SENR9743

February 2003

Systems Operation
Testing and Adjusting
1106E Engine
VK (Engine)

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 i01658146

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Perkins cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. If a tool,
procedure, work method or operating technique that is not specifically recommended by Perkins
is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that
the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Perkins dealers have the most current information available.

When replacement parts are required for this

product Perkins recommends using Perkins
replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.

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 3
Table of Contents

Table of Contents Flywheel Housing - Inspect ................................... 63

Gear Group - Inspect ............................................ 64
Vibration Damper - Check .................................... 65
Systems Operation Section Electrical System
Air Inlet Heater - Test ............................................ 66
General Information
Alternator - Test .................................................... 67
Introduction ............................................................ 4
Battery - Test ......................................................... 68
V-Belt - Test .......................................................... 69
Engine Operation
Charging System - Test ........................................ 69
Basic Engine ........................................................... 6
Electric Starting System - Test .............................. 69
Air Inlet and Exhaust System ............................... 10
Cooling System .................................................... 12
Lubrication System .............................................. 13 Index Section
Electrical System ................................................. 14
Fuel Injection ....................................................... 16 Index ..................................................................... 72
Electronic Control System ................................... 25
Power Sources ..................................................... 28
Glossary of Electronic Control Terms ................... 32

Testing and Adjusting Section

Fuel System
Fuel System - Inspect ........................................... 35
Air in Fuel - Test .................................................... 35
Finding Top Center Position for No. 1 Piston ........ 36
Fuel Injection Timing - Check ............................... 37
Fuel Quality - Test ................................................. 38
Fuel System - Prime ............................................. 38
Fuel System Pressure - Test ................................. 40
Gear Group (Front) - Time .................................... 40

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ................. 42
Turbocharger - Inspect .......................................... 42
Compression - Test ............................................... 45
Engine Valve Lash - Inspect/Adjust ...................... 45
Valve Depth - Inspect ............................................ 47
Valve Guide - Inspect ............................................ 48

Lubrication System
Engine Oil Pressure - Test .................................... 49
Engine Oil Pump - Inspect .................................... 49
Excessive Bearing Wear - Inspect ........................ 50
Excessive Engine Oil Consumption - Inspect ....... 50
Increased Engine Oil Temperature - Inspect ........ 51

Cooling System
Cooling System - Check ....................................... 52
Cooling System - Inspect ...................................... 52
Cooling System - Test ........................................... 53
Engine Oil Cooler - Inspect ................................... 55
Water Temperature Regulator - Test ..................... 56
Water Pump - Inspect ........................................... 56

Basic Engine
Piston Ring Groove - Inspect ................................ 57
Connecting Rod - Inspect ..................................... 57
Cylinder Block - Inspect ........................................ 59
Cylinder Head - Inspect ........................................ 60
Cylinder Liner Projection - Inspect ........................ 60
Piston Height - Inspect .......................................... 61
Flywheel - Inspect ................................................. 62

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Systems Operation Section

Systems Operation Section

General Information
i01845923

Introduction

g00940109
Illustration 1
Left side view of the 1106 engine
Typical example of the 1106 engine
(1) Crankshaft pulley (4) Machine interface connector (MIC) (7) Electronic control module (ECM)
(2) Engine coolant temperature sensor (5) Engine oil pressure sensor (8) Engine oil filter
(3) Fuel lines (6) Speed/timing sensor (9) Electronic fuel injection pump

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Systems Operation Section

g00940108
Illustration 2
Right side view of the 1106 engine
Typical example of the 1106 engine
(10) Boost pressure sensor (12) Starter (14) Flywheel
(11) Air inlet temperature sensor (13) flywheel housing (15) Turbocharger

The 1106 diesel engine is electronically controlled. Each cylinder has a piston cooling jet that is installed
The 1106 engine uses an Electronic Control Module in the cylinder block. The piston cooling jet sprays
(ECM) to control a fuel injection pump. The pump engine oil onto the inner surface of the piston in
supplies fuel to the fuel injection nozzles. order to cool the piston. The pistons have a Fastram
combustion chamber in the top of the piston in order
The six cylinders are arranged in-line. The cylinder to provide an efficient mix of fuel and air. The piston
head assembly has one inlet valve and one exhaust pin is off-center in order to reduce the noise level.
valve for each cylinder. The ports for the inlet and the
exhaust valves are on the right side of the cylinder
head. Each cylinder valve has a single valve spring.

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Systems Operation Section

The pistons have two compression rings and an oil

control ring. The groove for the top ring has a hard
metal insert in order to reduce wear of the groove.
The skirt has a layer of graphite in order to reduce
wear. The correct piston height is important in order
to ensure that the piston does not contact the cylinder
head. The correct piston height also ensures the
efficient combustion of fuel which is necessary in
order to conform to requirements for emissions.

A piston and connecting rod are matched to each

cylinder. The piston height is controlled by the length
of the connecting rod. Seven different lengths of
connecting rods are available in order to attain
the correct piston height. The different lengths of g00910750
connecting rods are made by machining the small Illustration 3
end bearing off-center in order to form an eccentric
bearing. The amount of the eccentricity of the bearing The Bosch VP30 fuel injection pump is installed on
creates the different lengths of the connecting rods. the engine. The pump conforms to current emissions.
The crankshaft has seven main bearing journals. End Both the pump timing and the high idle are preset at
play is controlled by thrust washers which are located the factory. The pump is not serviceable. Adjustments
on both sides of the center main bearing. to the pump timing and high idle should only be made
by personnel which have had the correct training.
The timing case is made of aluminum. The timing The fuel injection pump uses the engine ECM to
gears are stamped with timing marks in order to control the engine RPM.
ensure the correct assembly of the gears. When the
number 1 piston is at the top center position on the The specifications for the 1106 refer to the
compression stroke, the marked teeth of the following Specifications, “Engine Design”.
components will match the marks that are on the
idler gear: crankshaft, camshaft, and fuel injection
pump. There is no timing mark on the rear face of
the timing case.
Engine Operation
The crankshaft gear turns the idler gear which then i01884420
turns the following gears:
Basic Engine
• the camshaft gear
• the fuel injection pump
• a lower idler gear which turns the gear of the
Introduction (Basic Engine)
lubricating oil pump
The seven major components of the basic engine are
the following parts:
The camshaft and the fuel injection pump run at half
the rpm of the crankshaft. The cylinder block provides
support for the full length of the dry cylinder liners. • Cylinder block
The cylinder liners are a press fit part. The cylinder
liners are pressed into the cylinder block. The cylinder • Cylinder head
liners have a flame ring above the flange.
• Pistons
• Connecting rods
• Crankshaft
• Vibration damper
• Timing gear case and gears
• Camshaft

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Systems Operation Section

Cylinder Block D Plug

g00896263 g00901315
Illustration 4 Illustration 5
Cylinder block Pushrod side of the cylinder block that is showing the D plug

The cylinder block is made of cast iron. The cylinder The D plugs are located on the pushrod side of
block provides support for the full length of the dry the engine. The D plugs are in the engine block in
cylinder liners. Cylinder blocks have a flame ring order to block excessive amounts of oil. The D plug
above the cylinder liner flange. is intended to reduce the amount of oil through the
breather hose. The pushrods fit in the cutout of the D
The cylinder liners are made of cast iron. The plug.
production liners and the replacement liners are a
press fit in the cylinder block. Both types of cylinder Cylinder Head
liners are honed to a specially controlled finish in
order to ensure long life and low oil consumption.

The cylinder block has a bush that is installed for the

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

g00901313
Illustration 6
Cylinder head

The cylinder head assembly has one inlet valve and

one exhaust valve for each cylinder. Each cylinder
valve has a single valve spring. The valve and the
valve spring are held in position by a valve spring
cap and two collets.

The inlet valve and the exhaust valve move in

phosphated guides. These valve guides can be
replaced. There is an oil seal that fits over the top
of valve guide.

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Systems Operation Section

The valve seats are replaceable. The ports for the Connecting Rods
inlet valve and the exhaust valves are on the right
side of the cylinder head.

Pistons

g00898123
Illustration 8
Connecting rod

The connecting rods are machined from forged

g00907469
Illustration 7 molybdenum steel. The connecting rod has a small
Piston end that has the shape of a wedge.

The pistons have a Fastram combustion chamber The location of the bearing cap to the connecting rod
in the top of the piston. This chamber ensures an is made by serrations in both the bearing cap and the
efficient mix of fuel and air. connecting rod. The bearing cap is mounted to the
connecting rod by two bolts and two nuts.
The pistons have two compression rings and an oil
control ring. The groove for the top ring has a hard
metal insert that reduces wear of the groove. The
skirt has a layer of graphite that reduces wear. The
off-center piston pin reduces the noise level.

The engine has a piston cooling jet that is installed

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

g00919233
Illustration 9
Fracture split of the connecting rod

Later engines are equipped with connecting rods that

have a fracture split cap. The fracture split caps are
retained with torx screws. Connecting rods that are
fracture split have the following characteristics:

• Higher integrity for the rod

• The splitting produces an accurately matched
surface on each side for improved strength.

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Systems Operation Section

• Modern design The force from combustion in the cylinders will

cause the crankshaft to twist. This is called torsional
vibration. If the vibration is too great, the crankshaft
Crankshaft will be damaged. The vibration damper limits the
torsional vibration. The vibration damper is designed
as a viscous damper. The space between the weight
and the case is filled with a viscous fluid.

Gears and Timing Gear Case

g00976171
Illustration 10
Crankshaft

The crankshaft is a chromium molybdenum forging.

The crankshaft has seven main journals.

End play of the crankshaft is controlled by two half

thrust washers that are located on both sides of the
center main bearing.

The main bearings are made with a steel back and

a bearing material. The bearing material is an alloy.
The alloy is constructed of aluminum and of tin. The g00901328
exception is the center main bearing, which is lead Illustration 12
bronze with a lead finish. The main bearing caps are Timing gears
made of cast iron or spheroidal graphite (SG) iron.
The timing case is constructed of either aluminum
or cast iron. The aluminum cover of the timing case
Vibration Damper contains the front oil seal.

The timing gears are made of steel or cast iron.

The crankshaft gear drives an upper idler gear and

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

The camshaft and the fuel injection pump rotate at

half the engine speed.

Camshaft
Illustration 11
g00904848 The engine has a single camshaft. The camshaft
Vibration damper is made of cast iron. The camshaft lobes and
the eccentric lobe for the priming pump are chill
(1) Crankshaft
(2) Weight hardened.
(3) Case
The camshaft is driven at the front end. As the
camshaft turns, the camshaft lobes move the valve
system components. The valve system components
move the cylinder valves.

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Systems Operation Section

The camshaft gear must be timed to the crankshaft Air is drawn in through the air cleaner into air inlet
gear. The relationship between the lobes and the (6) by turbocharger compressor wheel (8). The air is
camshaft gear causes the valves in each cylinder to compressed and heated to about 150 °C (300 °F)
open at the correct time. The relationship between before the air is forced to the aftercooler (3). As the
the lobes and the camshaft gear also causes the air flows through the aftercooler the temperature of
valves in each cylinder to close at the correct time. the compressed air lowers to about 50 °C (120 °F).
Cooling of the inlet air increases combustion
efficiency. Increased combustion efficiency helps
i01852849
achieve the following benefits:
Air Inlet and Exhaust System
• Lower fuel consumption
• Increased horsepower output
• Reduced particulate emission
From the aftercooler, air is forced into the inlet
manifold. Air flow from the inlet chambers into the
cylinders is controlled by inlet valves (5). There is one
inlet valve and one exhaust valve for each cylinder.
The inlet valves open when the piston moves down
on the intake stroke. When the inlet valves open,
cooled compressed air from the inlet port is pulled
into the cylinder. The complete cycle consists of four
strokes:

• Inlet
g00904874
Illustration 13
Air inlet and exhaust system • Compression
(1) Exhaust manifold
(2) Air inlet heater • Power
(3) Aftercooler core
(4) Exhaust valve • Exhaust
(5) Inlet valve
(6) Air inlet
(7) Exhaust outlet
Exhaust gases from exhaust manifold (1) enter the
(8) Compressor side of turbocharger turbine side of the turbocharger in order to turn
(9) Turbine side of turbocharger turbocharger turbine wheel (9). The turbine wheel is
connected to the shaft that drives the compressor
The components of the air inlet and exhaust system wheel. Exhaust gases from the turbocharger pass
control the quality of air and the amount of air that through exhaust outlet (7), a muffler and an exhaust
is available for combustion. The components of stack.
the air inlet and exhaust system are the following
components: The air inlet heater aids in engine start-up and
reducing white smoke during engine start-up.
• Air cleaner
• Turbocharger
• Aftercooler
• Cylinder head
• Valves and valve system components
• Piston and cylinder
• Exhaust manifold

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Systems Operation Section

Turbocharger

g00907531
Illustration 15
Turbocharger with the wastegate
(12) Canister
(13) Line (boost pressure)
(14) Actuating lever

The turbocharger has a wastegate. The wastegate

helps improve the emissions of the engine. The
g00904915
Illustration 14 operation of the wastegate is controlled by the boost
Turbocharger pressure. At high boost pressures, the wastegate
(1) Compressor wheel housing opens in order to decrease boost pressure. At low
(2) Oil inlet port boost pressure, the wastegate closes in order to
(3) Bearing increase boost pressure.
(4) Turbine wheel housing
(5) Turbine wheel
(6) Air inlet When the engine is operating under conditions of low
(7) Exhaust outlet boost, a spring pushes on a diaphragm in canister
(8) Compressor wheel (12). This action moves actuating lever (14) in order
(9) Bearing to close the valve of the wastegate. Closing the valve
(10) Oil outlet port
(11) Exhaust inlet
of the wastegate allows the turbocharger to operate
at maximum performance.
The turbocharger is installed on the center section or
on the top of the exhaust manifold. All the exhaust As the boost pressure through line (13) increases
gases from the engine go through the turbocharger. against the diaphragm in canister (12), the valve
The exhaust gases enter turbine housing (4) through of the wastegate is opened. When the valve of the
exhaust inlet (11). The exhaust gases then push the wastegate is opened, the rpm of the turbocharger
blades of turbine wheel (5). The turbine wheel is is limited by bypassing a portion of the exhaust
connected by a shaft to compressor wheel (8). gases. The exhaust gases are routed through the
wastegate which bypasses the turbine wheel of the
When the load on the engine increases, more fuel is turbocharger.
injected into the cylinders. The combustion of this
additional fuel produces more exhaust gases. The Bearings (3) and (9) for the turbocharger use engine
additional exhaust gases cause the turbine and the oil under pressure for lubrication and cooling. The
compressor wheels of the turbocharger to turn faster. oil comes in through oil inlet port (2). The oil then
As the compressor wheel turns faster, more air is goes through passages in the center section in order
forced into the cylinders. The increased flow of air to lubricate the bearings. This oil also cools the
gives the engine more power by allowing the engine bearings. Oil from the turbocharger passes through
to burn the additional fuel with greater efficiency. oil outlet port (10) in the bottom of the center section.
The oil then returns to the engine oil pan.

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Systems Operation Section

Valve System Components Each cylinder has one inlet valve and one exhaust
valve. The valve spring (2) closes the valve when the
lifter moves down.

i01853824

Cooling System

Introduction (Cooling System)

The engine has a basic cooling System. The cooling
system has the following components:

Illustration 16
g00907525 • Radiator
Rocker shaft and rockers
• Water pump
The valve system components control the flow of
inlet air into the cylinders during engine operation. • Oil cooler
The valve system components also control the flow
of exhaust gases out of the cylinders during engine • Water temperature regulator (thermostat)
operation.

The crankshaft gear drives the camshaft gear through

an idler gear. The camshaft must be timed to the
crankshaft in order to get the correct relation between
the piston movement and the valve movement.

g00904080
Illustration 17
Valve system components
(1) Rocker
(2) Spring
(3) Pushrod
(4) Valve
(5) Lifter

The camshaft has two camshaft lobes for each

cylinder. The lobes operate the inlet and exhaust
valves. As the camshaft turns, lobes on the camshaft
cause lifter (5) to move pushrod (3) up and down.
Upward movement of the pushrod against rocker
arm (1) results in downward movement (opening) of
valve (4).

