in a water and soda or Diesel oil bath and all passage caps have been removed It is most important to make sure that neither the piston cooling nozzles nor the cylinder bottom cooling throttlings are obstructed; this could in fact prevent the engine from running smoothly. After removing the piston cooling nozzles, pay particular attention, on reassembly procedure, so as to avoid any interference with piston stroke, this would surely result in a very serious damage to engine. For this reason we recom mend using No. 5.9030.655.0 special tool enabling them to be correctly positioned. The tappet seat surfaces should be perfectly smooth. Tappets must be inserted before installing the camshaft and with the cylinder block overturned. After fitting the tappets ensure they can move freely. Fitting bushings into the camshaft journals. Ensure the camshaft journal bushings are correctly tioned, i.e. perfectly aligned with the oil passage mach in the block Bushings should be positioned in such a way they recede of about 2 mm with respact to the holes in the block, except the last bushing on flywheel side, which must be flush with timing case The timing case is forged aluminium-light-alloy. The use of No. 5.9030.634.0 too! is indispensable to obtain perfect concentricity of the oil seal to the crankshaft and coplanarity of the auxiliary drives fixing surfaces. On assembly, after placing the proper gasket between timing case and cylinder block, true the case on the idler gear pin; then fit the screws without tightening them fully. Remove excess gasket; apply No. 5.9030.634.0 tool and perform full screw tightening. Remove the tool. Fig, 13 Drive gear toothing backlash. 2 Fig. 14 - Aligning timing case with the cylinder block. D_ POSTMODIFICATION Adjusting backlash between the gear tecth of the auxiliary engine drive. (The maximum power drawn should never exceed 30% of the engine pow: Fit some shims between the engine plane and the application base 0 as a backlash of 0.1 to 0.2 mm between the gear teeth is allowed. The pack of shims must be put together by alternating metallic and isogene shims, the first and last shims being of isogene (the first metal shim on engine side shall be 0.5 mm) After dismantling the timing case gears, provision shall be made, rior to reassembly, for a new timing by following the instructions given on page 54. Make sure the idler gear shoulder rings are not excessively worn, also check pin surface and gear inside face for signs of scoring, Hydraulic pump support (or air compressor) located between cylinder block and timing case. If pumps are removed from support, it will be necessary to apply some MOLYCOTE RB2 grease to lubricate the joint broachings. When the support flange E is provided with 2,4 mm @ holes, itis, recommended to plug them after machining a thread (M5 p. 0.8x6) and fitting No. 2.0512.001.1 dowel ‘Should it be necessary to remove the support flange too, place, on reassembly, bushing A as illustrated in 1 figure 16, ‘A modification has been introduced by removing seal ring B to enable better oil circulation between the toothed surfaces. For the ‘same reason also the sealing system C has been taken. In addition bushing D broached band has been widened to provide a larger working area for better operation HW) p/ instructions for engine assembly Be sure all the plugs have been removed, then carefully clean the cylinder block and the lubricating passages with cleaning solvent and afterwards perform drying through compressed air. On reassembly, replace all sealing rings and gaskets. The use of proper tools is of prime importance to the correct performance of all mechanical operations. Prior to reassembly use some engine oil to lubricate the faces of all components subject to relative motion. The use of special grease is needed for some components so as they can be correctly held in position and assembly operations facilitated. Pay particular attention to the direction of assembly of some items by directly referring to the exploded views illustrated. N.B. - The connecting rod half bearings in turbocharged engines, marked with a red strip, also can be fitted on to aspirated engines but not contrarily. Fig. 17- Before assembling the engine ceanthe block proper, tal plugs and then fasten i to No. §:9080-491.¢ swivel bench, Fit the cooing nozies by postoning them as shown cn page 20, Fig. 19- Fitting breather unit engine oil return pipe into the block and Fig. 20 - Apply some “PIANERMETIC DENSO 510” sealant, ref. securing oll vapour decantation device through the two related fixing no. 3.4650.026.0, to the rear plane at the height both ofthe screw screws, plugs and expansion plug 23 Fig. 21 - Cylinder wear check diagram, Fig. 23 - Measuring cylinder 24 Maouiene cee Fig. 22 - Cylinder position to piston, Overall cleaning After removal, clean the cylinder with water and soda or Diesel oll; also the one-piece block parts forming the cylinder cooling oil chamber must be thoroughly cleaned. Checking cylinders Examine the cylinder surfaces for scoring, ovalization, taper and excessive wear. An acceptable cylinder wear give the cylinder a light taper; but if barrel-shaped wear is noticed, then the cylinder must be replaced Measurements are to be taken on each single cylinder at three different levels, and also on two planes being perpen: dicular to each other. If the diameter measured is above the maximum wear limit the cylinders shall be replaced Whenever the piston rings are replaced because of excess wear, also inspect cylinder internal surfaces, if these are completely smooth, cylinder reboring will be necessary to permit the new piston rings to become correctly bedded With the special tool, pertorm a swift to-and-fro movement in order to score the internal cylinder surface similarly to that shown in figure 21 Using following equipment: 5.9030.272.0 _centesimal compatator; 5.9030.433.0 comparator rest; 5.9030.631.4/10 cylinder prossing tool, make sure the piston crown at T.D.C. recedes from the head ‘gasket bearing face (fig. 24). Move the rest until the comparator feeler lies on the cylinder surface, atter which the value indicated by the comparator can be read. Set the comparator to zero. Place the rest so that the comparator feeler lies on the piston head at T.0.C. and take measurement, 916.A engine: If this reading differs from that specified, it will be necessary to restore the prescribed allowances by adding or removing shims from the piston lower part (if shims have to be removed, we recommend cutting them so that they can be withdrawn without dismounting the cylinder, as otherwise it would be difficult to remove them from mounted pistons) N.B. - After performing proper shimming, It is necessary to apply some No. 3.4650.036.0 DIRKO (transparent) sealing ‘compound to shim: 1000.A engines Choose the gasket to be fitted according to the measurement taken (see also D in the table given here under). For better cylinder rest in the cylinder block a special machining as shown in figure 26 was performed. 916.A engines 1 nace dareter measured _hattrey along te eyiner 3 roundness © piston recss Forth oad geoka beoreg faca or oincer 1000.A engines sured half-way along the cylinder _ mm B_ roundness error eee mm | © piston recess from PEE hhead gasket bearing face on cylinder mm D determining the engine head eee ‘gasket thickness gasket et. no. 0.85 146000 mm (gasket rel no. 0.85.1451.0 mm. gasket rl no. 0.85.14530 mm. Gasket rt no. 0.85, 14520 mm. Fig. 25 - Engine head gasket. cme eee Fig. 26- Modified aylinder face within the oylinder block. Fig. 27 - Measuring engine head gasket thickness. @ machining | 3 max wear "108.000 Soc Tt 105.100 0.020 0.080 0.90 0.40 value measured gasket thickness. 