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Systems Operation Section

Coolant Flow

g00896204
Illustration 18
Coolant flow
(1) Radiator (5) Cylinder head (7) Bypass for the water temperature
(2) Water pump (6) Water temperature regulator (thermostat) regulator (thermostat)
(3) Cylinder block and housing
(4) Engine oil cooler

The coolant flows from the bottom of the radiator i01753649

to the centrifugal water pump. The water pump is
installed on the front of the timing case. The water Lubrication System
pump is driven by a gear. The gear of the fuel
injection pump drives the water pump gear. The
water pump forces the coolant through a passage in
the timing case to the front of the cylinder block. Pressure for the lubrication system is supplied by the
engine oil pump which uses rotors. The engine oil
The coolant divides as the coolant enters the cylinder pump is driven by an idler gear. The crankshaft gear
block. Most of the coolant flows along the right hand drives the idler gear. The engine oil pump has an
side of the cylinder block. The coolant then flows inner rotor and an outer rotor. The axis of rotation of
around the outside of the cylinders to the rear of the the rotors are off-center relative to each other. There
cylinder block. is a key between the inner rotor and the drive shaft.

The remainder of the coolant flows along a passage The inner rotor has four lobes which mesh with the
in the left side of the cylinder block to the oil cooler. five lobes of the outer rotor. When the inner lobe
The coolant flows around the element of the oil cooler rotates, the distance increases between the lobes
to the rear of the cylinder block. The coolant then of the outer rotor and the lobes of the inner rotor in
flows to the rear of the cylinder head. order to create suction. When the distance decreases
between the lobes, pressure is created.
The coolant flows forward through the cylinder head.
The coolant then flows into the housing of the water
temperature regulator. If the thermostat is closed, the
coolant goes directly through a bypass to the inlet
side of the water pump. If the thermostat is open, the
bypass is closed and the coolant flows to the top of
the radiator.

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Systems Operation Section

Lubricating oil from the oil pan flows through a The charging circuit operates when the engine
strainer and a pipe to the suction side of the engine is running. The alternator in the charging circuit
oil pump. The lubricating oil flows from the outlet side produces direct current for the electrical system.
of the pump through a pipe and a passage to the filter
head. The oil then flows from the filter head through Starting Motor
a pipe to a plate type oil cooler . The oil cooler is
located on the left side of the engine. The oil cooler
is a plate type oil cooler.

From the oil cooler, the oil returns through a pipe to

the filter head. The oil then flows from the filter head
to the bypass valve and from the bypass valve to the
oil filter.

The oil flows from the oil filter through a passage that
is drilled across the cylinder block to the oil gallery.
The oil gallery is drilled through the total length of
the left side of the cylinder block. If the oil filter is on
the right side of the engine, the oil flows through a
passage that is drilled across the cylinder block to
the pressure gallery.

Lubricating oil from the oil gallery flows through

high pressure passages to the main bearings of the
crankshaft. Then, the oil flows through the passages
in the crankshaft to the connecting rod bearing
journals. The pistons and the cylinder bores are
g00954820
lubricated by the splash of oil and the oil mist. Illustration 19
12 Volt Starting Motor
Lubricating oil from the main bearings flows through (1) Terminal for connection of the battery cable
passages in the cylinder block to the journals of the (2) Terminal for connection of the ignition switch
camshaft. Then, the oil flows from the second journal
of the camshaft at a reduced pressure to the cylinder
head. The oil then flows into the rocker arm bushing
of the rocker arm levers. The valve stems, the valve
springs and the valve lifters are lubricated by the
splash and the mist of the oil.

The hub of the idler gear is lubricated by oil from the

oil gallery. The timing gears are lubricated by the
splash of the oil.

The turbocharger is lubricated by oil from the oil filter

through the engine block. An external line from the
engine block supplies oil to the turbocharger. The oil
then flows through a line to the oil pan.

Piston cooling jets are installed in turbocharged

engines. The piston cooling jets are supplied with the
oil from the oil gallery. The piston cooling jets spray
lubricating oil on the underside of the pistons in order
to cool the pistons.

i01878711

Electrical System

The electrical system is a negative ground system.

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Systems Operation Section

g00956095
Illustration 20
24 Volt Starting Motor
(1) Terminal for connection of the ignition (2) Terminal for connection of the battery
switch cable

The starting motor turns the engine flywheel. The rpm The alternator is an electro-mechanical component.
must be high enough in order to initiate a sustained The alternator is driven by a belt from the fan drive
operation of the fuel ignition in the cylinders. pulley. The alternator charges the storage battery
during the engine operation.
The starting motor has a solenoid. When the ignition
switch is activated, voltage from the electrical system The alternator is cooled by an external fan which is
will cause the solenoid to move the pinion toward mounted behind the pulley. The fan forces air through
the flywheel ring gear of the engine. The electrical the holes in the front of the alternator. The air exits
contacts in the solenoid close the circuit between through the holes in the back of the alternator.
the battery and the starting motor barely before the
pinion engages the ring gear. This causes the starting The alternator converts the mechanical energy
motor to rotate. This type of activation is called a and the magnetic energy into alternating current
positive shift. and voltage. This conversion is done by rotating a
direct current electromagnetic field on the inside of
When the engine begins to run, the overrunning a three-phase stator. The electromagnetic field is
clutch of the pinion drive prevents damage to the generated by electrical current flowing through a
armature. Damage to the armature is caused by rotor. The stator generates alternating current and
excessive speeds. The clutch prevents damage by voltage.
stopping the mechanical connection. However, the
pinion will stay meshed with the ring gear until the The alternating current is changed to direct current
ignition switch is released. A spring in the overrunning by a three-phase, full-wave rectifier. Direct current
clutch returns the clutch to the rest position. flows to the output terminal of the alternator. The
rectifier has three exciter diodes. The direct current
is used for the charging process.
Alternator
A regulator is installed on the rear end of the
The alternator produces the following electrical
alternator. Two brushes conduct current through two
output:
slip rings. The current then flows to the rotor field. A
capacitor protects the rectifier from high voltages.
• Three-phase
The alternator is connected to the battery through
• Full-wave the ignition switch. Therefore, alternator excitation
occurs when the switch is in the ON position.
• Rectified

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Systems Operation Section

i01853831

Fuel Injection

Introduction (Fuel Injection)

g00911634
Illustration 21
Diagram of the basic fuel system (typical example)
(1) Injectors (5) Secondary fuel filter
(2) Fuel injection pump (6) Fuel tank
(3) Fuel block (7) Primary filter/water separator
(4) Air inlet heater (8) Fuel priming pump

The engine has a Bosch VP30 Fuel Injection pump.

The Bosch VP30 is an axial piston distributor injection
pump that is electronically controlled.

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Systems Operation Section

• Secondary fuel filter

• Air inlet heater
• Fuel injection pump
• Fuel injectors

Primary Filter/water Separator

The primary filter/water separator is located between
the fuel tank and the priming pump. The primary
filter/water separator has a rating of 10 microns.

g00901301
Illustration 22 Fuel Priming Pump
Bosch VP30 fuel injection pump

The axial piston distributor injection pump that is

electronically controlled generates injection pressure
for all cylinders in a single pump. The injection pump
is responsible for the distribution of fuel to the fuel
injectors. The injection pressure is generated by a
piston. The piston is moving axially. The movement of
the piston is parallel to the fuel injection pump shaft.

When the engine is cranking, the fuel is pulled from

fuel tank (6) through fuel filter/water separator (7)
by the fuel priming pump (8). When the fuel passes
through the water separator, any water in the fuel will
go to the bottom of the bowl. Fuel priming pump (8)
g00907689
sends the fuel at a low pressure to the secondary Illustration 23
fuel filter (5). From the secondary fuel filter (5), the Fuel priming pump
fuel passes through the fuel supply line to the fuel
injection pump (2). The fuel injection pump (2) sends The pump has a lever which is manually operated in
fuel through the high pressure fuel lines to each of order to prime the fuel system. In order to release
the fuel injectors (1). The injectors (1) spray atomized air from the system, the orifice in the cover of the
fuel into the cylinder. fuel filter is in the inlet side of the filter. The orifice
is connected to the fuel tank by the fuel return line
The fuel injection pump needs fuel for lubrication. from the fuel filter. The priming pump gives a head of
The precision parts of the pump are easily damaged. pressure for the fuel transfer pump. The fuel transfer
The engine must not be started until the fuel injection pump is located in the fuel injection pump. The
pump (2) is full of fuel. The system must be primed priming pump operates on an eccentric lobe on the
when any part of the system is drained of fuel. camshaft.
The following list contains examples of both
service and repairs when you must prime the Secondary Fuel Filter
system:
The secondary fuel filter is located after the priming
• A fuel filter is changed. pump. The filter is always before the fuel injection
pump. The filter has a rating of 2 microns.
• A fuel line is removed.
Air Inlet Heater
• The fuel injection pump is replaced.
NOTICE
Components of the Fuel injection System An air inlet heater that is damaged will allow the fu-
el to drain into the inlet manifold when the engine is
The fuel injection system has the following running. This condition could cause exhaust smoke.
mechanical components: Excessive fuel could also cause an overspeed condi-
tion. An overspeed condition may result in severe en-
• Primary filter/water separator gine damage.

• Fuel priming pump

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18
Systems Operation Section

When the ignition switch is turned to the RUN position

or the control switch is released, electric current
stops to the air inlet heater. When the engine begins
to run, the flow of air in the inlet manifold makes the
air inlet heater cool quickly. The valve closes. This
stops the fuel flow in the fuel supply line.

g00891473
Illustration 24
Air inlet heater
(1) Electrical connection
(2) Ball valve
(3) Wire coil
(4) Fuel inlet
(5) Delivery valve holder
(6) Ignition coil

The air inlet heater is installed in the inlet manifold in

order to heat the intake air in cold weather. The air
inlet heater is ignited by fuel.

When the ignition switch is turned to the HEAT

position or when the control switch is pushed and the
fuel shutoff control is in the ON position, the electrical
current is supplied to the electrical connection (1).
The electrical current flows to the wire coil (3) which
causes the wire coil to become very hot. A small
amount of fuel will flow through the fuel line when the
engine is cranking.

The air inlet heater ignites a controlled amount of

diesel fuel in the intake manifold in order to heat the
intake air to the engine. The air inlet heater uses
electric current to cause a heater coil in the body to
create heat. The heat causes the expansion of the
delivery valve holder (5) which opens the ball valve
(2) in order to allow the fuel to flow into the air inlet
heater.

The fuel is vaporized by the heat of the valve body.

When the engine is cranked, the air is forced into the
inlet manifold. The vapor is ignited by the ignition coil
(6). The heat from the combustion of the fuel heats
the intake air.

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Systems Operation Section

Fuel Injection Pump

g00953215
Illustration 25
Schematic of the Bosch fuel injection pump
(1) ECM (6) Pressure regulator (12) Delivery valve
(2) Electronic control unit (ECU) for the (7) Fuel solenoid valve (13) Distributor plunger
injection pump (8) Fuel transfer pump (14) Injector
(3) Fuel priming pump (9) Timing mechanism (15) Timing solenoid valve
(4) Cam ring (10) Roller
(5) Speed/timing sensor (11) Cam plate

The fuel injection pump has the following Delivery

operations:

• Delivery
• Generation of high pressure
• Distribution and injection
• Timing
• Shutoff
• Control

g00897425
Illustration 26
Center view of the Bosch VP30 fuel injection pump
(8) Fuel transfer pump

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20
Systems Operation Section

Fuel is supplied by the head pressure of the priming The eccentric position of the rotor (18) is relative
pump. The fuel enters the transfer pump (8) of the to the cam ring (4). A volume is created between
fuel injection pump. The fuel transfer pump is a vane the following parts: vanes (19), rotor (18), and
type pump. Transfer pump (8) is driven by the fuel the cam ring (4). The fuel is transported by the
injection pump shaft. The pump supplies a constant eccentric position. The eccentric position is relative
amount of fuel to the interior of the fuel injection to the rotor (18) and the outlet passage (17). The
pump. The revolution of the transfer pump is directly fuel is transfered to outlet passage (17) into the
related to the speed of the fuel injection pump shaft. distributor plunger (13). The volume of the fuel is
reduced between the inlet passage (20) and the
outlet passage (17). This creates pressure before the
delivery to the distributor plunger (13).

The quantity of fuel increases as the speed of the

engine increases. Increased engine speed increases
the delivery pressure of the fuel. The pressure inside
the fuel injection pump is limited by a pressure
regulator (6). The pressure regulator (6) controls the
fuel pressure. The fuel forces the valve spring open
and The fuel flows back into the inlet passage (20)
from the inside of the fuel injection pump.

Generation of High Pressure

g00917788
Illustration 27
g00897428
Fuel transfer pump for the Bosch VP30 fuel injection pump Illustration 28
(4) Cam ring The distributor rotor and the cam plate of the Bosch VP30 fuel
(16) Pump housing injection pump
(17) Outlet passage
(4) Cam ring
(18) Rotor
(10) Roller
(19) Vane
(11) Cam plate
(20) Inlet passage
(13) Distributor plunger
(21) Distributor head
The rotor (18) rotates inside the cam ring (4). The (22) Springs
cam ring is firmly attached to the pump housing (16).
The vanes (19) are pressed against the cam ring The fuel comes from the outlet passage (17) of the
by centrifugal force. The fuel flows through an inlet fuel transfer pump . The high pressure is generated
passage (20) then into a recess in the pump housing by the axial movement of the distributor plunger (13).
(16). The cam plate (11) is driven by the fuel injection
pump shaft. The cam plate (11) has six cams. The
number corresponds to the number of cylinders of the
engine. The cams on the cam plate (11) run on the
rollers (10). The rollers (10) are fixed on the cam ring
(4). The rotating movement and the lifting movement
of the cam plate (11) makes the generation of high
pressure.

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 21
Systems Operation Section

The cam plate (11) moves the distributor plunger (13)

toward the distributor head (21). The high pressure
is created by a decrease in the volume between the
distributor plunger (13) and the distributor head (21).
The cam plate (11) is pressed to the ring by two
springs (22). This brings the distributor plunger (13)
back to the original position. The fuel solenoid valve
(7) closes the high pressure volume.

Distribution and Injection

g00897416
Illustration 31
The closing of the delivery valve for the Bosch VP30 fuel injection
pump

The delivery valve ensures that the pressure waves

do not allow a reopening of the injector . The pressure
waves are created at the end of the injection process.
The valve cone is lifted by the fuel pressure.

The fuel is forced through the fuel line to the injector.

g00897418 The delivery ends and the fuel pressure drops. The
Illustration 29
valve spring presses the valve cone onto the valve
The rear view of the Bosch VP30 fuel injection pump seat. The reopening of a fuel injector has a negative
(7) Fuel solenoid valve effect on emissions.
(12) Delivery valve
(15) Timing solenoid valve
Timing
The distribution of fuel to the injectors takes place
through the rotating movement of the distributor Retarding of the fuel injection is the direct relationship
plunger. The fuel solenoid valve (7) meters the between the start of injection and the position of the
amount of fuel by the following operations: piston. The timing compensates for the higher RPM
of the engine by advancing the start of injection.
• Time of closure
• Duration time
• Start of injection
• Amount of fuel

g00897417
Illustration 30
The delivery of fuel from the delivery valve for the Bosch VP30
fuel injection pump

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22
Systems Operation Section

g00944902 g00944923
Illustration 32 Illustration 33
Timing advance for timing mechanism for the Bosch VP30 Timing retard for timing mechanism for the Bosch VP30
(A) Side View (A) Side View
(B) Top View (B) Top view

The timing advance or the timing retard of the fuel

injection pump is shown in the following steps:

1. The ECU (2) sends a signal to the timing solenoid

valve (15).

2. The timing mechanism (9) is triggered by the

timing solenoid valve (15).

3. The timing solenoid valve (15) changes the

pressure in the timing mechanism (9).

4. The timing mechanism (9) changes the position

of the cam ring (4).

5. The cam ring (4) changes the position of the

rollers (10).

6. The rollers (10) change the position of the cam

plate (11).

7. The cam plate (11) changes the timing of the fuel

delivery.

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Systems Operation Section

Shutoff
The engine shuts off by interrupting the fuel supply.
The engine electronic control module (ECM) specifies
the amount of fuel. The fuel solenoid valve is
switched by the ECU (2) to zero.

Control

g00897422
Illustration 35
The wheel and the speed/timing sensor for the Bosch VP30
(5) Speed/timing sensor
(23) Timing wheel

The ECU for the injection pump (2) is mounted on the

top of the pump. The ECU (2) has a connection to the
engine ECM and a connection to the speed/timing
sensor (5). ECU (2) has a connection for the two
solenoid valves. The ECM functions as a control
computer. The ECU (2) calculates the optimal
parameters from the ECM data. The fuel solenoid
actuates the valve accordingly.

g00891275
The speed/timing sensor (5) in the fuel injection
Illustration 34 pump determines the precise angular position and
Electronic control for the fuel system (typical example) the speed of the fuel injection pump shaft. The timing
wheel (23) is permanently connected to the fuel
The ECU for the injection pump (2) uses the injection pump shaft. The speed/timing sensor gets
command from the ECM and the measured values information from the timing wheel (23). The sensor
from the speed/timing sensor to actuate the fuel then sends electrical impulses to the ECU. The ECU
solenoid valve (7). also uses the information to determine the average
speed of the pump and momentary speed of the
pump.

The signal of the speed/timing sensor (5) is constant.

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24
Systems Operation Section

The fuel injection pump forces the fuel to flow under

high pressure to the hole in the fuel inlet. The fuel
then flows around a needle valve within the fuel
injector holder which causes the fuel injection nozzle
to fill with fuel. The pressure of the fuel pushes the
needle valve and a spring. When the force of the fuel
pressure is greater than the force of the spring, the
needle valve will lift up.

When the needle valve opens, fuel under high

pressure will flow through nozzle orifices into the
cylinder. The fuel is injected into the cylinder through
the orifices in the nozzle as a very fine spray. When
the fuel is injected into the cylinder, the force of the
fuel pressure in the nozzle body will decrease. The
force of the spring will then be greater than the force
of the fuel pressure that is in the nozzle body. The
needle valve will move quickly to the closed position.

The needle valve has a close fit with the inside of the
nozzle. This makes a positive seal for the valve.
g00897421
Illustration 36
Operating principle
(24) Angle of fuel delivery
(25) Lift of the cam
(26) Stroke
(27) Pulse for actuating the fuel solenoid
(28) Valve lift
(29) Angle of the speed/timing sensor

The amount of fuel is proportional to the stroke of

the piston. The effective stroke is proportional to the
angle of fuel delivery . A temperature compensation
takes place in the ECU (2). The compensation takes
place in order to inject the precise amount of fuel.

Fuel Injectors

g00888355
Illustration 37
Fuel injector
(1) Gland nut

Each fuel injector is fastened to the cylinder head by

a gland nut (1) on the holder of the fuel injector. The
fuel injectors are not serviceable.

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Systems Operation Section

i01854184

Electronic Control System

Introduction (Electronic Control

System)

g00947980
Illustration 38
Schematic of the electronic control
(1) Connector for fuel injection pump (5) Timing wheel (9) Engine coolant temperature sensor
(2) ECM (6) Speed/timing sensor (10) Engine oil pressure sensor
(3) Voltage load protection module (7) Machine interface connector (11) Air inlet temperature sensor
(4) Service tool connector (8) Boost pressure sensor

The electronic control system has the following

components:

• ECM
• Pressure sensors
• Temperature Sensors
• Speed/timing sensor
• Voltage load protection module

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26
Systems Operation Section

ECM Flash programming is the method of programming

or updating the personality module. Refer to the
following Troubleshooting, RENR2417, “Flashing
Programming ” for the instructions on the flash
programming of the personality module.

The ECM is sealed and the ECM needs no routine

adjustment or maintenance.

Speed/Timing Sensor

g00908008
Illustration 39
ECM

g00909870
The ECM functions as the governor and the computer Illustration 40
for the fuel system. The ECM receives all the signals Timing wheel on crankshaft
from the sensors in order to control the timing and
the engine speed. The primary engine position is a passive sensor.
The timing wheel is located on the crankshaft. The
The reasons for having passwords in an ECM are the speed/timing sensor receives a signal from the teeth
following reasons: on timing wheel. The extra space on the timing wheel
gives one revolution per space. The space is oriented
• Reprogramming that is unauthorized so that the space is 40 degrees after top center.

• Erasing of logged events that is unauthorized

• Allow the customer to control certain programmable
engine parameters.

The factory passwords restrict changes to authorized

personnel. Factory passwords are required to
clear any event code. Refer to the following
Troubleshooting, “Factory Passwords” For more
information on the passwords.

The ECM has an excellent record of reliability. Any

problems in the system are most likely to be the
connectors and the wiring harness. The ECM should
be the last item in troubleshooting the engine.

The personality module contains the software with

all the fuel setting information. The information
determines the engine performance. The personality
module is installed behind the access panel on the
ECM.

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Systems Operation Section

g00908010
Illustration 41
Schematic for speed/timing sensor

When the engine is cranking, the ECM uses the

signal from the speed/timing sensor in the fuel
injection pump. When the engine is running the ECM
uses the signal from the speed/timing sensor on the
crankshaft. This speed/timing sensor is the primary
source of the engine position.

Pressure Sensors

g00896073
Illustration 42
Schematic for pressure sensors

The boost pressure sensor and the engine oil The engine oil pressure sensor provides the ECM
pressure sensor are active sensors. with a measurement of engine oil pressure. The ECM
can warn the operator of possible conditions that can
The boost pressure sensor provides the ECM with a damage the engine. This includes the detection of
measurement of inlet manifold pressure in order to an oil filter that is blocked.
control the air/fuel ratio. This will reduce the engine
smoke during transient conditions. The operating range for the engine oil pressure
sensor ................ 55 kPa to 339 kPa (8 psi to 50 psi)
The operating range for the boost pressure
sensor ................ 55 kPa to 339 kPa (8 psi to 50 psi)

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Systems Operation Section

Temperature Sensors

g00908817
Illustration 43
Schematic for the temperature sensors

The air inlet temperature sensor and the coolant i01854884

temperature sensor are passive sensors. Each
sensor provides a temperature input to the ECM. The Power Sources
ECM controls following operations:

• Fuel delivery
Introduction (Power Supplies)
• Injection timing
The 1106 Engine has four supplies to the following
The operating range for the components:
sensors ............ −40 °C to 150 °C (−40 °F to 302 °F)
• ECM
The sensors are also used for engine monitoring.
• Fuel Injection Pump
Voltage Load Protection Module
• Pressure sensors
• Air inlet heater

g00909436
Illustration 44
Voltage load protection module

The voltage load protection module monitors the

voltage of the system. The voltage load protection
module will shut down the fuel injection pump if there
is a high voltage on the system.

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 29
Systems Operation Section

ECM Power Supply

g00947384
Illustration 45
Schematic for ECM

The power supply to the ECM and the system

is drawn from the 24 volt or the 12 volt battery.
The power supply for the ECM has the following
components:

• Battery
• disconnect switch
• Key start switch
• Fuses
• Ground bolt
• ECM connector
• Machine interface connector
Note: The ground bolt is the only component that is
mounted on the engine.

The Schematic for the ECM shows the main

components for a typical power supply circuit. Battery
voltage is normally connected to the ECM. The input
from the key start switch turns on the ECM.

The wiring harness can be bypassed for

troubleshooting purposes.

The display screen on the electronic service tool can

be used in order to check the voltage supply.

Note: Two wires are used to reduce resistance.

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30
Systems Operation Section

Power Supply for the Fuel Injection

Pump

g00895884
Illustration 46
Schematic for the fuel injection pump

g00896034 g00896003
Illustration 47 Illustration 48
Connection for the fuel injection pump (J40/P40) Connector for the fuel injection pump (J40)
(1) Can L
(2) Can H
(3) Extra connection
(4) Extra Connection
(5) Fuel shutoff
(6) Battery -
(7) Battery +
(8) Engine Position
(9) Extra connection

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Systems Operation Section

The power supply for the ECM comes from the

Machine interface connector. The machine interface
connector receives power from the power relay.

Power Supply for the Pressure

Sensors

g00896073
Illustration 49
Schematic for pressure sensors

The ECM supplies 5.0 ± 0.2 DC volts through the

ECM connector to each sensor. The power supply is
protected against short circuits. A short in a sensor or
a wiring harness will not cause damage to the ECM.

Power supply of the Air Inlet Heater

g00919204
Illustration 50
Schematic for air inlet heater

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Systems Operation Section

The Air inlet heater is powered from the power relay Desired RPM – The desired rpm is input to the
that is controlled by the ECM. A resistor is used On electronic governor within the ECM. The electronic
24V systems. governor uses the signal from the Accelerator Pedal
Position Sensor, the Engine Speed Sensor, the
Cruise Control, and the Customer Parameters in
i01874918
order to determine desired rpm.
Glossary of Electronic Control Diagnostic Code – A diagnostic code is sometimes
Terms called a fault code. A diagnostic code is an indication
of a problem or event in the electrical engine systems.

Diagnostic Lamp – A diagnostic lamp is sometimes

Aftermarket Device – An aftermarket device is called the check engine light. The diagnostic lamp
a device or an accessory that is installed by the is used to warn the operator of the presence of an
customer after the engine is delivered. active diagnostic code.

Air-To-Air Aftercooler – An air-to-air aftercooler is a Direct Current (DC) – Direct current is the type of
device that is used on turbocharged engines in order current that flows consistently in only one direction.
to cool inlet air that has undergone compression. The
inlet air is cooled after the inlet air passes through Duty Cycle – See Pulse Width Modulation.
the turbocharger. The inlet air is passed through an
aftercooler (heat exchanger) that uses ambient air for Electronic Service Tool – The Electronic Service
cooling. The inlet air that has been cooled advances Tool is used for diagnosing a variety of electronic
to the inlet manifold. controls and the Electronic Service Tool is also used
for programming a variety of electronic controls.
Before Top Center (BTC) – BTC is the 180 degrees
of crankshaft rotation before the piston reaches the Engine Control Module (ECM) – The ECM is the
top center position in the normal direction of rotation. engine’s control computer. The ECM provides power
to the electronics. The ECM monitors data that is
Bypass Circuit – A bypass circuit is a circuit that is input from the engine’s sensors. The ECM acts as a
used as a substitute circuit for an existing circuit. A governor in order to control engine rpm.
bypass circuit is typically used as a test circuit.
Estimated Dynamic Timing – Estimated dynamic
Coolant Temperature Sensor – The coolant timing is the estimate of the actual injection timing
temperature sensor measures the engine coolant that is calculated by the ECM.
temperature. The sensor sends a signal to the ECM.
The engine’s coolant temperature is used in Cold Enable Signal for the Exhaust Brake – The
Mode operation. Coolant temperature is also used in exhaust brake enable signal interfaces the ECM to
order to optimize engine performance. the engine retarder. This prevents the operation of
the exhaust brake under unsafe engine operating
Code – See the Diagnostic Code. conditions.

Customer Specified Parameters – A customer Failure Mode Identifier (FMI) – The FMI describes
specified parameter is a parameter that can be the type of failure that was experienced by the
changed. A customer specified parameter’s value is component. The codes for the FMI were adopted from
set by the customer. These parameters are protected the standard practices of SAE (J1587 diagnostics).
by customer passwords.
Flash Memory – See the Personality Module.
Data Link – The data link is an electrical connection
that is used to communicate with other electronic Fuel Ratio Control (FRC) – The FRC is a limit that
devices that have microprocessors. The data link is based on the control of the fuel to the air ratio. The
is also the communication medium that is used for FRC is used for emission control. When the ECM
programming with the electronic service tool. The senses a higher turbocharger outlet pressure, the
data link is also used for troubleshooting with the ECM increases the limit for the FRC in order to allow
electronic service tool. more fuel into the cylinders.

Fuel Position – The fuel position is a signal within

the ECM. The signal is from the electronic governor.
The signal goes to the fuel injection control. The
signal is based on the desired engine speed, the
FRC, the rated position, and the actual engine speed.

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Systems Operation Section

Harness – The harness is the bundle of wiring that

connects all the components of the electrical engine
system.

Hertz (Hz) – Hz is the measure of frequency in

cycles per second.

Inlet manifold temperature sensor – The inlet air

temperature sensor is a sensor that measures the
inlet air temperature. The sensor also sends a signal
to the ECM.

Open Circuit – An open circuit is a broken electrical

wire connection. The signal or the supply voltage
cannot reach the intended destination. g00284479
Illustration 51
Original Equipment Manufacturer (OEM) – An Example Of Pulse Width Modulation
OEM is the manufacturer of a vehicle that utilizes a
Perkins engine. Rated Fuel Position (“Rated Fuel Pos”) – The
rated fuel position indicates the maximum allowable
Parameter – A parameter is a programmable value fuel position (longest injection pulse). The rated fuel
which affects the characteristics or the behavior of position will produce rated power for this engine
the engine and/or vehicle. configuration.

Parameter Identifier (PID) – A PID is a numerical Reference Voltage – The reference voltage is a
code that contains two digits or three digits. A regulated voltage that is used by the sensor in order
numerical code is assigned to each component. The to generate a signal voltage.
numerical code identifies data via the data link to the
ECM. Sensor – A sensor is used to detect a change in
the pressure, in the temperature, or in mechanical
Password – A password is a group of numeric movement. When any of these changes are detected,
characters or alphanumeric characters. A password a sensor converts the change into an electrical signal.
is designed to restrict the changing of information
in the ECM. The electrical engine systems require Service Program Module (SPM) – The SPM is
correct customer passwords in order to change a software program on a computer chip that was
customer specified parameters. The electrical engine programmed at the factory.
systems require correct factory passwords in order
to clear certain logged events. Factory passwords Short Circuit – A short circuit is an electrical circuit
are also required in order to change certain engine that is mistakenly connected to an undesirable point.
specifications. For example, an electrical contact is made with the
frame whenever an exposed wire rubs against a
Personality Module – The personality module is the vehicle’s frame.
module in the ECM which contains all the instructions
(software) for the ECM and performance maps for Signal – A signal is a voltage or a wave that is used
a specific horsepower family. Updates and rerates to transmit information that is typically from a sensor
are accomplished by electronically flashing in new to the ECM.
data. The updates and rerates are flashed in using
the electronic service tool. Speed Surge – A speed surge is a sudden brief
change in engine rpm.
Power Take-Off (PTO) – The PTO is operated with
the cruise control switches or dedicated inputs from Speed-timing Sensor – The speed-timing sensor
the PTO. This mode of operation permits setting is a sensor that provides a Pulse Width Modulated
constant engine rpm when the vehicle is not moving signal to the ECM. The ECM interprets this signal as
or when the vehicle is moving at slow speeds. the crankshaft position and the engine speed.

Pulse Width Modulation (PWM) – A PWM is a Subsystem – A subsystem is a part of the engine
digital type of electronic signal that corresponds to a system that relates to a particular function.
measured variable. The length of the pulse (signal) is
controlled by the measured variable. The variable is
quantified by a certain ratio. This ratio is the percent
of “on-time” that is divided by the percent of “off-time”.
A PWM signal is generated by the Throttle Position
Sensor.

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Systems Operation Section

Supply Voltage – Supply voltage is a constant

voltage that is supplied to a component in order to
provide electrical power for operation. Supply voltage
may be generated by the ECM. Supply voltage may
also be the battery voltage of the vehicle that is
supplied by the vehicle wiring.

“T” Harness – This harness is a test harness that

is designed to permit normal circuit operation and
the measurement of the voltage simultaneously.
Typically, the harness is inserted between the two
ends of a connector.

Throttle Position – The Throttle position is sent

from the accelerator pedal. This signal is interpreted
by the ECM. The throttle position may be used as
part of a power take-off control.

Total Tattletale – The total tattletale is the total

number of changes to all system parameters.