0.562 ~ 0.30 0.5 without locating notches 0.290 = -0.11 | 0.7 with 1 locating notch 0.100 = +0.02 | 0.8 with 3 locating notches 0090 = torre | win 2 tocaing tenes 25 ao crankshaft SAME I i bi Fig, 28- Crankshaft and main bearing dimensions. crankshaft main journal and big end journal machining 1b crankshatt tail journal machining —big end journal taper big end journal out-oroundness ©_main bearing inside diameter ‘st undersize [machining ‘A__main journal diameter : mmm | 70,000 “282 1st grinding ae a 7 mm | 69.750 $5 2nd grincing mm | 68 __ max. journal taper om_| _-max. journal out-of roundness sm _| boring diameter of the main bearing caps _ at mm | 8 big end journal ai pee __mm |" 635 =istornang ~ mw — 2nd grnaing mm crankshaft ‘The 3-cylinder engine crankshatt is a highly resistant nodular cast iron forging, while the 4-cylinder engine crankshaft may be either a nodular cast iron or an alloy steel forging. Both are equipped with induction-hardened main and big end journals, same hardening is provided for the working race of the rear crankshaft oil sealing ring. ‘The radiuses connecting the main and big end journals are rolled type. In case of crankshaft grinding, only the journal surfaces are to be machined, any denting of the cranckshaft connecting radiuses with the grinding wheel is to be prevented. ‘After grinding the shoulder faces connected to the crankshatt tal journal, the faces must be connected through a radius 3 by a diameter of 2 80 mm During grinding it is preferable the crankshaft to be turned in opposite direction with regards to the operating one, whilst it has to be turned in the operating direction of rotation when crankshaft journals are polished Prior to grinding each crankshaft is to be crack-detected and also demagnetized, if necessary. The rear sealing ring working race grinding shall be performed through plunge-cut grinding and the grinding wheel shall be dressed avoiding any axial movements. Special steel crankshatts are provided with liquid-nitrided journals; this hardening process must be repeated after any crankshaft ‘grinding operations. On grinding ensure the connecting radiuses are unchanged, if not, a new machining is to be made according to the dimensions given in figure. ‘These crankshafts must be ground and polished as described for cast iron crankshafts and then must be nitrided and polished again. ~ Or A LE Fig. 80 - Engine crankshaft cross-section. Fig. $2 - Measuring crankshaft Bana 2 Fig. 34 - Chocking orankshatt end play. 28 Crankshaft end play is adjusted through two-part spacer rings, see also specification table, fitted on to the rear main bearing side (fiywhee! side); they are provided with a projection preventing incorrect assembly; these rings can also be fitted after installing the crankshatt. Each main bearing consists of two shells, each being provided with a small tongue permitting it to be held in position inside the bearing cap seat; the upper bearing shell is provided with a oil ow cavity, Main bearing caps shall be positioned according to the numbering printed on their body and fixed to the block through the two special securing screws, which can only be replaced with other of genuine type. Checking crankshaft After cleaning the crankshaft thoroughly, the crankshaft must be carefully examined Make absolutely sure the main and big end journals do not show signs of seizure, otherwise rigrinding will be necessary; if the journals are cracked the crankshaft will have to be replaced. Using a micrometer gauge measure the main journal diameter; if it is below specifications, as it is given in the related table, a ragrinding shall be performed. Checking crankshaft journal out-of-roundness and taper Using a micrometer gauge to measure crankshaft journal taper and out-of-roundness amount; if readings exceed the maximum allowancos specified a regrinding shall be performed. (Refer to specification table) Checking main bearing Clean main bearings accurately and then examine their internal surtaces for indentation, scuffing, scratching or evident antitriction, lining material wear. If any they must be replaced. Check main bearing inside diameter through an internal compara- tor; if the diameters are found to be in excess of the maximum wear limits, the main bearings shall be repiaced. The main bearings are supplied as spare parts either with normal size or undersize inside diameter; the inside diameter undersize scale is as follows: 0.25 to 0.50 mm, Be very careful when installing the main bearings in order that they can be correctly positioned. The bearing shells provided with lubricating hole must be directly positioned into the block forging and not into the main bearing caps. Se Fitting main bearing caps The numbers stamped on the main bearing caps must be on the same side as those stamped on the block Carefully check main bearing cap fixing screws for stretching, if any replace them with original screws only. Cleaning crankshaft and cylinder block internal passages Cleaning ot the lubricating oll passage shall be made after all crankshaft and cylinder block inspections, adjustments and repairs have been accomplished. ‘This can be carried out by using Diesel fuel or compressed air blasted into the passages. ‘Checking crankshaft end play Fig. 37 - Special fixture for piston positioning and crankshaft installation. ‘This operation is performed by means of a magnetic base comparator and then operating as follows: = Apply the magnetic base together with comparator on to the ‘crankcase and then make the comparator feeler contact one of the crankshaft ends; - Use a lever to move the crankshaft axially towards the comparator sside until the comparator hand stops moving; Reset comparator to zero and, still using the lever, push the Crankshaft towards the opposite side and then read the end play value on the comparator dial. This reading should be included between 0.10 to 0.27 mm, if higher, some spacing half rings being oversized 0.10 to 0.20 mm, with respect to the nominal thick: ness, must be fitted. Triangular-section gaskets must protrude as shown in figure. The ‘gasket material has been changed {and the new gaskets can be easily recognised for they have red [___ colour. Fig. 35 - Main bearing cap gasket installation, Crankshaft for 1000 series engines 2 This crankshaft was modified by changing the rear chamfer from 1.5xa5" to 3.5x30". In addition the oll sealing ring contact face was hardened, This permits the sealing ring to be fitted without using No. 5.9030.628.0 special too: bb - The front pulley holding hub chamfer was modified from 3x45° to 3x30! and the sealing ring working area polished. Moreover, anew seal ring ensuring greater reliability, manufactured by the firm GORCOS, has been adopted (tem ret. no. is unchanged) Fig, 39 - Fitting main bearing shell into the main bearing cap. Fig. 96 - Engine crankshaft modifications. Fig. 40 - Installing crankshaft main bearing caps. 29 32 308 35 Foe Fig. 43 - Pulling out or driving in rod bushing, enmesting rod Bearing inalde ameter ieainiersse connecting rod bushing inside diameter ‘maximum misalignment of the connecting rod sm (measured at 49 mm from the connecting rod cent 30 connecting rods - connecting rod bearings and bushings Checking connecting rod axis parallelism (using No, 5.9030.651.0 special tool) Position the connecting rod on to the special tool and fit the comparator by loading the feeler of 1 mm against the gudgeon pin. Move the connecting rod from right to left and reset comparator to zero when the comparator hand indicates the maximum value, Remove the connecting rod from the tool and refit after rotating it of 180° along its longitudinal axis. Repeat this operation and note the difference in reading compared to the previous taken; if the difference is above the prescribed tolerances, the rod needs to be straightened by a hand press. Checking connecting rod bushings and bearings Check connecting rod bushings and bearings for scoring or scuffing. Wear amount should not exceed specifications, other- wise they must be replaced. ‘The assembled internal diameter of the bushing should be within the