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Testing and Adjusting Section

Testing and Adjusting

Section Work carefully around an engine that is running.
Engine parts that are hot, or parts that are moving,
can cause personal injury.
Fuel System
2. Install a suitable fuel flow tube with a visual sight
gauge in the fuel return line. When possible, install
i01854188
the sight gauge in a straight section of the fuel line
Fuel System - Inspect that is at least 304.8 mm (12 inches) long. Do not
install the sight gauge near the following devices
that create turbulence:

A problem with the components that send fuel to • Elbows

the engine can cause low fuel pressure. This can
decrease engine performance. • Relief valves

1. Check the fuel level in the fuel tank. Ensure that • Check valves
the vent in the fuel cap is not filled with dirt.
Observe the fuel flow during engine cranking.
2. Check all fuel lines for fuel leakage. The fuel lines Look for air bubbles in the fuel. If there is no fuel
must be free from restrictions and faulty bends. that is present in the sight gauge, prime the fuel
Verify that the fuel return line is not collapsed. system. Refer to Testing and Adjusting, “Fuel
System - Prime” for more information. If the engine
3. Install a new fuel filter. starts, check for air in the fuel at varying engine
speeds. When possible, operate the engine under
4. Cut the old filter open with a suitable oil filter the conditions which have been suspect.
cutter. Inspect the filter for excess contamination.
Determine the source of the contamination. Make
the necessary repairs.

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

6. Operate the hand priming pump (if equipped).

If excessive resistance is felt, inspect the fuel
pressure regulating valve. If uneven resistance is
felt, test for air in the fuel. Refer to Testing and
Adjusting, “Air in Fuel - Test” for more information.

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

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

i01854200

Air in Fuel - Test

g00578151
Illustration 52
This procedure checks for air in the fuel system. This (1) A steady stream of small bubbles with a diameter of
procedure also assists in finding the source of the air. approximately 1.60 mm (0.063 inch) is an acceptable amount
of air in the fuel.
(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)
1. Examine the fuel system for leaks. Ensure that are also acceptable if there is two seconds to three seconds
the fuel line fittings are properly tightened. Check intervals between bubbles.
the fuel level in the fuel tank. Air can enter the (3) Excessive air bubbles in the fuel are not acceptable.
fuel system on the suction side between the fuel
transfer pump and the fuel tank.

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Testing and Adjusting Section

3. If excessive air is seen in the sight gauge in the i01847622

fuel return line, install a second sight gauge at the
inlet to the fuel transfer pump. If a second sight Finding Top Center Position
gauge is not available, move the sight gauge from for No. 1 Piston
the fuel return line and install the sight gauge
at the inlet to the fuel transfer pump. Observe
the fuel flow during engine cranking. Look for air
bubbles in the fuel. If the engine starts, check for
air in the fuel at varying engine speeds.

If excessive air is not seen at the inlet to the fuel

transfer pump, the air is entering the system after
the fuel transfer pump. Refer to the Testing and
Adjusting, “Fuel System - Prime”.

If excessive air is seen at the inlet to the fuel

transfer pump, air is entering through the suction
side of the fuel system.

g00309726
Illustration 53
To avoid personal injury, always wear eye and face
The engine that is shown may not reflect your application.
protection when using pressurized air.
Setting top center position
(1) Temporary pointer
NOTICE (2) Dial indicator
To avoid damage, do not use more than 55 kPa (8 psi)
to pressurize the fuel tank. 1. Fasten a temporary pointer (1) to the front of the
front cover. Put the tip of the pointer close to the
edge of the damper on the crankshaft or close to
4. Pressurize the fuel tank to 35 kPa (5 psi). Do the edge of the pulley.
not use more than 55 kPa (8 psi) in order to
avoid damage to the fuel tank. Check for leaks in 2. Remove the fuel injection nozzles and the valve
the fuel lines between the fuel tank and the fuel mechanism cover. Refer to Disassembly and
transfer pump. Repair any leaks that are found. Assembly Manual, “Fuel Injection Nozzles -
Check the fuel pressure in order to ensure that Remove” and Disassembly and Assembly Manual,
the fuel transfer pump is operating properly. For “Valve Mechanism Cover - Remove and Install”.
information about checking the fuel pressure, see
Testing and Adjusting, “Fuel System Pressure - 3. Rotate the crankshaft clockwise when you face
Test”. the front of the engine. Rotate the crankshaft until
the pushrod for the inlet valve of the rear cylinder
5. If the source of the air is not found, disconnect begins to tighten.
the supply line from the fuel tank and connect an
external fuel supply to the inlet of the fuel transfer Note: Be careful when you rotate the crankshaft. The
pump. If this corrects the problem, repair the fuel No. 1 inlet valve will be held in position on top of the
tank or the stand pipe in the fuel tank. piston. If the crankshaft is not positioned properly, the
valve may fall from the cylinder head.

4. Rotate the crankshaft further by 1/8 of a turn

in a clockwise direction. Insert a suitable lever
between the rocker lever and the valve spring cap
of the No. 1 inlet valve. Open the inlet valve. Put a
spacer that is approximately 5 mm (0.2 inch) thick
between the valve stem and the rocker lever.

5. Slowly rotate the crankshaft in a counterclockwise

direction until the piston makes contact with
the open valve. Make a temporary mark on the
damper or the pulley in order to align accurately
with the tip of the pointer.

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 37
Testing and Adjusting Section

6. Rotate the crankshaft in a clockwise direction 1. Set the number one piston at the top center piston
by one or two degrees. Remove the spacer on the compression stroke. Refer to Testing and
that is between the valve stem and the rocker Adjusting, “Finding Top Center Position for the No.
lever. Rotate the crankshaft by 1/4 of a turn in a 1 Pistion” for the procedure.
counterclockwise direction. Put a spacer that is
approximately 5 mm (0.2 inch) thick between the 2. Remove the number two fuel injection nozzle.
valve stem and the rocker lever. Refer to Disassembly and Assembly, “Fuel
Injection Nozzles - Remove” for the procedure.
7. Slowly rotate the crankshaft clockwise until the
piston makes contact with the open valve. Make Note: Number five fuel injection nozzle can be used,
another temporary mark on the damper or the if number five fuel injection nozzle is more suitable
pulley in order to align accurately with the tip of for the application.
the pointer.
3. Ensure that the seat washer for the fuel injection
8. Make a temporary mark at the center point nozzle is removed.
between the two marks on the damper or the
pulley. Remove the other two marks. Rotate the 4. Check the bore of the fuel injection nozzle and
crankshaft by 1/8 of a turn in a counterclockwise check the seat for the fuel injection nozzle.
direction. Remove the spacer between the valve
stem and the rocker lever.

9. Slowly rotate the crankshaft in a clockwise

direction until the mark on the damper or the
pulley, which was made in Step 8, aligns with the
tip of the pointer. The No. 1 piston is now at the
top center on the compression stroke.

10. Install the valve mechanism cover and the fuel

injection nozzles.

11. Remove the temporary pointer (1) from the front

of the front cover.

i01847625

Fuel Injection Timing - Check

Table 1 Illustration 54
g00902838

Required Tools 27610218 tool (piston displacement) is installed in the fuel

injection nozzle hole.
Part Number Part Name Quantity
(1) Gland nut
Timing Pin (2) Alignment pin
27610032 1 (3) Main body
(Bosch)
(4) Probe
Tool (piston
27610218 1
displacement) 5. Align alignment pin (2) of main body (3) to the slot
in the fuel injection nozzle hole.
This procedure must be done before any of the
following reasons: 6. Place main body (3) into the fuel injection nozzle
hole and install gland nut (1).
• Removal of the fuel injection pump
7. Apply clean engine oil to probe (4).
• The bolts that hold the fuel injection pump to the
front housing are loosened. 8. Insert probe (4) into main body (3). Then, gently
lower probe (4) onto the piston crown.
The fuel injection pump is timed at four degrees
after top center on the compression stroke of the
number one cylinder. The timing is important in order
to conform to the correct emissions.

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38
Testing and Adjusting Section

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.

Refer to Operation and Maintenance Manual,

“Fuel Recommendations” for more information.

g00902855
3. If fuel quality is still suspected as a possible
Illustration 55 cause to problems regarding engine performance,
Top portion of the 27610218 tool (piston displacement) and the disconnect the fuel inlet line, and temporarily
gland nut operate the engine from a separate source of
(5) Top of the main body fuel that is known to be good. This will determine
(6) The probe is aligned with the main body. if the problem is caused by fuel quality. If fuel
(7) Machined face of the probe
quality is determined to be the problem, drain the
fuel system and replace the fuel filters. Engine
9. Rotate the crankshaft clockwise until the machined
performance can be affected by the following
face of the probe (7) aligns with the top of the
characteristics:
main body (5).

Note: When step 9 is complete do not rotate the • Cetane number of the fuel
crankshaft until the fuel injection pump is installed
on the engine. • Air in the fuel

10. The number one piston is at four degrees after • Other fuel characteristics
top center compression stroke.
i01742724
11. Remove probe (4) from main body (3).
Fuel System - Prime
12. Remove gland nut (1).

13. Remove the main body (3) from the cylinder head.
If air enters the fuel system, the air must be purged
14. Replace the fuel injection nozzle. before the engine can be started. Air can enter the
fuel system when the following events occur:
i01855574
• The fuel tank is empty or the tank has been
partially drained.
Fuel Quality - Test
• The low pressure fuel lines are disconnected.

Use the following procedure to test for problems • A leak exists in the low pressure fuel system.
regarding fuel quality:
• The fuel filter is replaced.
1. Determine if water and/or contaminants are
Use the following procedure in order to remove air
present in the fuel. Check the water separator (if
from the fuel system:
equipped). If a water separator is not present,
proceed to Step 2. Drain the water separator, if
necessary. A full fuel tank minimizes the potential
for overnight condensation.

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

when the water separator is actually full of water.

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 39
Testing and Adjusting Section

g00898190 g00905440
Illustration 56 Illustration 58
Side of the fuel injection pump Air inlet heater on the air inlet manifold
(1) Fuel injection pump (3) Flare nut
(2) nut
4. If the fuel line for the air inlet heater has been
1. Loosen nut (2) on the fuel injection pump. drained, loosen nut (3). Operate the priming lever
on the fuel priming pump until fuel is free of air
from the fuel line.

5. Tighten nut (3) to a torque of 22 N·m (16 lb ft).

g00898194
Illustration 57
Hand priming lever for the priming pump

Note: If the drive cam of the fuel priming pump is in

g00898197
the position of maximum cam lift, the priming lever Illustration 59
will not operate. Rotate the crankshaft by hand one Fuel injection nozzles in the cylinder head
revolution. (4) Flare nut

2. Operate the priming lever on the priming pump Note: Damage to the fuel injection pump, to the
until fuel flows out of nut (2). battery, and to the starter motor can occur if the
starter motor is used excessively to purge the air
3. Tighten nut (2) to a torque of 23 N·m (17 lb ft). from the fuel system.

6. Loosen flare nuts (4) for the high pressure fuel

lines on two fuel injection nozzles.

7. Operate the starting motor until fuel is flowing from

the fuel lines.

8. Tighten flare nuts (4) to a torque of 22 N·m

(16 lb ft).

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.

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40
Testing and Adjusting Section

9. The engine is now ready to start. Operate the 5. Crank the engine for ten seconds. Record the
engine at low idle for a minimum of five minutes maximum pressure. The pressure indication on
immediately after air has been removed from the the gauge should be in the following range:
fuel system.
Maximum pressure ....... 35 to 55 kPa (5 to 8 psi)
Note: Running the engine for this period of time will
help ensure that the pump is completely free of air. Minimum pressure ...................... 26 kPa (3.8 psi)
Damage to the internal parts of the pump, which is
caused by metal to metal contact, will be prevented. 6. If the pressure is less than the minimum pressure,
If the engine stops or if the engine runs roughly, the fuel priming pump must be replaced.
check for air in the fuel system. If air is in the fuel
system, leakage in the low pressure fuel system 7. Observe the rate that the pressure drops. If
probably exists. the pressure drops to one half of the maximum
pressure in less than 30 seconds, the fuel priming
pump must be replaced.
i01742803

Fuel System Pressure - Test 8. Remove the pressure gauge from the fuel priming
pump. Connect the outlet line to the fuel priming
pump (1). Prime the fuel system in order to
eliminate air from the fuel system. Refer to Testing
and Adjusting, “Fuel System - Prime” for the
proper procedure.

9. Connect the fuel injection pump solenoid wire.

i01771267

Gear Group (Front) - Time

g00761195
Illustration 60
The fuel priming pump is located on the right hand side of the
cylinder block.
(1) Fuel priming pump
(2) Priming lever
(A) Fuel inlet
(B) Fuel outlet

The pressure test measures the output pressure of

the fuel priming pump. Low fuel pressure and starting
difficulty may be indications of problems with the fuel
priming pump. Illustration 61
g00905589

(1) Timing marks for the idler gear and the camshaft gear
1. Disconnect the line for the fuel outlet (B). (2) Timing marks for the idler gear and the fuel injection pump
drive gear
2. Put a pressure gauge in the fuel outlet (B) of the (3) Timing marks for the idler gear and the crankshaft gear
fuel priming pump (1).
1. Make sure that the timing marks on the gears are
3. Prime the fuel system in order to eliminate air in alignment.
from the fuel priming pump. Refer to Testing and
Adjusting, “Fuel System - Prime” for the proper 2. Measure the backlash between the camshaft gear
procedure. and the idler gear. Refer to Specifications, “Gear
Group (Front)” for the correct value.
4. Disconnect the fuel injection pump solenoid wire
(if equipped). Put the fuel shutoff lever in the fuel
shutoff position.

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 41
Testing and Adjusting Section

3. Measure the backlash between the fuel

injection pump gear and the idler gear. Refer
to Specifications, “Gear Group (Front)” for the
correct value.

4. If the backlash is not within the specification, the

gears must be replaced. Check the backlash
again.

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42
Testing and Adjusting Section

Air Inlet and Exhaust 5. If the breather tube is made of plastic, use low
pressure air to check for a blockage in the breather
System tube. If a blockage is inside of the connector, the
cover assembly must be replaced. A broken valve
mechanism cover will result if you try to remove
i01592413 the connection.
Air Inlet and Exhaust System
- Inspect i01848443

Turbocharger - Inspect
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.

There will be a reduction in the performance of the Hot engine components can cause injury from
engine if there is a restriction in the air inlet system or burns. Before performing maintenance on the
the exhaust system. engine, allow the engine and the components to
cool.

NOTICE
Hot engine components can cause injury from Keep all parts clean from contaminants.
burns. Before performing maintenance on the
engine, allow the engine and the components to Contaminants may cause rapid wear and shortened
cool. component life.

NOTICE
Care must be taken to ensure that fluids are contained
Making contact with a running engine can cause during performance of inspection, maintenance, test-
burns from hot parts and can cause injury from ing, adjusting and repair of the product. Be prepared to
rotating parts. collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
When working on an engine that is running, avoid nent containing fluids.
contact with hot parts and rotating parts.
Dispose of all fluids according to local regulations and
mandates.
1. Inspect the engine air cleaner inlet and ducting
in order to ensure that the passageway is not
Before you begin inspection of the turbocharger,
blocked or collapsed.
be sure that the inlet air restriction is within the
specifications for your engine. Be sure that the
2. Inspect the engine air cleaner element. Replace
exhaust system restriction is within the specifications
a dirty engine air cleaner element with a clean
for your engine. Refer to Testing and Adjusting, “Air
engine air cleaner element.
Inlet and Exhaust System - Inspect”.
3. Check for dirt tracks on the clean side of the
The condition of the turbocharger will have definite
engine air cleaner element. If dirt tracks are
effects on engine performance. Use the following
observed, contaminants are flowing past the
inspections and procedures to determine the
engine air cleaner element and/or the seal for the
condition of the turbocharger.
engine air cleaner element.

4. For engines with plastic valve mechanism covers, • Inspection of the compressor and the compressor
housing
if you experience excessive crankcase pressure,
remove the valve mechanism cover and check the
end of the shroud for a skin of plastic. If the end of • Inspection of the turbine wheel and the turbine
housing
the shroud has a skin of plastic, remove the skin
of plastic. Ensure that all of the debris is removed.
• Inspection of the wastegate

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Testing and Adjusting Section

Inspection of the Compressor and c. Inspect the engine crankcase breather. Clean
the engine crankcase breather or replace
the Compressor Housing the engine crankcase breather if the engine
crankcase breather is plugged.
Remove the air cleaner from the compressor inlet.
d. Remove the turbocharger oil drain line. 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.

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
Remove the air piping from the turbine housing.

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

g00766001
Illustration 62 If there is damage, determine the source of the
Typical example of a turbocharger foreign object. Replace turbocharger (3). If there
(1) Turbine housing
is no damage, go to Step 2.
(2) Turbine wheel
(3) Turbocharger 2. Inspect turbine wheel (2) for buildup of carbon and
other foreign material. Inspect turbine housing (1)
1. Inspect the compressor wheel for damage from a for buildup of carbon and foreign material. Clean
foreign object. If there is damage, determine the turbine wheel (2) and clean turbine housing (1) if
source of the foreign object. As required, clean you find buildup of carbon or foreign material. If
the inlet system and repair the intake system. there is no buildup of carbon or foreign material,
Replace the turbocharger. If there is no damage, go to Step 3.
go to Step 3.
3. Turn the rotating assembly by hand. While you
2. Clean the compressor wheel and clean the turn the assembly, push the assembly sideways.
compressor housing if you find buildup of foreign The assembly should turn freely. Turbine wheel (2)
material. If there is no buildup of foreign material, should not rub turbine wheel housing (1). Replace
go to Step 3. turbocharger (3) if turbine wheel (2) rubs turbine
housing (1). If there is no rubbing or scraping, go
3. Turn the rotating assembly by hand. While you to Step 4.
turn the assembly, push the assembly sideways.
The assembly should turn freely. The compressor 4. Inspect the turbine and turbine housing (1) for oil
wheel should not rub the compressor housing. The leakage. Inspect the turbine and turbine housing
turbocharger must be replaced if the compressor (1) for oil coking. Some oil coking may be cleaned.
wheel rubs the compressor wheel housing. If there Heavy oil coking may require replacement of
is no rubbing or scraping, go to Step 4. the turbocharger. If the oil is coming from the
turbocharger center housing go to Step 4.a.
4. Inspect the compressor and the compressor Otherwise go to “Inspection of the Wastegate”.
wheel housing for oil leakage. An oil leak from
the compressor may deposit oil in the aftercooler. a. Remove the turbocharger oil drain line. Inspect
Drain and clean the aftercooler if you find oil in the drain opening. Inspect the area between
the aftercooler. the bearings of the rotating assembly shaft.
Look for oil sludge. Inspect the oil drain hole
a. Check the oil level in the crankcase. If the oil for oil sludge. Inspect the oil drain line for
level is too high, adjust the oil level. oil sludge. If necessary, clean the rotating
assembly shaft. If necessary, clean the drain
b. Inspect the air cleaner element for restriction. If opening. If necessary, clean the drain line.
restriction is found, correct the problem.

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44
Testing and Adjusting Section

b. If crankcase pressure is high, or if the oil drain Table 2

is restricted, pressure in the center housing Turbocharger Boost Pressures
may be greater than the pressure of turbine
housing (1). Oil flow may be forced in the wrong Number That Is Stamped
Boost Pressures
direction and the oil may not drain. Check the On The Turbocharger
crankcase pressure and correct any problems. 145 ± 3 kPa
2674A342
(21.03 ± 0.4 psi)
c. If the oil drain line is damaged, replace the oil
drain line. 145 ± 3 kPa
2674A343
(21.03 ± 0.4 psi)
d. Check the routing of the oil drain line. Eliminate 145 ± 3 kPa
any sharp restrictive bends. Make sure that 2674A344
(21.03 ± 0.4 psi)
the oil drain line is not too close to the engine
145 ± 3 kPa
exhaust manifold. 2674A345
(21.03 ± 0.4 psi)
e. If Steps 4.a through 4.d did not reveal the 145 ± 3 kPa
2674A346
source of the oil leakage, turbocharger (3) has (21.03 ± 0.4 psi)
internal damage. Replace turbocharger (3). 145 ± 3 kPa
2674A347
(21.03 ± 0.4 psi)
Inspection of the Wastegate 145 ± 3 kPa
2674A348
(21.03 ± 0.4 psi)
The wastegate controls the amount of exhaust gas
that is allowed to bypass the turbine side of the 127.5 ± 3 kPa
2674A349
turbocharger. This valve then controls the rpm of the (18.50 ± 0.4 psi)
turbocharger.
The boost pressure controls the maximum rpm of the
When the engine operates in conditions of low turbocharger, because the boost pressure controls
boost (lug), a spring presses against a diaphragm the position of the wastegate. The following factors
in the canister. The actuating rod will move and the also affect the maximum rpm of the turbocharger:
wastegate will close. Then, the turbocharger can
operate at maximum performance. • The engine rating
When the boost pressure increases against the • The horsepower demand on the engine
diaphragm in the canister, the wastegate will open.
The rpm of the turbocharger becomes limited. The • The high idle rpm
rpm limitation occurs because a portion of the
exhaust gases bypass the turbine wheel of the • Inlet air restriction
turbocharger.
• Exhaust system restriction
The following levels of boost pressure indicate a
problem with the wastegate: Check the Wastegate for Proper
• Too high at full load conditions Operation
Table 3
• Too low at all lug conditions
Tools Needed
Part
Part Name Qty
Number
Dial Indicator 1

1. Remove the heat shield from the turbocharger.

Remove the guard for the wastegate.

2. Remove the boost line from the wastegate.

Connect an air supply to the wastegate that can
be adjusted accurately.

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 45
Testing and Adjusting Section

3. Fasten a dial indicator to the turbocharger so that i01854567

the end of the actuator rod is in contact with the
dial indicator. This will measure axial movement Engine Valve Lash -
of the actuator rod. Inspect/Adjust
4. Slowly apply air pressure to the wastegate so
that the actuator rod moves 1.0 mm (0.039 inch).
The air pressure should be within 107 to 117 kPa
(15.5 to 17.0 psi). Ensure that the dial indicator
returns to zero when the air pressure is released.
Repeat the test several times. This will ensure that
an accurate reading is obtained.

5. Consult your nearest approved Perkins dealer or

your nearest approved Perkins distributor if the
operation of the wastegate is not correct.

i01297498

Compression - Test
g00939480
Illustration 63
Cylinder and valve location
The cylinder compression test should only be used in (A) Inlet valve
order to compare the cylinders of an engine. If one or (B) Exhaust valve
more cylinders vary by more than 350 kPa (51 psi),
the cylinder and related components may need to If the valve lash requires adjustment several times
be repaired. in a short period of time, excessive wear exists in
a different part of the engine. Find the problem and
A compression test should not be the only method make necessary repairs in order to prevent more
which is used to determine the condition of an engine. damage to the engine.
Other tests should also be conducted in order to
determine if the adjustment or the replacement of Not enough valve lash can be the cause of rapid
components is required. wear of the camshaft and valve lifters. Not enough
valve lash can indicate that the seats for the valves
Before the performance of the compression test, are worn.
make sure that the following conditions exist:
Valves become worn due to the following causes:
• The battery is in good condition.
• Fuel injection nozzles that operate incorrectly
• The battery is fully charged.
• Excessive dirt and oil are present on the filters for
• The starting motor operates correctly. the inlet air.

• The valve lash is set correctly. • Incorrect fuel settings on the fuel injection pump.

• All fuel injection nozzles are removed. • The load capacity of the engine is frequently
exceeded.
• The fuel supply is disconnected.
Too much valve lash can cause broken valve stems,
1. Install a gauge for measuring the cylinder springs, and spring retainers. Too much valve lash
compression in the hole for a fuel injection nozzle. can be an indication of the following problems:

2. Operate the starting motor in order to turn the • Worn camshaft and valve lifters
engine. Record the maximum pressure which is
indicated on the compression gauge. • Worn rocker arms
3. Repeat Steps 1 and 2 for all cylinders. • Bent pushrods
• Broken socket on the upper end of a pushrod
• Loose adjustment screw for the valve lash

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46
Testing and Adjusting Section

If the camshaft and valve lifters show rapid wear,

look for fuel in the lubrication oil or dirty lubrication
oil as a possible cause.
Accidental engine starting can cause injury or
death to personnel.
Valve Lash Check
To prevent accidental engine starting, turn the ig-
An adjustment is NOT NECESSARY if the nition switch to the OFF position and place a do
measurement of the valve lash is in the acceptable not operate tag at the ignition switch location.
range. Check the valve lash while the engine is
stopped. The temperature of the engine does not
change the valve lash setting. 1. Remove the valve mechanism cover. Refer to
Disassembly and Assembly, “Valve Mechanism
If the measurement is not within the acceptable Cover - Remove” For the removal procedure.
clearance, adjustment is necessary. Refer to “Valve
Lash Adjustment”. 2. Rotate the crankshaft in the direction of engine
rotation until the inlet valve of the No. 6 cylinder
has opened and the exhaust valve of the No. 6
Valve Lash Adjustment cylinder has not completely closed. The engine is
now at TC compression stroke.
Table 4
Inlet Valves Exhaust Valves Table 5

0.20 mm 0.45 mm TC
Valve Lash Compression Inlet Valves Exhaust Valves
(0.008 inch) (0.018 inch)
Stroke
TC Compression
1-2-4 1-3-5 0.20 mm 0.45 mm
Stroke Valve Lash
(0.008 inch) (0.018 inch)
TC Exhaust
3-5-6 2-4-6 Cylinders 1-2-4 1-3-5
Stroke(1)
Firing Order 1-5-3-6-2-4(2)
3. Measure the valve lash for the valve when the
(1) 360° from TC compression stroke engine is at TC compression stroke according to
(2) The No. 1 Cylinder is at the front of the engine. Table 5. If necessary, make an adjustment to the
valves according to Table 5.

a. Loosen the valve adjustment screw locknut

that is on the adjustment screw (1).

b. Place an appropriate feeler gauge (2)

between the rocker arm and the valve. Turn
the adjustment screw (1) while the valve
adjustment screw locknut is being held from
turning. Adjust the valve lash until the correct
specification is achieved.

c. After each adjustment, tighten the valve

adjustment screw locknut while you hold the
g00323903 valve adjustment screw (1) from turning.
Illustration 64
Setting the valve lash 4. Rotate the crankshaft in the direction of engine
(1) Adjustment screw rotation to TC exhaust stroke (360° from TC
(2) Feeler gauge compression stroke).

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Testing and Adjusting Section

Table 6 i01872196

TC Exhaust
Stroke(1)
Inlet Valves Exhaust Valves Valve Depth - Inspect
0.20 mm 0.45 mm
Valve Lash
(0.008 inch) (0.018 inch)
Cylinders 3-5-6 2-4-6
(1) 360° from TC compression stroke

5. Measure the valve lash for the valves when the

engine is at TC exhaust stroke according to Table
6. If necessary, make an adjustment to the valves
according to Table 6.

a. Loosen the valve adjustment screw locknut

that is on the adjustment screw (1).

b. Place an appropriate feeler gauge (2)

between the rocker arm and the valve. Turn
the adjustment screw (1) while the valve
adjustment screw locknut is being held from
turning. Adjust the valve lash until the correct
specification is achieved.

c. After each adjustment, tighten the valve

adjustment screw locknut while you hold the Illustration 65
g00953530
valve adjustment screw (1) from turning.
Valve Depth
6. Install the valve mechanism cover. Refer to (1) 21825617 Dial gauge
(2) 21825496 Dial gauge holder
Disassembly and Assembly, “Valve Mechanism
Cover - Install” for the installation procedure.
1. Ensure that the face of the valves are clean.
Ensure that the bottom face of the cylinder head
is clean. Ensure that the cylinder head is not
distorted. Refer to Testing and Adjusting, “Cylinder
Head - Inspect” for the procedure to measure
flatness of the cylinder head.

2. Use the dial gauge (1) with the dial gauge holder
(2) in order to check the depths of the inlet valve
and the exhaust valve below the face of the
cylinder head. Use the cylinder head face to zero
the dial gauge (1).

3. Measure the depth of the inlet valve and the

exhaust valve below the cylinder head face. The
minimum and maximum limits for a new engine
follow:

Inlet valves
Minimum ...................... 1.40 mm (0.055 inch)
Maximum ..................... 1.70 mm (0.067 inch)

Exhaust valves
Minimum ...................... 1.50 mm (0.059 inch)
Maximum ..................... 1.80 mm (0.071 inch)

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48
Testing and Adjusting Section

4. Service wear occurs on an engine which has 3. Lift the edge of the valve head to a distance of
been in operation. If the valve depth below the 15.0 mm (0.60 inch).
cylinder head face on a used engine exceeds
the specification for service wear, the following 4. Move the valve in a radial direction away from the
components must be replaced. dial indicator. Make sure that the valve moves
away from the dial indicator as far as possible.
• Valves Position the contact point of the dial indicator on
the edge of the valve head. Set the position of the
• Valve inserts needle of the dial indicator to zero.

Wear limit for inlet valves ... 1.95 mm (0.077 inch) 5. Move the valve in a radial direction toward the dial
indicator as far as possible. Note the distance of
Wear limit for exhaust valves ................. 2.05 mm movement which is indicated on the dial indicator.
(0.081 inch) If the distance is greater than the maximum
clearance of the valve in the valve guide, replace
5. Check each valve for cracks. Check the stems of the valve guide.
the valves for wear. Ensure that the valves are
the correct fit in the valve guides. Refer to Testing The maximum clearance for the inlet valve stem
and Adjusting, “Valve Guide - Inspect” for the in the valve guide with a valve lift of 15.0 mm
procedure to inspect the valve guides. (0.60 inch) is the following value. ......... 0.100 mm
(0.0039 inch)
6. Check the load on the valve springs. Refer to
Specifications, “Cylinder Head Valves” for the The maximum clearance for the exhaust valve
correct lengths and specifications for the valve stem in the valve guide with a valve lift of 15.0 mm
springs. (0.60 inch) is the following value. ......... 0.121 mm
(0.0048 inch)
i01854998
When new valve guides are installed, new valves and
Valve Guide - Inspect new valve seat inserts must be installed. Valve guides
and valve seat inserts are supplied as an unfinished
part. The unfinished valve guides and unfinished
valve seat inserts are installed in the cylinder head.
Perform this test in order to determine if a valve guide Then, the valve guides and valve inserts are cut and
should be replaced. reamed in one operation with special tooling.

Refer to Disassembly and Assembly, “Inlet and

Exhaust Valve Guides - Remove and install” for the
replacement of the valve guides.

g00314806
Illustration 66
Measure the radial movement of the valve in the valve guide.
(1) Valve guide
(2) Radial movement of the valve in the valve guide
(3) Valve stem
(4) Dial indicator
(5) Valve head

1. Place a new valve in the valve guide.

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

face of the cylinder head.

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Testing and Adjusting Section

Lubrication System Perform the following procedures in order to inspect

the oil pump. Refer to the Specifications Module,
“Engine Oil Pump” for clearances and torques.
i01854908

Engine Oil Pressure - Test

Low Oil Pressure

The following conditions will cause low oil pressure.

• The oil level is low in the crankcase.

• A restriction exists on the oil suction screen.
• Connections in the oil lines are leaking. g00295506
Illustration 67

• The connecting rod or the main bearings are worn. Oil pump cover
(1) Cover bolts
• The rotors in the oil pump are worn.
1. Remove the oil pump from the engine. Remove
• The oil pressure relief valve is operating incorrectly. the cover of the oil pump.

A worn oil pressure relief valve can allow oil to leak 2. Remove the outer rotor. Clean all of the parts.
through the valve which lowers the oil pressure. Look for cracks in the metal or other damage.
Refer to the Specifications Module, “Engine Oil Relief
Valve” for the correct operating pressure and other
information.

When the engine runs at the normal temperature for

operation and at high idle, the oil pressure must be
a minimum of 280 kPa (40 psi). A lower pressure is
normal at low idle.