specifications given. Checking connecting rod weight ‘The difference in weight between one engine connecting rod and another must never exceed 20 gr. Fig. 44- Measuring rod axis parallelism, @ machining | © max wear mm | 63.500 235% 63.620 wn | 63,250 199% | 63.370, mm | 63.000 \5% 69.120 318A mm | 32.060 1000 mm 353228 35.060 mm 0.08 ee A. piston diameter at 90° of the gudgeon axis and ‘at 10 mm from the bottom si B clearance between piston rings and piston ring grooves in piston (with: new piston rings) = Ast piston ring __= 2nd piston ring € piston ring end gap = st piston ring __= 2nd piston Fing = 3d piston ring D inside diameter __ of gudgeon bore in piston pistons ‘The pistons are specially forged hypereutecticaluriniumsiicone alloy, ‘The air-fuel mixing chamber machined in piston crown has troWal shape. ‘Both the part number and retorence A (ai), Le. piston Kentiication code, are printed on piston top. piston rings Pay particular attention to the identification marks on the piston rings for correct assembly Inserting the fest oF the second piston ring upside down, apart rom correct piston groove. wit result either in engine uneven operation or serious damage. Figure lhstrates how corect assembly must be performed. Warsog nen ela epson ngs in uboctarged engres. isos potas atarbon ra the econd pion ng has CHROMIUM PLATED exer seni eutce (Thao vadstaling nee, ral cornet mgs Beorgng pred ens) o.110+0.142 | _ mmm | 0.050 0.082 “31d piston ring mm 0.040--0.075 1000.8 { 180 | ~0.300- 200 aspirated 35: 5533 32.020 tune 133 “31570 | 95 hae Fig. 46 - Measuring piston diameter —e macining |e max wr | agsecest hae a| 4 31 rpEE Ty er ian ay Edengine EEX crankshaft Cleaning pistons Descale piston crown and piston ring grooves using an emery cloth. Remove any buildups from gudgeon snap ring seats. After all parts have been cleaned and before further checking is performed, examine them carefully for cracking ‘or damage which might require relacement. Light scoring or seizing signs can be removed with very fine emery cloth’ Checking pistons Measure piston diameter with a micrometer gauge as shown in figure 46. Ifthe diameter measured is below specifications, as indicat- ed in table on page 31, the piston needs to be replaced Fig. 48 - Checking clearance betwoon piston rings Checking gudgeon pin and its seat in piston ‘and their grooves in piston, eee 7 If either gudgeon or related seat diameter measurement differs trom specifications, the replacement of the worn-out part is recommended. Check also gudgeon pin snap rings for proper elasticity or for damage; replace them if they are found not conforming to operating requirements. Checking piston ring end gap Both the compression ring and the oil control ring end gap within the cylinder should not exceed specifications. This check is carried out by inserting the piston rings into the cylinder so as the ring end gap can be measured through No. 5.9030.270.0 special thickness gauge, as shown in figure 47, NOTE - Excessive clearance between piston rings and piston ring grooves in piston causes high lubricant con. sumption as well as engine power loss. Piston rings must be replaced whenever piston is removed or cylinders are replaced. Fig. 50 - Shimming 916.4 engine cylinders ees Checking clearance between piston rings and piston ring grooves in piston This check is to be made with new piston rings, as shown in figure 48. After inserting the piston ring into the piston ring groove, also insert the blade of No. 5.9030.270.0 thickness gauge; refer to specification table for maximum clearance allowable. If the clearance measured exceeds the maximum allowance, piston shall be replaced Inserting piston rings During cylinder assembly, whilst the first piston ring cut should be moved 60° from gudgeon pin axis, the other piston rings should be inserted with their cuts moved of 120° from each other. Fitting pistons into the cylinders Use No. 5.9030.654.0 ring clamping band, as shown in figure 51, to insert pistons into the cylinders. After fitting a packing of shims of at least 0.80 mm into the cylinder seat in the block, insert piston and cylinders into the cylinder block (shim packing should be composed of shims having different thickness: i.e. 0.5, 0.10, 0.20). The connecting rod and piston assembly should be placed by positioning the combustion chambers on the same side as tappets (Fig. 53); otherwise, if the arrow stamped on piston crown is referred to, the arrow point shall be oriented in the same direction as the cooling air flow direction. The numbers printed on connecting rod caps should be on the same side as those punched on the connecting rods. NOTE - Pistons can be taken without removing the crankshaft by withdrawing them along with the connecting rods directly from the cylinders, this is obtained after removing both cylinder heads and connecting rod caps. as ati engine §J crankshaft [Eq Fig. 53 - Positioning piston and con-rod assembly. counterweights on 4-cylinder engines specifications doxatanreit od pay Peete eae Sesto Get abet ee mm 020-025 | bushing major diameter mm 26 chon mm | 26.150 | abe | allowance between countrweighs and ic Fig. 54 - Details of the counterweight assembly. Checking counterweights ‘Check counterweight bushing inside surface conditions. Ensure the inside diameter is not above specifications; otherwise they must be replaced, With bushing installed perform boring according to specifications in table Installing and calibrating counterweights Position the weight marked with S in its support seat, then position the weight marked with D too s0 as the the engraved teeth coincide as shown in figure. Fit gudgeons E and insert spacer washers H. Be sure the counterweight end play is 0.1 to 0.43 mm. Complete installation by fixing gudgeons through special pine F and the weights through securing screw C. Apply the support and weight assembly underneath the cylinder block so as the engraved counterweight tooth marked with S ‘engages into the two engraved teeth of crankshaft crown whee! B. Fit then shims G until a backlash of 0.20 to 0.25 mm between crankshaft crown wheel and weight S teeth is attained Remove screw C and detinitively lock weight support to cylinder block securing screws also applying some Loctite 242, NOTE - The left-hand counterweight in 1000.A engines is a specific pattern and differs from that of the 916.A engines. It is ‘Most important to pay attention to the left-hand counterweight type being installed on to the 1000.4 engine, as fitting a wrong weigh type will cause it to collide with the crankshaft leading to a dangerous item rupture. a E Fig. 87 - Engine-mounted counterweight. Fig. 58 - Fitting the counterweight bushings 34 engine flywheel Before removing the flywheel, itis also advisable to remove two diametrically opposed screws and replace them with two stud bolts. To replace the flywheel ring gear operate as follows: Immerge the flywheel into a water-filled container, keeping the fiywheel lifted a few centimeters from the container bottom by means of small iron blocks, fitted under the ring gear teeth; the ring gear should be turned upwards and Project a few millimeters from the water surface: Using a flame heat the ring gear all around the toothed sector until the flywheel drops to the container bottom as a result of the expansion caused by heat; Heat the new ring gear up to a temperature of about 200° and position into flywheel housing, ensuring the tooth chamfers are turned upwards as shown in figure 59. Checking engine flywheel Check the flywheel sliding surface for scoring; if necessary, Qrind the surface to a roughness of 1.6 micron The flywheel contact surface should have perfect coplana- rity with the clutch plate; this can be checked by fitting a magnetic base comparator as itis illustrated in figure 60 and rotating the flywheel manually. liom Fig, 59 - Ring gear position on engine flywheel. Fig. 60 - Checking flywhee! face for coplanarity Fig. 61- Using a flame toremove the ring gear from flywheel housing, Fig. 62 - Engine flywheel 35 36 crankshaft removal procedur 1 - Remove engine from tractor and install on No. 5.9030.002.0 ‘engine traveling stand for transfer on No. 5.9030.491.4 swivel bench. 