A suitable pressure gauge can be used in order to

test the pressure of the lubrication system.

High Oil Pressure

High oil pressure can be caused by the following g00578755
Illustration 68
conditions.
Clearance for the outer rotor body

• The spring for the oil pressure relief valve is (2) Measure the clearance of the outer rotor to the body.
installed incorrectly.
3. Install the outer rotor. Measure the clearance of
• The plunger for the oil pressure relief valve the outer rotor to the body (2).
becomes jammed in the closed position.

• Excessive sludge exists in the oil which makes the

viscosity of the oil too high.

i01456927

Engine Oil Pump - Inspect

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

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

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50
Testing and Adjusting Section

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.

i01794028

Excessive Engine Oil

Consumption - Inspect
g00578757
Illustration 69
Clearance for the inner rotor body
Engine Oil Leaks on the Outside of
(3) Measure the clearance of the inner rotor to the outer rotor.
the Engine
4. Measure the clearance of the inner rotor to the
outer rotor (3). 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
Illustration 70
g00578719 are several possible ways for engine oil to leak into
End play measurement of the rotor
the combustion area of the cylinders:
(4) Measure the end play of the rotor.
• Leaks between worn valve guides and valve stems
5. Measure the end play of the rotor with a straight
edge and a feeler gauge (4).
• Worn components or damaged components
(pistons, piston rings, or dirty return holes for the
engine oil)
6. Clean the top face of the oil pump and the bottom
face of the cover. Install the cover on the oil pump.
Install the oil pump on the engine.
• Incorrect installation of the compression ring and/or
the intermediate ring

i01126690 • Leaks past the seal rings in the turbocharger shaft

Excessive Bearing Wear - • Overfilling of the crankcase
Inspect • Wrong dipstick or guide tube
• Sustained operation at light loads
When some components of the engine show bearing
Excessive consumption of engine oil can also
wear in a short time, the cause can be a restriction in
result if engine oil with the wrong viscosity is used.
an oil passage.
Engine oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.

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Testing and Adjusting Section

i01462628

Increased Engine Oil

Temperature - Inspect

Look for a restriction in the oil passages of the oil

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

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52
Testing and Adjusting Section

Cooling System b. Clean the radiator and other components with

hot water or steam at low pressure. Detergent
in the water may also be used. Compressed
i01874899 air may be used to remove materials from
the cooling system. Identify the cause of the
Cooling System - Check restriction before you choose the method for
cleaning.

c. Straighten any fins of the radiator if the fins

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

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

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

3. Inspect the radiator for bent fins and other

restriction to the flow of air through the radiator.

4. Inspect the drive belt for the fan.

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Testing and Adjusting Section

5. Inspect the blades of the fan for damage. The coolant level must be to the correct level in order
to check the coolant system. The engine must be
6. Look for air or combustion gas in the cooling cold and the engine must not be running.
system.
After the engine is cool, loosen the pressure cap
7. Inspect the radiator cap for damage. The sealing in order to relieve the pressure out of the cooling
surface must be clean. system. Then remove the pressure cap.

8. Look for large amounts of dirt in the radiator core. The level of the coolant should not be more than
Look for large amounts of dirt on the engine. 13 mm (0.5 inch) from the bottom of the filler pipe. If
the cooling system is equipped with a sight glass,
9. Shrouds that are loose or missing cause poor air the coolant should be to the correct level in the sight
flow for cooling. glass.

i01876572 Making the Correct Antifreeze

Cooling System - Test Mixtures
Do not add pure 21825166 POWERPART antifreeze
to the cooling system in order to adjust the
concentration of antifreeze. The pure antifreeze
Remember that temperature and pressure work
increases the concentration of antifreeze in the
together. When a diagnosis is made of a cooling
cooling system. The increased concentration
system problem, temperature and pressure must
increases the concentration of dissolved solids and
be checked. The cooling system pressure will have
undissolved chemical inhibitors in the cooling system.
an effect on the cooling system temperature. For
an example, refer to Illustration 71. This will show
The antifreeze mixture must consist of equal
the effect of pressure on the boiling point (steam) of
quantities of antifreeze and clean soft water. The
water. This will also show the effect of height above
corrosion inhibitor in the antifreeze will be diluted if a
sea level.
concentration of less than 50% of antifreeze is used.
Concentrations of more than 50% of antifreeze may
have the adverse effect on the performance of the
coolant.

Checking the Filler Cap

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

g00286266
Illustration 71
Cooling system pressure at specific altitudes and boiling points
of water

Personal injury can result from hot coolant, steam

and alkali.
g00296067
At operating temperature, engine coolant is hot Illustration 72
and under pressure. The radiator and all lines Typical schematic of filler cap
to heaters or the engine contain hot coolant or (1) Sealing surface between the pressure cap and the radiator
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.

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54
Testing and Adjusting Section

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

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

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

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

2. Inspect the pressure cap carefully. Look for 3. Put a suitable pressurizing Pump onto the radiator.
damage to the seal. Look for damage to the
surface that seals. Remove any debris on the cap, 4. Use the pressurizing pump to increase the
the seal, or the sealing surface. pressure to an amount of 20 kPa (3 psi) more than
the operating pressure of the filler cap.
Carefully inspect the filler cap. Look for any
damage to the seals and to the sealing surface. 5. Check the radiator for leakage on the outside.
Inspect the following components for any foreign
substances: 6. Check all connections and hoses of the cooling
system for leaks.
• Filler cap
The radiator and the cooling system do not have
• Seal leakage if all of the following conditions exist:

• Surface for seal • You do NOT observe any leakage after five
minutes.
Remove any deposits that are found on these
items, and remove any material that is found on • The dial indicator remains constant beyond five
these items. minutes.

3. Install the pressure cap onto a suitable The inside of the cooling system has leakage only
pressurizing Pump. if the following conditions exist:

4. Observe the exact pressure that opens the filler • The reading on the gauge goes down.
cap.
• You do NOT observe any outside leakage.
5. Compare the pressure to the pressure rating that
is found on the top of the filler cap. Make any repairs, as required.

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

Testing The Radiator And Cooling

System For Leaks
Use the following procedure to test the radiator and
the cooling system for leaks.

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Testing and Adjusting Section

i01874900

Engine Oil Cooler - Inspect

Hot oil and hot components can cause personal

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

g00954224
Illustration 73
(1) Cooling plate (4) Cover plate (7) Oil hose
(2) Seal (5) O ring
(3) Gasket (6) Two-piece flange

Perform the following procedure in order to inspect 3. Thoroughly clean the flange face of the cover
the engine oil cooler: plate and the cylinder block.

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

collect any engine oil or coolant that drains from
the oil cooler. Remove one of the oil hoses. Do not
remove both of the oil hoses at the same time in Personal injury can result from air pressure.
order to ensure that the cooling plate (1) remains
fastened to the cover plate (4). Personal injury can result without following prop-
er procedure. When using pressure air, wear a pro-
Before the second oil hose is removed, install the tective face shield and protective clothing.
two-piece flange (6) and the nuts on the studs for
flange (6) without the oil hose. Maximum air pressure at the nozzle must be less
than 205 kPa (30 psi) for cleaning purposes.
2. Refer to Disassembly and Assembly, “Engine Oil
Cooler - Remove” for removal of the engine oil 4. Inspect the cooling plate (1) for cracks and dents.
cooler. Replace the cooling plate if cracks or dents exist.

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Testing and Adjusting Section

If necessary, clean the outside of the cooling plate 5. After ten minutes, remove the water temperature
and clean the inside of the cooling plate. Use a regulator. Immediately measure the opening
solvent that is not corrosive on copper. Ensure of the water temperature regulator. Refer to
that no restrictions for the flow of lubricating oil Specifications, “Water Temperature Regulator”
exist in the cooling plate. for the minimum opening distance of the
water temperature regulator at the fully open
Dry the cooling plate with low pressure air. temperature.
Flush the inside of the cooling plate with clean
lubricating oil. If the distance is less than the amount listed in the
manual, replace the water temperature regulator.
5. Refer to Disassembly and Assembly, “Engine Oil
Cooler - Install” for installation of the engine oil
i01628133
cooler.

6. Ensure that the cooling system of the engine is

Water Pump - Inspect
filled to the correct level. Operate the engine.

Note: Refer to the Operation And Maintenance 1. Inspect the water pump for leaks at vent hole. The
Manual for additional information. water pump seal is lubricated by coolant in the
cooling system. It is normal for a small amount of
Check for oil or coolant leakage. leakage to occur as the engine cools down and
the parts contract.
i01666401
2. Refer to Disassembly and Assembly, “Water Pump
Water Temperature Regulator - Remove ” and Disassembly and Assembly,
“Water Pump - Install”.
- Test
3. Inspect the water pump shaft for unusual noise,
excessive looseness and/or vibration of the
bearings.

Personal injury can result from escaping fluid un-

der pressure.

If a pressure indication is shown on the indicator,

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

1. Remove the water temperature regulator from the

engine.

2. Heat water in a pan until the temperature of

the water is equal to the fully open temperature
of the water temperature regulator. Refer to
Specifications, “Water Temperature Regulator”
for the fully open temperature of the water
temperature regulator. Stir the water in the pan.
This will distribute the temperature throughout the
pan.

3. Hang the water temperature regulator in the pan

of water. The water temperature regulator must
be below the surface of the water. The water
temperature regulator must be away from the
sides and the bottom of the pan.

4. Keep the water at the correct temperature for ten

minutes.

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Testing and Adjusting Section

Basic Engine Inspect the Piston Ring End Gap

i01853436

Piston Ring Groove - Inspect

Inspect the Piston and the Piston

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

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

grooves and that the rings are not broken. Illustration 75
g00782363

(1) Piston ring

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

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

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

Note: The coil spring must be removed from the oil

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

i01874902

Connecting Rod - Inspect

These procedures determine the following

characteristics of the connecting rod:

• The length of the connecting rod

g00905732
Illustration 74 • The distortion of the connecting rod
(1) Feeler gauge
(2) Piston ring • The parallel alignment of the bores of the
(3) Piston grooves connecting rod
2. Fit new piston rings (2) in the piston grooves (3). Note: If the crankshaft or the cylinder block are
replaced, the piston height for all cylinders must be
3. Check the clearance for the piston ring by placing measured. The grade of length of the connecting
a suitable feeler gauge (1) between piston rods may need to be changed in order to obtain the
groove (3) and the top of piston ring (2). Refer correct piston height.
to Specifications, “Piston and Rings” for the
dimensions. If the grade of length must be changed, one of the
following actions must be taken:
Note: Some pistons have a tapered top groove and
the piston ring is wedged. The clearance for the top • New connecting rod assemblies that are the
piston ring cannot be checked by the above method correct grade of length must be installed. Refer to
when this occurs. “Length Of The Connecting Rod”.

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58
Testing and Adjusting Section

• New piston pin bearings must be bored after • Measuring the length
installation in the original connecting rods. Refer
to “Piston Pin Bearings”. 2. Ensure that the connecting rod is aligned parallel
and that the connecting rod is not distorted. Refer
Note: When the piston pin is installed, always install to “Distortion Of A Connecting Rod” in this service
new retaining rings on each end of the piston pin. If module.
the piston pin cannot be removed by hand, heat the
piston to a temperature of 45° ± 5 °C (113° ± 9 °F) in 3. Remove the piston pin bearing from the connecting
order to aid the removal of the piston pin. Heating rod. Install a new bearing in the connecting rod.
the piston to this temperature may also aid the The new bearing is partially finished. The new
installation of the piston pin. bearing must be bored off-center to the correct
diameter. This off-center position is determined by
the grade of length of the connecting rod. Refer to
Length of The Connecting Rod Table 7. The correct diameter of the bore in the
piston pin bearing is given in the Specifications
CRL is the length of the connecting rod. Refer to
Module, “Connecting Rod”.
Table 7 for each grade of length of connecting rod.
Surface finish of the bored hole in the piston pin
In order to ensure that the piston height above the
bearing .................................. Ra 0.8 micrometers
cylinder block is correct, six grades of connecting
rods “F” to “L”are used during manufacture at the
4. Machine the ends of the piston pin bearing to the
factory. Replacement connecting rods are available
correct length. Remove any sharp edges. Refer to
in four grades. These grades of connecting rod are
“H” to “L”. The grade of length is identified by a the Specifications Module, “Connecting Rod”.
letter or a color which is marked on the side of the
5. If the grade of length of the connecting rod
connecting rod. The longest grade is marked with the
letter “H”. The shortest grade is marked with the letter is changed, the letter that is stamped on the
connecting rod must be removed. Etch a letter
“L”. The difference in length between each grade of
that is for the new grade of length on the side of
connecting rods is the following value: 0.046 mm
(0.0018 inch) the connecting rod.

Note: Do not stamp a new letter on the connecting

The grade of length of a connecting rod is determined
in the factory by machining an eccentric hole in a rod. The force of stamping may damage the
connecting rod.
semi-finished piston pin bushing. Therefore, the
grade of length is determined by the position of the
center of the hole in the piston pin bearing. Table 7 references the following information: Grade
of letter of the connecting rod, the color code of the
connecting rods, and the lengths of the connecting
If the connecting rod must be replaced, a new
connecting rod assembly must be purchased and rods.
installed. Refer to Table 7 for more information. Table 7

A new piston pin bearing is installed in the new Grade Color Length Of The Connecting
connecting rod at the factory. The bore of the piston Letter Code Rod (CRL)
pin bearing is reamed to the correct eccentricity. 165.637 to 165.670 mm
“H” White
(6.5211 to 6.5229 inch)
Piston Pin Bearings 165.591 to 165.624 mm
“J” Green
(6.5193 to 6.5211 inch)
Note: This procedure requires personnel with the
correct training and the use of specialized equipment 165.545 to 165.578 mm
“K” Purple
for machining. (6.5175 to 6.5193 inch)
165.499 to 165.532 mm
If the piston pin bearing requires replacement but the “L” Blue
(6.5157 to 6.5175 inch)
original connecting rod is not replaced, the following
procedures must be performed:
Measure The Length Of The Connecting
1. Determine the grade of length of the connecting Rod
rod. Use one of the following characteristics:
If the mark or the color of the grade of length cannot
• The mark be observed on the connecting rod, perform the
following procedure:
• The color

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Testing and Adjusting Section

g00326546 g00326423
Illustration 76 Illustration 77
Measure the length of the connecting rod. Measure the connecting rod for distortion.
(1) Measuring pins (1) Measuring pins
(2) Connecting rod (2) Connecting rod
(CRL) Connecting Rod Length (L) The length between the centers of the piston pin bearing and
the crankshaft journal bearing is shown in Illustration 77.
1. Refer to Illustration 76. Use the following tools in
order to measure the length of the connecting rod: 2. Measure the connecting rod for distortion and
parallel alignment between the bores.
• Appropriate gauges for measuring distance
The bores for the crankshaft bearing and the
• Measuring pins (1) bearing for the piston pin must be square and
parallel with each other within the required limits.
2. Ensure that the measuring pins (1) are parallel. If the piston pin bearing is removed, the limit “L” is
“CRL” is measured when the bearing for the the following value: ± 0.25 mm (± 0.010 inch)
crankshaft journal is removed and the original
piston pin bearing is installed. The limits are measured at a distance of 127 mm
(5.0 inch) from each side of the connecting rod.
Measure “CRL”. Compare the “CRL” that is given
in Table 7. The grade of length of the connecting If the piston pin bearing is not removed, the limit “L”
rod is determined by the “CRL”. Refer to Table 7 is the following value: ± 0.06 mm (± 0.0024 inch)
for the correct grade of length.
L is equal to 219.08 ± 0.03 mm (8.625 ± 0.001 inch).
Distortion of The Connecting Rod 3. Inspect the piston pin bearing and the piston pin
for wear.
1. Use the following tools in order to measure the
distances for the connecting rod (2) which are 4. Measure the clearance of the piston pin in the
specified in Illustration 76: piston pin bearing. Refer to the Specifications
Module, “Connecting Rod” for dimensions.
• Appropriate gauges for measuring distance
• Measuring pins (1) i01463492

Cylinder Block - Inspect

1. Clean all of the coolant passages and the oil

passages.

2. Check the cylinder block for cracks and damage.

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

machined. This will affect the depth of the cylinder
liner flange and the piston height above the
cylinder block.

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Testing and Adjusting Section

4. Check the camshaft bearings for wear. If a new 8. Measure the cylinder head for flatness. Use a
bearing is needed, use a suitable adapter to press straight edge and a feeler gauge to check the
the bearing out of the bore. Ensure that the oil cylinder head for flatness.
hole in the new bearing faces the front of the
block. The oil hole in the bearing must be aligned • Measure the cylinder head from one side to the
with the oil hole in the cylinder block. The bearing opposite side (A).
must be aligned with the face of the recess.
• Measure the cylinder head from one end to the
5. Refer to Testing and Adjusting, “Cylinder Liner opposite end (B).
Projection - Inspect” for information on the
inspection of the cylinder liner. • Measure the cylinder head from one corner to
the opposite corner (C).
i01873079
Refer to Specifications, “Cylinder Head” for the
Cylinder Head - Inspect requirements of flatness.

Resurfacing the Cylinder Head

1. Remove the cylinder head from the engine. The bottom face of cylinder head can be resurfaced if
any of the following conditions exist:
2. Remove the water temperature regulator housing.
• The bottom face of the cylinder head is not flat
3. Inspect the cylinder head for signs of gas or within the specifications.
coolant leakage.
• The bottom face of the cylinder head is damaged
4. Remove the valve springs and valves. by pitting, corrosion, or wear.

5. Clean the bottom face of the cylinder head Note: The thickness of the cylinder head must not be
thoroughly. Clean the coolant passages and less than 102.48 mm (4.035 inch) after the cylinder
the lubricating oil passages. Make sure that the head has been machined.
contact surfaces of the cylinder head and the
cylinder block are clean, smooth and flat. If the bottom face of the cylinder head is resurfaced,
the recesses in the cylinder head for the valve seat
6. Inspect the bottom face of the cylinder head for inserts must be machined. The valve seat inserts
pitting, corrosion, and cracks. Inspect the area must be ground on the side which is inserted into
around the valve seat inserts and the holes for the the cylinder head. Grinding this surface will ensure
fuel injection nozzles carefully. that no protrusion exists above the bottom face of
the cylinder head. Refer to Specifications, “Cylinder
7. Test the cylinder head for leaks at a pressure of Head Valves” for the correct dimensions.
200 kPa (29 psi).
i01873045

Cylinder Liner Projection -

Inspect

1. Use the 21825617 dial gauge and the 21825496

dial gauge holder in order to measure the flange
projection of the cylinder liner. Use the cylinder
block face in order to zero the dial gauge (3).

g00295372
Illustration 78
Flatness of the cylinder head (typical example)
(A) Side to side
(B) End to end
(C) Diagonal

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Testing and Adjusting Section

• Check for damage to the cylinder liner such as

cracks and deep scratches.

The cylinder liner does not need to be replaced if the

following conditions exist:

• The honed finish can be clearly seen on the area

of the cylinder liner.

• The engine performance and the oil consumption

are acceptable.

If the cylinder liner requires replacement, refer to

the Disassembly and Assembly, “Cylinder Liner
- Remove ” and the Disassembly and Assembly,
“Cylinder Liner - Install” for the correct procedures.

A new cylinder liner is partially finished. Personnel

with the correct training are required in order to finish
a new cylinder liner. Special equipment and tools are
also required. Refer to the Specifications Module for
Illustration 79
g00953917 additional information.
Measure the liner projection.
Note: If a new cylinder liner is installed, new piston
(1) Flame ring of cylinder liner
(2) Flange of cylinder liner
rings must be installed.
(3) 21825617 Dial gauge
(4) 21825496 Dial gauge holder
i01872303

2. Position the dial gauge (3) and the dial gauge

holder (4) on the flange of the cylinder liner (2).
Piston Height - Inspect
Measure the projection of the flange of the cylinder
liner (2) in four locations around the cylinder liner.
Do not measure the projection from the flame ring If the height of the piston above the cylinder block
(1), if equipped. is not within the tolerance that is given in the
Specifications Module, “Piston and Rings”, the
The four measurements should not vary more bearing for the piston pin must be checked. Refer to
than 0.03 mm (0.001 inch) from each other. The Testing and Adjusting, “Connecting Rod - Inspect”.
average projection between adjacent cylinders If any of the following components are replaced or
must not vary more than 0.03 mm (0.001 inch). remachined, the piston height above the cylinder
block must be measured:
Refer to the Specifications Module, “Cylinder
Block” for the tolerance for the projection of the • Crankshaft
flange of the cylinder liner (2).
• Cylinder head
Inspection Of The Cylinder Liner
• Connecting rod
The condition of a cylinder liner is determined by the
following criteria: • Bearing for the piston pin
• Check the extent and the location of any polished The correct piston height must be maintained in order
areas that are on the bore of the cylinder liner. If to ensure that the engine conforms to the standards
the bore of the cylinder liner is polished, an engine for emissions.
can have oil consumption that is high with very little
wear on the bore. Observe the area that is near the Note: The top of the piston should not be machined.
top of the bore of the cylinder liner. The area is just If the original piston is installed, be sure that the
below the ring of carbon. The thrust from the top original piston is assembled to the correct connecting
piston ring is the maximum in this area. rod and installed in the original cylinder.

• Check the wear that is on the bore of the cylinder

liner. Refer to the Specifications Module, “Cylinder
Block” for the dimensions of the cylinder liner.

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Testing and Adjusting Section

Six grades of length of connecting rods determine i01785937

the piston height above the cylinder block. The grade
of length of a connecting rod is identified by a letter or Flywheel - Inspect
a color. The letter or the color is marked on the side
of the connecting rod. Refer to Testing and Adjusting,
“Connecting Rod - Inspect” and Specifications,
Table 8
“Connecting Rod” for additional information.
Required Tools
Part
Part Description Qty
Number
8T-5096 Dial Indicator Group 1

Alignment of the Flywheel Face

g00953648
Illustration 80
(1) 21825617 Dial gauge
(2) 21825496 Dial gauge holder

1. Use the dial gauge (1) and the dial gauge holder
(2) in order to measure the piston height above
the cylinder block. Use the cylinder block face to
zero the dial gauge (1).
g00295952
Illustration 81
2. Rotate the crankshaft until the piston is at the
approximate top center. Ensure that the flame ring 1. Install the dial indicator in Illustration 81, as shown.
of the cylinder liner does not interfere with the dial
gauge holder (2) or the dial gauge (1). 2. Set the pointer of the dial indicator to 0 mm
(0 inch).
3. Position the dial gauge holder (2) and the dial
gauge (1) in order to measure the piston height 3. Turn the flywheel. Read the dial indicator for every
above the cylinder block. Slowly rotate the 90 degrees.
crankshaft in order to determine when the piston
is at the highest position. Record this dimension. Note: During the check, keep the crankshaft pressed
Compare this dimension with the dimensions that toward the front of the engine in order to remove any
are given in Specifications, “Piston and Rings”. end clearance.

4. Calculate the difference between the lowest

measurement and the highest measurement of the
four locations. This difference must not be greater
than 0.03 mm (0.001 inch) for every 25 mm
(1.0 inch) of the radius of the flywheel. The radius
of the flywheel is measured from the axis of the
crankshaft to the contact point of the dial indicator.

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Testing and Adjusting Section

Flywheel Runout

g00913387
Illustration 83
g00295954
Illustration 82
1. Install the 21825617 dial gauge. See Illustration
1. Install the dial indicator in Illustration 82, as shown. 83.

2. Set the pointer of the dial indicator to 0 mm 2. Set the pointer of the 21825617 dial gauge to
(0 inch). 0 mm (0 inch).

3. Turn the flywheel. Read the dial indicator for every 3. Check the concentricity at intervals of 90 degrees
90 degrees. around the flywheel housing.

4. Calculate the difference between the lowest 4. Calculate the difference between the lowest
measurement and the highest measurement of measurement and the highest measurement. This
the four locations. This difference must not be difference must not be greater than the limit that
greater than 0.30 mm (0.012 inch). is given in Table 9.

Note: Any necessary adjustment must be made on

i01862421 the flywheel housing. Then, recheck the concentricity.
Flywheel Housing - Inspect
Alignment of the Flywheel Housing
Note: This check must be made with the flywheel
and the starter removed and the bolts for the flywheel
Concentricity of the Flywheel housing tightened to the correct torque.
Housing
Note: This check must be made with the flywheel
and the starter removed and the bolts for the flywheel
housing tightened lightly.

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Testing and Adjusting Section

i01771501

Gear Group - Inspect

g00905589
Illustration 85

g00913389 (1) Camshaft gear

Illustration 84 (2) Fuel injection pump gear
(3) Crankshaft gear
1. Install the 21825617 dial gauge. See Illustration (4) Idler gear
84.
Note: If one or more of the gears need to be removed
2. Set the pointer of the 21825617 dial gauge to for repair, refer to the Disassembly and Assembly,
0 mm (0 inch). “Gear Group (Front) - Remove” topic in order to
properly remove the gears. Refer to the Disassembly
3. Check the alignment at intervals of 90 degrees and Assembly, “Gear Group (Front) - Install” topic in
around the flywheel housing. order to properly install the gears.

4. Calculate the difference between the lowest 1. Inspect the gears for wear or for damage. If the
measurement and the highest measurement. This gears are worn or damaged, use new parts for
difference must not be greater than the limit that replacement.
is given in Table 9.
2. Measure the backlash on camshaft gear (1). Refer
Note: Any necessary adjustment must be made on to the Specifications, “Gear Group (Front)” topic
the flywheel housing. for the backlash measurement.

Table 9 3. Measure the backlash on idler gear (4). Refer to

Limits for Flywheel Housing Runout and Alignment the Specifications, “Gear Group (Front)” topic for
(Total Indicator Reading) the backlash measurement.

Bore of the Housing Maximum Limit (Total 4. Measure the backlash on fuel injection pump
Flange Indicator Reading) gear (2). Refer to the Specifications, “Gear Group
410 mm (16.14 inch) 0.25 mm (0.010 inch) (Front)” topic for the backlash measurement.
448 mm (17.63 inch) 0.28 mm (0.011 inch) 5. Measure the end play on idler gear (4). Refer to
the Specifications, “Gear Group (Front)” topic for
the end play measurement.

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Testing and Adjusting Section

i01878712 If the reading on the dial indicator is more than

0.18 mm (0.007 inch), inspect the pulley and the
Vibration Damper - Check vibration damper for damage. If the pulley or the
vibration damper are damaged, use new parts for
replacement.
The vibration damper is installed on the front of the 6. Move the dial indicator so that the dial indicator
crankshaft or the rear of the crankshaft. The vibration will measure the circumference of the vibration
damper is balanced in order to help remove torsional damper. Set the dial indicator to read 0.00 mm
vibration in the engine. (0.00 inch).
Replace the vibration damper if any of the following 7. Slowly rotate the crankshaft in order to measure
conditions exist: the runout of the circumference of the vibration
damper. Use the highest reading and the lowest
• There is any impact damage to the outer casing. reading on the dial indicator. The maximum and
the minimum readings on the dial indicator should
• There is leakage of the viscous fluid from the cover not vary more than 0.12 mm (0.005 inch).
plate.
If the reading on the dial indicator is more than
• There is movement of the pulley or the outer ring 0.12 mm (0.005 inch), inspect the pulley and the
on the hub. vibration damper for damage. If the pulley or the
vibration damper are damaged, use new parts for
• There is a large amount of gear train wear that is replacement.
not caused by lack of oil.

• Analysis of the engine oil has revealed that the

front main bearing is badly worn.

• The engine has had a failure because of a broken

crankshaft.

Check the areas around the holes for the bolts in

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

Use the following steps in order to check the

alignment and the runout of the vibration damper:

1. Remove any debris from the front face of the

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

2. Use a suitable lever in order to move the vibration

damper forward. This will eliminate the end play
of the crankshaft. Do not use excessive force to
move the vibration damper away from the engine.

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

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

4. Rotate the crankshaft at intervals of 90 degrees

and read the dial indicator.

5. The difference between the lower measurements

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

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Testing and Adjusting Section

Electrical System Make sure that the battery condition and the battery
charge are satisfactory. Make sure that all electrical
connections are tight. The electrical system can have
i01854888 reduced voltage if the following conditions exist:

Air Inlet Heater - Test • A discharged battery

• A loose connection

Tests For The Air Inlet Heater Reduced voltage may cause slow cranking of the
starter motor and failure of the heater unit to be
activated.

NOTICE
If operated for a long period of time, The air inlet heater
can create excessive heat. Excessive heat can dam-
age the air inlet heater.

Leak Test For The Air Inlet Heater On The

Engine
Use the following procedure in order to test for a leak
in the air inlet heater.
g00910925
Illustration 86
1. Disconnect the fuel supply line (2) and the
(1) Electrical connection electrical connection on the air inlet heater. Be
(2) Fuel inlet
(3) Ball valve
sure that the electrical connector is insulated from
(4) Valve holder contact with metal engine components. Remove
(5) Wire coil the air inlet heater from the manifold. Place a
(6) Ignition coil suitable plug in the manifold in order to prevent
debris from entering the air inlet manifold.
The air inlet heater (1) is located in the air inlet
manifold on the right side of the engine. 2. Connect the fuel supply line to the air inlet heater.
Loosely tighten the connection fitting. Operate the
Basic Operation priming lever of the fuel transfer pump until only
fuel which is free of air flows from the connection.
The air inlet heater frequently appears to leak Tighten the connection fitting.
because the ignition coil (6) is wet. The air inlet
heater may be wet because the diesel fuel does
not burn completely. This condition is normal. This
condition does not indicate that the ball valve (3) Work carefully around an engine that is running.
has fuel leakage. If a leak is suspected, perform the Engine parts that are hot, or parts that are moving,
leakage test. can cause personal injury.
Check the heater operation by determining if the inlet
manifold is warm to the touch near the heater after 3. Start the engine and operate the engine at low
approximately ten seconds of operation. The inlet speed. Check that there is no fuel leakage from
manifold should be warm. the valve of the air inlet heater.

Inspect the fuel tank and the fuel supply line (2) to 4. If leakage exists, the air inlet heater must be
the air inlet heater for restrictions and leakage of fuel. replaced. If no fuel leakage occurs, remove the
Fuel flow through the heater should be 3.5 to 5.9 plug from the inlet manifold and disconnect the
cc/min (0.21 to 0.36 cu in/min). fuel supply line from the air inlet heater. Install the
air inlet heater in the air inlet manifold. Connect
Check the fuel shutoff valve for correct operation. the fuel supply line to the heater. Operate the
A poor seal on the fuel shutoff valve can cause air priming lever of the fuel transfer pump until only
to enter the system which will cause extra cranking fuel which is free of air flows from the connection.
of the engine before starting. Be sure that all fuel Connect the electrical wire connector.
connections are not leaking air.

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Testing and Adjusting Section

Leak Test For The Air Inlet Heater Off The Note: A cold engine should start after the heater coil
Engine has operated for 20 seconds. If the engine does not
start but the air inlet heater and the area of the inlet
Use this test in order to test for leakage of fuel in the manifold around the air inlet heater are warm, either
air inlet heater if a pressurized air supply is available. the starting procedure has not been done correctly or
the problem is not caused by the air inlet heater.
NOTICE
The air inlet heater may be damaged if more than i01854848
140 kPa (20 psi) of air pressure is used.
Alternator - Test

Pressurized air can cause personal injury. When 1. Put the positive lead “+” of a suitable multimeter
pressurized air is used for cleaning, wear a pro- on the “Bat” terminal of the alternator. Put the
tective face shield, protective clothing, and pro- negative “-” lead on the ground terminal or on the
tective shoes. frame of the alternator. Put a suitable ammeter
around the positive output wire of the alternator.