2 - Remove oil pan and oil pump suction rose. 3 - After removing the pulley belt take the pulley from the crankshaft along with pulley hub. 4 - remove engine front case, rear flywheel, engine to gearbox connecting flange and sealing ring holding flange. (in 4-cylinder engines also the counterweight assembly is to be removed) 5 - Remove big end caps and relative bronze bushings. 6 - Remove main bearing caps and relative bronze bushings. 7 - Remove the crankshaft and take the upper bronze bushings. nder engine crankshaft __B- 4cylinder engine crankshaft. ([Camactinng [0 ax wear] Camshaft cam lift = intake cam ‘exhaust cam 6.30 6.20 7.50 54.950 55.180, 40.125 39.350 = injection cam The installation of single-cylinder injection pumps besides Wo venelend coven tan assuring an even load distribution on to the camshaft has permitted two bearings each camshaft journal to be fitted into the engine block thus reducing camshaft flexure to a minimum. A bimetallic bushing is inserted in each bearing to ensure very smooth camshaft operation. It can be replaced when wear is above specified limits. Precise camshaft cam action is thus guaranteed for even timing system operation. The camshaft is held in position by a forked plate fitted on engine front side. The engine governor and oil pump drive gear is mounted on the rear camshaft end. Prior to fitting camshaft, the engine block should be ‘overturned and the tappets inserted into the relevant seats after lubricating them with oil Fig. 67 - Camshaft fxing forked plat Make sure they are free to slide within their seats. Checking camshaft Examine both camshaft journal and cam surfaces: they must be thoroughly smooth and in perfect operating condi- tions. fon the contrary cé 1ow any seizing or scoring it must be replaced together with the bushings installed in the block; Only if a very small evidence of deterioration is noticed, this should be eliminated using a very fine grain abrasive stone. Place the camshaft on the special cross-shaped rests for wear check and then apply a comparator feeler onto each single cam, then rotate the camshaft. Minimum cam lift should not be below specifications; otherwise the camshaft must be replaced. Checking camshaft bushings Examine bushing inside surface thoroughly; should any seizing or evident wear of the antifriction lining be found, they must be replaced. If normal conditions are noticed, check the bushing inside diameter by using an internal comparator, if the bushing inside diameter measured is in excess of the specified maximum wear allowable, they shall be replaced. Each time the bushings are replaced they must be bored. Checking timing gear Be sure the gear teeth are not spalled or excessively worn. Replace the gear as necessary. Fig. 70 - Inserting camshaft bushings Fig. 71 - Camshatt 38 ay caren ag aN aE — ee engine EA ge, 62 ee 4 Ee ee, cylinder head —Z¥ co cylinder heads - valves - valve rockers @ machining | © max wear oa = int 9a 8.940 ‘A_ valve stem diameter = exnaust_mm | 9 $88 8.940 B mm | 9:3z2 | 9,100 Pee T 916.4 1000.4 © valve seat angle 44° 90°, 20° 30" 3, D contact width between valve seat insert and valve exhaust_mm intake “mm | | E valve recess trom cylinder head level exhaust_mm F valve seat taper Intake G valve seat diameter ~ intake valve = exhaust valve Fig. 72 Main dimensions of valves and valve seat inserts co) 7 Ho NY, 4 LAS Fig. 73 - Rocker support section. Fig. 74 - Engine cylinder head longitudinal section. 39 eG Cleaning cylinder heads Clean the cylinder heads thoroughly by removing any coking inside both exhaust and intake ducts. {Also clean cylinder head cooling fins carefully Checking vaive seat inserts First descale and clean valve seats and then inspect for signs of pits or corrosion in the valve contact area, otherwise a regrinding (if light wear is found) or a replacement shall be carried out. For new seat insert installation act as follows: chill the valve seat inserts in liquid nitrogen for easier installation in the cylinder head. Valve seat inserts are supplied as fi any further machining. beating on the valve seats to prevent any shed parts and do not require On installation avoi distortion. NOTE: if no liquid nitrogen is available for valve seat insert chilling before installation, itis also possible to heat up the cylinder head to a temperature of 200° to 300°C. Checking valves Descale the valves through the special brush. Make sure the valve seat is thoroughly intact, otherwise replace it. Check the valve stem for deformation, be sure the stem outside diameter is not below specifications. Testing valve tightness After grinding the valve seats, test valve tightness as follows: plug the intake and exhaust ports through the related valves and then pour in some petrol and check for leaks (if new valves are installed a slight dripping is allowed). Checking valve guides Inspect valve guide hole inside surface. It should be very smooth ‘and show no sign either of seizing or scoring Use No. 5.9030.020.0 gauge for measuring the valve guide inside diameter (fig. 88). Excessively worn guides are to be replaced. When re-installing the valve guides they should protrude from the cylinder head seat of 17.5=0.2 mm. This dimension is automati- cally obtained if No. 5.9030.626.0 tool is used for installation. Fig. 81 - Bushing and rocker arm posit wear check dimensions. Fig, 82 - No, 5.9030,635.0 tool for tappet rod cap a Vieselamo Val Fig. 85 -A- Intake valve S - Exhaust valve Fig. 86 - Using No. 9.9030.012.0 too! for valve removal Fig. 87 - Grinding vaive seats, 42 Fig. 64 - Valve seat inserts Checking push rods Examine rocker arm push rods for deformation and the rocker arm contact ball seat for signs of seizing or roughness, if any, replace them, ‘Also make sure the other push rod end in contact with the tappet does not show excessive wear or nicks. Checking valve springs Make sure the valve springs have not lost their elasticity. ‘Also inspect valve springs for rust or damaged lacquering Checking rocker arms Be absolutely sure the rocker arm working area is very smooth and no nicks are shown Use a micrometer gauge to measure the rocker arm pi reading should not be lower than specifications, otherwise they need to be replaced Check also the rocker arm bushing for excessive we necessary. Check both rocker arms and valves for correct lubrication by running the engine at idling speed, ensure the oil flow rate is regular, should this not be the case the rocker arm bushing might ‘not be properly installed or the ducts obstructed. replace as Adjusting valve clearance This adjustment isto be performed with cold engine and piston in T.D.C. (both rocker arms shall be in uppermost position and detached from the valve stems), Rotate the crankshaft until the above mentioned conditions are ‘obtained, then measure the clearance using a thickness gauge. Fig. 88 - Checking valve guide wear. Installing cylinder heads Cylinder head cap screws should be tightened evenly following crossed sequence shown in figure 92, to 2 kgm (1.9 Nm) torque, then repeat sequence to 5 kgm (4.9 Nm) torque: finally use No. §5.9030.640.0 tool to further tighten the cap screws each with an angle of 90° 5’, Before tightening, the use of plate A, shown in figure 92, is recommended to align the cylinder heads correctly Checking the engine compression Run the engine until the operating temperature is attained. Remove the injection nozzle from the cylinder head and fit the ‘special engine compression tester. Ensure the injection pump is in STOP position. Run the engine until the cylinder peak pressure value is attained ‘and then check the engine r.p.m. Be sure the same checking procedure is observed for each single cylinder so as to provide even measurements. Cylinder pressure should be 25 to 30 bar at sea level with an engine speed of 150 r.p.m. and hot oil Any difference in readings should be no more than 10%. Altitude affects the compression value; a pressure loss of 4% every 300 m above sea level can be recorded. To avoid incorrect measure- ments, battery must be perfectly efficient. Lack of compression may be due either to piston ring wear or valve and valve seat or cylinder wear. oe ae Pala cylinder fia id tool Fig. 91 - Checking cylinder compression. Fig. 83 - Using 100) 5,9030.640.0 to angularly tighten the cylinder head securing screws. lubrication system ati Fig. 96 - 4 pump, Fig. 94 - Oil pump assembly section. oil pump Each time the oil pump is removed or installed, ensure the gears can rotate freely and there is no evidence of tooth spalling or wear. Otherwise the whole oil pump assembly must be replaced. ‘The oil pump efficiency shall be tested by inserting an oil flow rate meter along with an oil pressure gauge between the cylinder block and the oil filter. The measured values should correspond to specifications given on page 16. Checking prossure relief valve Use the special fitting to connect the valve to No. 5,9030.520.4 tool. Ensure valve calibrating pressure is 4.7 to 5.1 bar on 916.4 engines and 6.7 to 9.3 bar on 1000.A engines Mf this is not the case the pressure relief valve must be replaced. Warning: Whenever the oil pan is removed ensure the prefilter wire mesh located under the oi! rose pipe is thoroughly clean Engine oil pressure can also be checked on the special dashboard-mounted indicator. Engine oil level should never be below the minimum level notch on dipstick. fuel injection nozzles Checking fuel injection nozzles The injection nozzle operating condition checks to be performed are concerned with nozzle spraying adjustment and efficiency. Scrupulously ensure the utmost cleanliness is systematical- ly provided. Also be sure the system pipe fitting are properly tight. As a matter of fact even a small leakage would nullify all tests performed. Injection nozzle calibration Check the pressure value enabling the nozzle needle to be lifted from its seat thus determining the injection starting. This pressure should be within the specified values, there- fore, each time the calibrating pressures measured differ from the specified values, the injection nozzle must be adjusted as necessary. ‘The check as above described must be performed by using a pump connected, through a piping, to the injection nozzle tobe tested. (It is recommended to remove the fuel recovery plug on the injection nozzle side) The following operations should be performed: Operate the pump lever (fig. 100) a few times to fully remove the air from system. Slowly operate the pump lever and notice the pressure indicated when injection begins; this pressure should be 180 bar; if readings differring from those specified are shown, it will be necessary to adjust the pressure spring by simply adding or removing the special preloading shims. To gain access to spring for adjustment, remove first the lower half of the injection nozzle holder and add or subtract shims between spring and cap until the desired nozzle calibrating pressure is obtained. Fig. 99 - Spring load adjustment. 48 efficiency. Fig. 100 - Checking Injection nozzle spraying \ Fig. 101 - No. 5,9090.618.4 tool to remove the injection nozzie trom its ses Fig, 102 - Cleaning injection nozzle with a plan 3,40+3,88mm ‘nozzle projection from cylinder ae ees EEG fuel system Ea OE ia, Checking injection nozzle seat tightness Checking the injection nozzle seat tightness is very important as it permits to realize whether there is any fuel dripping from the injection nozzle before the calibrating pressure is reached. This can be tested operating the pump by hand until a pressure 10% lower than the calibrating pressure is attained, then carefully maintain this pressure by pressing on the hand pump lever, so as to compensate the pressure drop which otherwise would be ‘caused by fuel escaping between pin and nozzle holder body. Under these conditions the injection nozzle must absolutely not drip; if so, consult an injection pump specialist. Checking injection nozzle spraying efficiency Connect the injection nozzle to a pump and operate the pump lever repeatedly so that the operating conditions may be repro duced. Fuel must be sprayed from the nozzle holes as finely atomized jets. Jets must all be equal and there must be as many jets as there are holes on the injection nozzle. Should this not be the case, the nozzles must be cleaned removing first the residual carbon deposits from the nozzle holes through a steel wire @ 0.26 mm and then cleaning them thoroughly using a 2 0.28 mm wire, this having the same diameter as the nozzle spraying holes, Injection nozzle projection from the cylinder head surface Be sure the injection nozzle projects 9.40 to 3.88 mm from the cylinder head plane surface, Fig. 104 - Engine governor assembly longitudinal sections. engine governor Engine injection pump governor assembly is a system with very advanced design both for its specific operating features and easy servicing. It has been conceived has a complete unit on which either repairs or adjustments can be performed after removal from the engine. Besides facilitating operations, it offers the advantage of a swift replacement or a temporary change with a unit of the same type, thus preventing the machine from lying idle in the event of mechanical operations to be performed on it. The following devices are also provided on the governor assembly: automatic extra fuel supply devic whenever the engine is turned off, extra fuel is automatically supplied to the combustion chamber; this ensures a prompt engine response when it is started again. (To be sure this action is not prevented in very cold weather, we recommend releasing the engine fuel shut-off control - STOP - immediately after the engine has been stopped); engine fuel shut-off control - permits the engine to be stopped etfortiessly, as it directly operates the pump control rod as no connection to the governor assembly is provided; engine speed indicator drive - controls the speed indicator connected; anti-hunting device Fig. 105 - Engine governor transmission uit limits the engine speed variation wit fast idle speed. 47 L Gt:0iml =n | ‘Fig. 107 - installing weights on the governor shaft Fig. 106 - Engine governor assembly cross-section. Mounting governor weights Install support A on shaft 8, then fit weights C and E through plates D to the support Move weight C against the stop, holding in position the weight ‘whose plate rests on the coupling and releasing the other one, then move the coupling against the locked plate; be sure the dimension measured is 61+0.1 mm, as shown in figure 107, otherwise add or remove shims (Nos. 2.1589.160.0 and 2.1589.161.0) to/from the position indicated by the arrow. Installing governor assembly Lower casing Mount the engine STOP control levers, both internal and external ones, then insert the plate and related stop screws (details a, fig, 109). Place bearing A, fig. 108, into the casing and fit levers B and C, fig. 108 with the full assembly (b fig. 109). {Install the shaft with weights mounted and secure it to the bearing through the special nut. Fit bearing D as well as the sliding coupling and insert eccentric ‘screw E into the casing, paying attention the chasing on the screw head be in upper position Adjusting engine speed adjusting device Fix the casing to one suppor. Act on eccentric screw E, fig. 108, until a dimension 4.5 0.1 mm betwaen the upper governor casing edge and the sliding coupling corner, fig. 108, is obtained. Fig. 109 - Engine governor assembly detailed view _A-- Adjustment reference plate 49 Fig. 110 Engine governor assembly mounted on otin Fig. 111 - Adjusting governor assembly Upper casing Fit the minimum and maximum accelerator control lever travel stop screws to the upper casing. Fit bushing G with the relevant O-ring using nut H; install the accelerator internal and external control levers. Position spring-holder cap | and springs L; secure lever M after inserting coupling N into casing. Install travel stop rod O. Fitting governor lever M Operate travel stop rod O with an Allen-type wrench until the distance between the lower casing edge and the travel stop rod head comer is 2 mm, as shown in figure 108. ‘Connect the upper to the lower casing, first positioning automatic extra fuel supply unit spring P on coupling N. calibrating engine governor Engine governor adjustment is very easy and requires no special tool. The method prescribed permits all lever plays produced during engine running to be removed, as adjustment can be made with engine running and engine governor mounted. This setting is to be performed when external operations which may involve governor, injection pump or pump control rack replacement are carried out. IMPORTANT - Whenever the governor is removed from the engine, the cable connected to the battery positive pole should be disconnected so that dangerous engine startings re prevented. Proceed as follows: start the engine and then bring it to a speed of 2000 100 f-p.m. by means of the hand throttle (be sure the engine runs idling and is not hunting); using an Allen-type wrench (figure 1 11), loosen the fuel maximum delivery adjusting screw (turn it anticlockwise) until the engine is about to stop (or keeps on running through the automatic operation of the extra fuel supply unit stabilizing at a speed of 300 to 500 r.p.m)). Warning: searching for this condition requires most accura- cy and meticulous operating procedure and name! approximately the point where the ongine r.p.m. drooping starts, tighten the adjusting screw of about 3 turns to permit the engine to stabilize at 2000 r.p.m loosen first the adjusting screw of two full turns and then go on unscrewing moving it about 30° at a time and waiting 2 to 9 seconds alter each loosening, until the engine stopping point is found . Fennel EI sk engine. Be ath fuel a i s 4 With stationary engine fit a comparator onto the head of ABDC screw A and, after setting to zero, tighten the adjusti | Lid screw according to the number of turns indicated in the Re ao relative table, until the comparator reading is as follows: a YJ | HP | 5.1265 mm | 65 | 4.514 (6.75 mm) | 75 [5126.5 mm) | L___ oo Taree Fig, 112 Installing engine governor and oll pump me Eee ative beve' pinion. £0 6.3/4 (6.75 mm) | 88 | 7.42 (7.5 mm) | NOTE - Itis possible to pertorm this adjustment with an oil temperature of > 80°C, Tighten the locknut Fig. 119 - Shimming the idle gear. engine governor control assembly on 916.A engines up to engine serial no. 1349 on 916.3-A engines and no. 2054 on 916.4-A engine: Mounting oll pump and governor shatt idler gear. Fit a pack of shims in the position indicated by the arrow until a distance of 14mm between bearing A and flange face is obtained. Mounting oil pump and governor drive bevel pinion Fit a pack of shims A allowing snapring B installation without any clearance in the pack, then insert a basic 0.5 mm spacer C and a pack of shims D, as shown in figure, until a distance 26.5 +0.05 mm is obtained It necessary, it is also possible to restore the adjustment < dimension changing the position of spacer C with that of Fg. 1147 Measuring ke gear adjustment dimen- shims sion. 51 ° 1 L me Fig. 116 - Mounting rolier cage. ATES =| Fig. 117 — inalaling engine governor control assembly inthe block. = 82 Engine governor control Installing pinion First insert bearing A in pinion & placing a pack of shims (ret. nos. 2.1589,146.0, 2.1589.147.0, 2.1589.153.0) between both until clearance in pack has been fully removed. Position the preassembled unit into support D so that pinion head lies on too! E as shown in figure 115. Fit a comparator resting its feeler on pinion end and then set it to zero. Remove the tool fitted and push the pinion until bearing A rests against ring E, then read value on comparator. This value corresponds to the thickness of shims H to be placed has shown in figure 115. Tighten the ring nut and hit in three different points to prevent it trom becoming loose. Installing crown gear Mount cage | with rollers and fit as illustrated in figure, Insert ring M and crown gear N in the support then tighten ring nut © to allow for a tooth radial backlash of 0.03 to 0.08 mm; then tighten screw P ensuring the ring nut remains in its position. Warning: screw P is to be mounted after applying a litle amount of Loctite 270. Installing the contro! assembly into the cylinder block Fitsome shims A (ref. no. 065.2560.0), figure 117, sas a backlash 0.06 to 0.018 mm between the governor drive gear teeth is obtained, in any case one shim at least needs to be fitted. Adjusting antihunting device - Fig. 119 This adjustment is to be made only in the event of engine hunting when idling at peak r.p.m. Loosen bush A and ensure spring B is not protruding inside the governor casing. Start the engine and run to peak speed Tighten the bush so as to bring the spring close to the hunting system until hunting is dampened. ‘Warning: the engine idling speed change obtained through the anti-hunting device must never exceed 20 r.p.m. Governor sealing points Figure 120 shows the points where governor must be sealed. During warranty period do not attempt to perform any operations before consulting our local After-Sales Service. fuel injection pumps ‘The single-cylinder fuel injection pumps are equipped with a constant {uel delivery pressure regulating valve (or G.D.V. valve), also causing the excess fuel to be returned to the fuel tank, In this injection system each pump-cylinder-piston assembly can be considered as a modular-construction and complete power unit The pumping element load is evenly distributed over the whole camshaft as an equal distance among them is provided. ‘The G.D.V. valve keeps the pressure within the injection pipes high throughout the whole fuel delivery phase. This assures engine smooth running even with low operating speed, higher engine performance as well as more favourable torque curves, besides suppressing any nozzle fuel dribbles ing in unburnt gas, poor injection nozzle efficiency and Fig. 118 - Engine anti-nunting system. Fig. 118 - Injection pump contro. Injection pump control system The injection pumps are simultaneously controlled by a blank sheet steel rod which fully complies with the strictest stiffness standards and owns particular lightweight properties enabling friction or excessive inertia to be avoided under operating condi- tions. The pump control rod operates the injection pump through specially arranged slots and is connected to the governor by means of a pawl The injection pump control rod is guided through a couple of block-mounted supports equipped with slide rings. Fig. 120 - Engine governor sealing points Fig. 121 - Position of the injection pump control rod ‘guide supports. 53 Fig. 122 - No, 5.9030.616.4 engine timing equip: ment Fig. 128 - Equipment application for 1st cylinder timing Fig. 124 - Distance between camshaft and pump bearing face. 125. Timing gear reference marks for 6 Installing injection pump control rod guide supports. Mount supports A with related O-rings, roll and lockpin, using screws B, into the engine block; insert pump control rod C into the supports and tighten the fixing screws, checking however the rod is free to slide inside the support. (The two supports equipped with sliding rolls should be fitted to both rod ends). Warning - Whenever the injection pumps are disassembled act on the engine STOP control to bring the rack rod paw! back to the pump center line, this permits it to go through the special aperture in the block Check is made visually through the sight windows in the engine block. engine timing 1- engine timing It must be carried out before timing the injection pumps. Raise first cylinder piston to upper position; dismount the rocker arm support, remove intake valve spring and drop valve onto piston head then insert snap ring into the valve stem. Mount No. 5.9030.616.4 equipment on piston head as shown in figure (the comparator should be placed on the engine valve and the comparator scale indicate a reading of 25 mm). After raising the piston in T.D.C. position set to zero the comparator fixed to the vaive stem; when rest race has been located also set to zero the comparator applied to the intake valve tappet head Turn the crankshaft clockwise until a piston stroke of 16.28 mm on 916.A series engines and 17.27 mm on 1000.4 series engines has been completed. Then rotate the camshaft until a 3.93.1 mm intake cam lift is attained Fit the timing gear and bring the timing gear marked tooth with both marked teeth of the idler gear; press the gear anticlockwise when tightening the fixing screws 7 backlash is taken up Take the equipment and proceed with injection pump timing operations. ca 2.- Injection pump timing This should be performed after achieving the engine timing and using No. 5.9030.617.4 equipment apart from the equipment applied to the first cylinder and except for the comparator on the tappet rod. It is advisable to take measurements on the first and the last pumps only, as the intermediate pump shimming can be obtained through a scaled-down average calculation beginning from the two measurements taken. ‘To each shim pack add a pack of shims equal to the value stamped ‘on the pumps. Injection pump timing is to determine a dimension of 80.4 mm between the pump fixing surface on the block and the related cam races, considering the position they find when injection is being starte Rotate the crankshaft to move 1st cylinder piston to T.0.C. position (end of compression stroke, valves are closed) and set to zero the comparator positioned on valve stem; it should be installed as described in engine timing section. Rotate the crankshaft anticlockwise as far as a value of 3.47 mm can be read on the comparator dial (corresponding to a 18° Injection advance) on 916.A engines or 2.92 mm (corre- sponding to a 16° injection advance) on 1000.A engines. Correct positioning occurs when - through anticlockwise rotation = the setting value either of 3.47 mm or 2.92 mm is exceeded, thereafter coming back to such a value - through clockwise rotation - so as to take up any clearance. Fit the special comparator to No. 5.9030.617.4 tool; to obtain zero adjusting place the comparator roll onto a flat surface. Insert the tool into the first pump seat and read the value to perform bearing face alignment to the engine block. This reading corre- sponds to a X packing of shims. To each X packing of shims add a Y number of shims being equal to the value stamped on pump flange (fig. 129), so as to obtain a total shim packing (X + Y) to be put between pump and block, this, permitting a 80.4 mm nominal value to be determined. Repeat same operations on the last injection pump. Warning - Fit the injection pump atter applying some Silastik 738 silicone between shims, engine block and pump. engine a Fig. 126- injection pump timing No. 6.9030.617.4 tol Lot =. — Fig, 128 - Positioning of the No. 5.9030.617.4 too! with comparator. Fig. 129 - Relerences stamped on pump and block for pump shimming and positioning 55 Fig. 180 - Injection pumping references. Fig. 131 - Injection pump G.D.V. val Fig. 192 - Injection pump section. 56 Bosch pump classification 2nd version injection pumps 1st vorsion injection pumps 008 ret. stamped on purping element O05 ret. stamped on pumping element ‘AClass ref.no. 2.4819.031.0 — A Clase B Class ret. no. 2.4619.031.1 8 Class an C Class ref. no. 2.4619.031.2 ~ C Class eee ~ 0 Glass ret. no. 24019.0913 — D Class (refer to engine governor adjustment section On page 50) Warning: each engine must be fitted with pumps of the ‘same class (i.e. with pumping elements of the same type). Identification is provided on pump plate, where either reference A or B, of C, or D along with BOSCH code are stamped. Pumps are all replaceable among them, this provided that the Pumping elements fitted pertain all to the samo type 'N.B.: the repairing mechanic can identity anew pumping element from the references it carries, which are located as shown in figure, Positioning pumps Ato fitting the pump control rod, install the pumps making sure the notch on the block isin the same line as the one on the pump. Ascertain the control rod is free to move; install the governor and fit the plug to the rear side (flywheel side). servicing operations Dismantling and refitting pump without replacing any components No special equipment is required for this operation, When refitting insert an equal packing of shims as originally and make the notch on the pump align with the block notch. Dismantling and refitting pump replacing one or more ‘components Before reassembling the pump, it should be recalibrated on a test bench Provide a new pump notch and reference value (Y) stamping, after cancelling the previous markings, Refit putting together a packing of shims corresponding to the value stamped on the pump. (Before removing the old figure on the pump, itis suggested to take note of it so as a new shim packing can be made up correctly). Replacing a pump Restore shim packing (X + Y), by taking a number of shims from the previous one, which should be equal to the value stamped on the old pump, and then adding shims so as to obtain the value ‘stamped on the new pump. Replacing camshaft or engine block Whenever such a replacement takes place, a new engine and injection pump timing is needed, whilst injection pump adjustment reamains unchanged. Adjusting injection pumps on a BOSCH bench Adjusting operations are of crucial importance to the correct ‘engine running; they should be carried out by specialized work- shops furnished with the following BOSCH equipment: ~ Frame No. 1 688 100 078 Camshatt No. 1 686 101 024 (with 7 mm li) Special tol No. 1 688 901 025 ~ Frame spacer h= 25mm. Injection pumps [BOSCH PFR 1 K80 A503! pumping element rm _| Oo a adjustment data ] ‘mounting dimensi mm | _62.8+0.05 test conditions injection nozzle holder KDEL 6581/13 injection nozzle DLLA 150 8 690 setting pr fuel supply pressure test o oil temperature olivery delivery pipe pump tightness testi Fig. 133 — Injection pump calibrating bench. adjustment values tow idling Beak horsepow starting “x -Central position ofthe injection pump rack rod contol fork obtained through No. 1 666 901 025 Special tool pump classificationes BOSCH PFR 1 K90 A 503. part no. a | 2.4619.031, B | 2.4619.031 c D 2461900312 2.4610.031.3 N.B. - The pumps mounted on an engine must all necessarily belong tothe same pump clas. A No delivery B partial delivery fuel flows back from the Correct adjustment permits longitu fuel backflow under partial Fig. 134 © Peak delivery Stroke corresponding to 4 | | maximum delivery Injection pump pumping elements. 87 Fig. 136 - Injection pump views. nie Ht | Fig. 137- Injection pump section. 58 OMAP pump classification 2.4619.041.0 - whole injection pump assembly -A class 2.4619.041.1 - whole injection pump assemly - B class 2.4619.081.2 - whole injection pump assembly -C ciass | OPER 1 K90- 286 2,4619.081.3 - whole injection pump assembly -D ciass_ (ret. no. 24619.040 2.4619.041.4 - whole injection pump assembly - E class 2.4619.040.1 - whole pumping eloment P2008 2.4619.040.2 - pumping element piston 2.4619.040.3 - pumping element cylinder New pumps can be identified through the references stamped on the pump reference plate and also from the pin (A detail) placed ‘on the pump. Injection nozzles are identified from OMAP mark and related identification data they carry. N.B.: Its vital that on each engine the whole injection pump and nozzle assembly be composed of items of the same make, Warning: each engine must be fitted with pumps of the same class (i.e. with pumping elements of the same type). Identification is provided on pump plate, where either reference A or B, oF C, oF D, or E along with OMAP code are stamped Pumps are all replaceable among them. N.B.: the repairing mechanic can identify a pumping element from the references it carries, which are located as shown in figure 139. Injection pump rack rod mounting position . In the centre part of the rack rod is indicated (reference A) the part to be positioned in the same line as the milled part (B), of the injection pump pumping element. Turn the pump upside down to perform mounting, then insert the toothed coupling after installing the rack rod so as it may be Coupled as indicated above. Fig, 198- Injoction pump rack red mounting poslion Adjusting OMAP injection pumps on BOSCH bench ‘Adjusting operations are of crucial importance to the correct engine ey should be carried out by specialized workshop furnished with the following equipment: ~ Frame No. 1 688 100 078 ~ Camshaft No. 1 686 101 021 (with 7 mm lit) ‘Special too! No. 1.688 901 025, ~ Frame spacer b=, 2,5 mm. = A Class ref. no. 2.4619.041.0 ~ B Class ref. no. 2.4619.041.3 ~ © Glass ref. no. 2.4619.041.1 — D Class ref. no.2.4819.041.4 — E Class ref no. 2.4619.041.2 Identification is provided on pump plata, where either reference A or B, of , or O, or E along with the Supplier's code are stamped. Pumps are all replaceable among them; the pumping element carries the identification references as shown in figure 139. Positioning pumps Aer fiting the control rod, lock the pump rack by lowering the special lockpin 60 as it may engage into the rack notch, Holding the control rod in position, turn the pump clockwise, without forcing it, so that the rack ratchet may be brought into contact with the ‘control rod, thereafter tighten the pump securing screws. Remove the lockpin from the rack and fitin such a way thatthe fuel delivery pipe fitting may be mounted, ‘Ascertain the rod is free to move; install the governor and fit the plug to the rear side (flywheel side). Servicing operations Dismantling and refitting pump without replacing any component 'No special equipment is required for this operation. When refiting insert an equal packing of shims as originally. Operate on. all the pumps fitted lowering the lockpins after disconnecting the fuel delivery pipes. ‘Move the control rod in both directions through the governor STOP control lever until all the pump lockpins are engaged into the relative racks, Install the new pump into the biock with rack locked, be very careful the Control rod ratchet is engaged as described in "Positioning pumps". Dismantling and refitting pump replacing one or more components Before reassembling the pump, it should be recalibrated on a test bench, Provide a new pump reference value (Y) stamping, after cancelling the previous markings, Refit as directed in "Positioning pumps” and putting together a packing of shims according to the new values stamped on the pumps, (Before removing the old figure on the pump, itis suggested to take note Of itso as a new shim packing can be made up correctly). Replacing a pump Restore shim packing (X ~ Y) taking a number of shims from the previous ‘one, which should be equal tothe value stamped.on the old pump, and then adding shims so as to obtain the value stamped on the new pump. Replacing camshaft or engine block Whenever such a replacement takes place, a new engine and injection pump timing is needed, whilst injection pump adjustment reamains Unchanged Fig. 139 - Marking area - P239A, injection pump pumping element identification referonco. [orm om 8 Imecton nozzle sarting or {uo suppl pressure test Oc erv- SOHN Glltemperaure | A022 every staring mn | x=28 covery pipe mm | Gxt 5x267 ump ighines esting pressure bar | 2 adjustment data 5 wane [vom beta at | tats 750 | tow iaing_|_300_} peak Roreoponr1=00 staring | 100 °X--Central posi control fork obtained through No. 1 688 901 025 ‘special tool pump classificationes OPFR 1K 90-186, part no. 2asi0.0810 | 24610.041.1 | 24610.045.2 2.4619.041.3 2.4919.081.4 19.124 21.423 NOTE - The pumps mounted on an engine must all necessarily belong tothe same pump class. 59 Se Fig. 140 - Fuel fiter Fig. 142 - Fuel supply pump control. fuel filter Loosen the upper body retaining screw and remove the sealing rings and the glass bowl. Remove the cartridge and replace with a new one ot onginal type and same specifications. Check for perfect sealing between the new cartridge and the cover. Fit the lower bowl and tighten the securing screw. Draining water from fuel filter When water is found in the glass bowl, operate the fuel Pump, unloose the draining screw in the lower body and wait until fuel comes out without water droplets. Checking the fuel supply pump efficiency (A.C. pump) This can be obtained checking the pump delivery (page 17). If necessary perform inner fiter cleaning or replace any item being part of the assembly under overhaul Full pump assembly replacement is to be made only if pump body cracks are shown. Bleeding the fuel supply system The air-bleeding operation should be carried out whenever there is airin the supply circuit or pipe lines and connections are disconnected. Proceed as follows: be sure the fuel tank is filled, then loosen the bleeding valve located in the fuel filter upper side, press on the fuel pump manual control lever until the fuel flows out without air bubbles. Tighten the retaining screw. N.B.: - While operating the pump control lever, ascertain that 2 certain resistance is felt. Should this not be the case, set starter motor going 80 as to locate the priming position (camshaft control cam at B.0.C.) Loosen injector pipes only if necessary, set starter going until fuel free of air bubbles flows out of the loosened pipes Thereafter tighten them to the prescribed torque. Fig. 143 - Shimming engine pulley. fan assembly No specitic servicing is required for the fan assembly; occasionally, check bearings for proper sliding action, replace as necessary. Aligning fan pulley to engine pulley Both pulleys should be perfectly aligned. Fit a straight rod on the bigger pulley face and ensure it is aligned to that of the other pulley. If this is not the case, remove or add shims to the engine pulley. Aligning alternator pulley to engine pulley Install the alternator and measure misalignment applying a straight bar to the engine pulley; fit shims between alterna- tor and support into position A, as well as between alterna- tor and pulley belt tightener into position B, until the measured misalignment is removed. Fig, 44 - Mounting altemator pulley tightener and aligning engine, fan, Fig. 147 - Fan assembly section, alfernator pulleys. 6 Fig. 149 - Turbocharger rotor turbocharging The turbocharger assembly has the function of forcing more air into the cylinders. This also allows the diesel fuel delivery capacity to be proportionally increased. The mixture increase is made to obtain greater engine power The turbocharger assembly, of extremely simple and rational design, consists of a turbine and a compressor. The turbine is operated by the exhaust gases from the engine (in this way, a part of the gases’ kinetic energy, which otherwise would be wasted, is recovered). The turbine drives the compressor, which compresses the air, sucked in through the filter, in the cylinder intake duct. Tests A precise test on turbocharger efficiency can only be performed on a test bed. Tests performed with turbocharger mounted on engine can only Give approximate results. Before starting checking operations make sure the engine fuel supply system is operating correctly. 62 Fig. 150 Turbocharger and exhaust manifold

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