1. Remove the air inlet heater from the inlet manifold. 2. Turn off all electrical accessories. Turn off the fuel
Connect an air supply to the fuel inlet passage. to the engine. Crank the engine for 30 seconds.
The maximum pressure of the air supply should Wait for two minutes in order to cool the starting
be 140 kPa (20 psi). motor. If the electrical system appears to operate
correctly, crank the engine again for 30 seconds.
2. Put the air inlet heater in a container of clean
diesel fuel for ten seconds. No air bubbles should Note: Cranking the engine for 30 seconds partially
be visible from the air inlet heater. If the air inlet discharges the batteries in order to do a charging
heater is not faulty, remove the fuel from the air test. If the battery has a low charge, do not perform
inlet heater. Reinstall the air inlet heater in the air this step. Jump start the engine or charge the battery
inlet manifold. If leakage of air occurs, install a before the engine is started.
new air inlet heater.
3. Start the engine and run the engine at full throttle.
Electrical Test
4. Check the output current of the alternator. The
Conduct this test in order to determine if sufficient initial charging current should be equal to the
electrical current is provided to the air inlet heater minimum full load current or greater than the
for proper operation. minimum full load current. Refer to Specifications,
“Alternator and Regulator” for the correct minimum
1. Disconnect the electrical wire from the air inlet full load current.
heater.

2. Connect the clamp lead of a suitable voltage

tester to a good ground connection.

3. Connect the probe end of the tester to the

disconnected electrical wire.

4. The light of the tester turns on in order to indicate

that electrical continuity to the air inlet heater
exists.

5. Connect a suitable ammeter between the electrical

supply and the air inlet heater. Turn the ignition
switch to the ON position. Activate the switch for
the air inlet heater. The normal current is 16 to
18 amperes at 12 volts.

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Testing and Adjusting Section

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

5. After approximately ten minutes of operating the

engine at full throttle, the output voltage of the
alternator should be 14.0 ± 0.5 volts for a 12 Never disconnect any charging unit circuit or bat-
volt system. After approximately ten minutes of tery circuit cable from the battery when the charg-
operating the engine at full throttle, the output ing unit is operated. A spark can cause an explo-
voltage of the alternator should be 28.0 ± 1 volts sion from the flammable vapor mixture of hydro-
for a 24 volt system. Refer to the Fault Conditions gen and oxygen that is released from the elec-
And Possible Causes in Table 10. trolyte through the battery outlets. Injury to per-
sonnel can be the result.
6. After ten minutes of engine operation, the charging
current should decrease to approximately 10
amperes. The actual length of time for the The battery circuit is an electrical load on the charging
decrease to 10 amperes depends on the following unit. The load is variable because of the condition of
conditions: the charge in the battery.

• The battery charge NOTICE

The charging unit will be damaged if the connections
• The ambient temperature between the battery and the charging unit are broken
while the battery is being charged. Damage occurs
• The rpm of the engine because the load from the battery is lost and because
there is an increase in charging voltage. High voltage
Refer to the Fault Conditions And Possible will damage the charging unit, the regulator, and other
Causes in Table 10. electrical components.

i01126605
See Special Instruction, SEHS7633, “Battery Test
Battery - Test Procedure” for the correct procedures to use to
test the battery. This publication also contains the
specifications to use when you test the battery.

Most of the tests of the electrical system can be done

on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be
clean, and both components must be tight.

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Testing and Adjusting Section

i01861334

V-Belt - Test

Table 11

Belt Tension Chart

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

1. Check the belts for wear and check the belts for Alternator output should be 28 ± 1 volt on a 24 volt
damage. Belts must always be changed as a pair. system and 14 ± 0.5 volt on a 12 volt system. No
adjustment can be made in order to change the rate
2. Fit a suitable Burroughs gauge at the center of the of charge on the alternator regulators. If the rate of
longest free length of belt and check the tension charge is not correct, a replacement of the regulator
on both belts. Check and adjust the tension on is necessary. For individual alternator output, refer to
the tightest belt. To adjust the belt tension, see Specification, “Alternator and Regulator”.
Disassembly and Assembly Manual, “Alternator -
Install”. See Special Instruction, REHS0354, “Charging
System Troubleshooting” for the correct procedures
to use to test the charging system. This publication
i01461457
also contains the specifications to use when you test
Charging System - Test the charging system.

i01854593

The condition of charge in the battery at each Electric Starting System - Test
regular inspection will show if the charging system
is operating correctly. An adjustment is necessary
when the battery is constantly in a low condition of
charge or a large amount of water is needed. There
are no adjustments on maintenance free batteries.
General Information
A large amount of water would be more than one
All electrical starting systems have four elements:
ounce of water per cell per week or per every 100
service hours.
• Ignition switch
When it is possible, make a test of the charging
unit and voltage regulator on the engine, and use • Start relay
wiring and components that are a permanent part of
the system. Off-engine testing or bench testing will • Starting motor solenoid
give a test of the charging unit and voltage regulator
operation. This testing will give an indication of • Starting motor
needed repair. After repairs are made, perform a test
Start switches have a capacity of 5 to 20 amperes.
in order to prove that the units have been repaired to
The coil of a start relay draws about 1 ampere
the original condition of operation.
between test points. The switch contacts of the start
relay for the starting motor are rated between 100
Alternator Regulator and 300 amperes. The start relay can easily switch
the load of 5 to 50 amperes for the starting motor
The charging rate of the alternator should be checked solenoid.
when an alternator is charging the battery too much
or not charging the battery enough. The starting motor solenoid is a switch with a capacity
of about 1000 amperes. The starting motor solenoid
supplies power to the starter drive. The starting motor
solenoid also engages the pinion to the flywheel.

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Testing and Adjusting Section

The starting motor solenoid has two coils. The Table 13

pull-in coil draws about 40 amperes. The hold-in coil Maximum Acceptable Voltage Drop In The Starting
requires about 5 amperes. Motor Circuit During Cranking

When the magnetic force increases in both coils, Circuit 12 Volt 24 Volt
the pinion gear moves toward the ring gear of the System System
flywheel. Then, the solenoid contacts close in order Battery post “-” to 0.7 volts 1.4 volts
to provide power to the starting motor. When the the starting motor
solenoid contacts close, the ground is temporarily terminal “-”
removed from the pull-in coil. Battery voltage is
Drop across the 0.5 volts 1.0 volts
supplied on both ends of the pull-in coil while the
disconnect switch
starting motor cranks. During this period, the pull-in
coil is out of the circuit. Battery post “+” 0.5 volts 1.0 volts
to the terminal of
Cranking of the engine continues until current to the the starting motor
solenoid is stopped by releasing the ignition switch. solenoid “+”
Solenoid terminal 0.4 volts 0.8 volts
Power which is available during cranking varies “Bat” to the solenoid
according to the temperature and condition of the terminal “Mtr”
batteries. The following chart shows the voltages
which are expected from a battery at the various
Voltage drops that are greater than the amounts
temperature ranges.
in Table 13 are caused most often by the following
Table 12 conditions:
Typical Voltage Of Electrical System During Cranking • Loose connections
At Various Ambient Temperatures
Temperature 12 Volt 24 Volt • Corroded connections
System System
−23 to −7°C 6 to 8 volts 12 to 16 volts
• Faulty switch contacts
(−10 to 20°F)
−7 to 10°C 7 to 9 volts 14 to 18 volts
Diagnosis Procedure
(20 to 50°F)
The procedures for diagnosing the starting motor
10 to 27°C 8 to 10 volts 16 to 24 volts are intended to help the technician determine if a
(50 to 80°F) starting motor needs to be replaced or repaired. The
procedures are not intended to cover all possible
The following table shows the maximum acceptable problems and conditions. The procedures serve only
loss of voltage in the battery circuit. The battery as a guide.
circuit supplies high current to the starting motor.
The values in the table are for engines which have NOTICE
service of 2000 hours or more. If equipped with electric start, do not crank the engine
for more than 30 seconds. Allow the starter to cool for
two minutes before cranking again.

Never turn the disconnect switch off while the engine

is running. Serious damage to the electrical system
can result.

If the starting motor does not crank or cranks slow,

perform the following procedure:

1. Measure the voltage of the battery.

Measure the voltage across the battery posts with

the multimeter when you are cranking the engine
or attempting to crank the engine. Do not measure
the voltage across the cable post clamps.

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Testing and Adjusting Section

a. If the voltage is equal or greater than the b. If the voltage is equal or greater than the
voltage in Table 12, then go to Step 2. voltage that is given in Table 12, then the
battery and the starting motor cable that goes
b. The battery voltage is less than the voltage in to the starting motor are within specifications.
Table 12. Go to Step 5.

A low charge in a battery can be caused by c. The starting motor voltage is less than the
several conditions. voltage specified in Table 12. The voltage drop
between the battery and the starting motor is
• Deterioration of the battery too great. Go to Step 4.

• A shorted starting motor 4. Measure the voltage.

• A faulty alternator a. Measure the voltage drops in the cranking

circuits with the multimeter. Compare the
• Loose drive belts results with the voltage drops which are
allowed in Table 13.
• Current leakage in another part of the
electrical system b. Voltage drops are equal to the voltage drops
that are given in Table 13 or the voltage drops
2. Measure the current that is sent to the starting are less than the voltage drops that are given
motor solenoid from the positive post of the in Table 13. Go to Step 5 in order to check the
battery. engine.

Note: If the following conditions exist, do not perform c. The voltage drops are greater than the voltage
the test in Step 2 because the starting motor has a drops that are given in Table 13. The faulty
problem. component should be repaired or replaced.

• The voltage at the battery post is within 2 volts 5. Rotate the crankshaft by hand in order to ensure
of the lowest value in the applicable temperature that the crankshaft is not stuck. Check the oil
range of Table 12. viscosity and any external loads that could affect
the engine rotation.
• The large starting motor cables get hot.
a. If the crankshaft is stuck or difficult to turn,
Use a suitable ammeter in order to measure the repair the engine.
current. Place the jaws of the ammeter around the
cable that is connected to the “bat” terminal. Refer b. If the engine is not difficult to turn, go to Step 6.
to the Specifications Module, “Starting Motor” for
the maximum current that is allowed for no load 6. Attempt to crank the starting motor.
conditions.
a. The starting motor cranks slowly.
The current and the voltages that are specified
in the Specifications Module are measured Remove the starting motor for repair or
at a temperature of 27°C (80°F). When the replacement.
temperature is below 27°C (80°F), the voltage will
be lower through the starting motor. When the b. The starting motor does not crank.
temperature is below 27°C (80°F), the current
through the starting motor will be higher. If the Check for the blocked engagement of the
current is too great, a problem exists in the starting pinion gear and flywheel ring gear.
motor. Repair the problem or replace the starting
motor. Note: Blocked engagement and open solenoid
contacts will give the same electrical symptoms.
If the current is within the specification, proceed
to Step 3.

3. Measure the voltage of the starting motor.

a. Use the multimeter in order to measure the

voltage of the starting motor, when you are
cranking or attempting to crank the engine.

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72
Index Section

Index
A E

Air in Fuel - Test..................................................... 35 Electric Starting System - Test............................... 69

Air Inlet and Exhaust System .......................... 10, 42 Diagnosis Procedure.......................................... 70
Turbocharger ...................................................... 11 General Information ........................................... 69
Valve System Components................................ 12 Electrical System ............................................. 14, 66
Air Inlet and Exhaust System - Inspect.................. 42 Alternator ........................................................... 15
Air Inlet Heater - Test............................................. 66 Starting Motor .................................................... 14
Tests For The Air Inlet Heater ............................ 66 Electronic Control System ..................................... 25
Alternator - Test ..................................................... 67 ECM ................................................................... 26
Introduction (Electronic Control System) ........... 25
Pressure Sensors .............................................. 27
B Speed/Timing Sensor ........................................ 26
Temperature Sensors......................................... 28
Basic Engine...................................................... 6, 57 Voltage Load Protection Module ........................ 28
Camshaft.............................................................. 9 Engine Oil Cooler - Inspect.................................... 55
Connecting Rods ................................................. 8 Engine Oil Pressure - Test..................................... 49
Crankshaft............................................................ 9 High Oil Pressure............................................... 49
Cylinder Block ...................................................... 7 Low Oil Pressure................................................ 49
Cylinder Head ...................................................... 7 Engine Oil Pump - Inspect..................................... 49
Gears and Timing Gear Case .............................. 9 Engine Operation..................................................... 6
Introduction (Basic Engine).................................. 6 Engine Valve Lash - Inspect/Adjust ....................... 45
Pistons ................................................................. 8 Valve Lash Adjustment ...................................... 46
Vibration Damper ................................................. 9 Valve Lash Check .............................................. 46
Battery - Test ......................................................... 68 Excessive Bearing Wear - Inspect......................... 50
Excessive Engine Oil Consumption - Inspect........ 50
Engine Oil Leaks into the Combustion Area of the
C Cylinders .......................................................... 50
Engine Oil Leaks on the Outside of the Engine.. 50
Charging System - Test ......................................... 69
Alternator Regulator........................................... 69
Compression - Test................................................ 45 F
Connecting Rod - Inspect ...................................... 57
Distortion of The Connecting Rod...................... 59 Finding Top Center Position for No. 1 Piston......... 36
Length of The Connecting Rod .......................... 58 Flywheel - Inspect.................................................. 62
Cooling System ............................................... 12, 52 Alignment of the Flywheel Face......................... 62
Coolant Flow ...................................................... 13 Flywheel Runout ................................................ 63
Introduction (Cooling System)............................ 12 Flywheel Housing - Inspect ................................... 63
Cooling System - Check ........................................ 52 Alignment of the Flywheel Housing.................... 63
Engine And Cooling System Heat Problems ..... 52 Concentricity of the Flywheel Housing............... 63
Cooling System - Inspect....................................... 52 Fuel Injection ......................................................... 16
Visual Inspection Of The Cooling System.......... 52 Air Inlet Heater ................................................... 17
Cooling System - Test............................................ 53 Fuel Injection Pump ........................................... 19
Checking the Filler Cap...................................... 53 Fuel Injectors ..................................................... 24
Making the Correct Antifreeze Mixtures............. 53 Fuel Priming Pump ............................................ 17
Testing The Radiator And Cooling System For Introduction (Fuel Injection) ............................... 16
Leaks................................................................ 54 Primary Filter/water Separator ........................... 17
Cylinder Block - Inspect......................................... 59 Secondary Fuel Filter......................................... 17
Cylinder Head - Inspect ......................................... 60 Fuel Injection Timing - Check ................................ 37
Resurfacing the Cylinder Head .......................... 60 Fuel Quality - Test.................................................. 38
Cylinder Liner Projection - Inspect......................... 60 Fuel System........................................................... 35
Inspection Of The Cylinder Liner ....................... 61 Fuel System - Inspect............................................ 35
Fuel System - Prime .............................................. 38
Fuel System Pressure - Test ................................. 40

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 73
Index Section

G Water Temperature Regulator - Test ..................... 56

Gear Group - Inspect............................................. 64

Gear Group (Front) - Time..................................... 40
General Information................................................. 4
Glossary of Electronic Control Terms .................... 32

Important Safety Information ................................... 2

Increased Engine Oil Temperature - Inspect ......... 51
Introduction.............................................................. 4

Lubrication System .......................................... 13, 49

Piston Height - Inspect .......................................... 61

Piston Ring Groove - Inspect................................. 57
Inspect the Clearance of the Piston Ring........... 57
Inspect the Piston and the Piston Rings ............ 57
Inspect the Piston Ring End Gap....................... 57
Power Sources ...................................................... 28
ECM Power Supply............................................ 29
Introduction (Power Supplies)............................ 28
Power Supply for the Fuel Injection Pump......... 30
Power Supply for the Pressure Sensors ............ 31
Power supply of the Air Inlet Heater .................. 31

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

Table of Contents..................................................... 3
Testing and Adjusting Section ............................... 35
Turbocharger - Inspect .......................................... 42
Inspection of the Compressor and the Compressor
Housing ............................................................ 43
Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 43
Inspection of the Wastegate .............................. 44

V-Belt - Test ........................................................... 69

Valve Depth - Inspect ............................................ 47
Valve Guide - Inspect ............................................ 48
Vibration Damper - Check ..................................... 65

Water Pump - Inspect............................................ 56

This document has been printed from SPI². Not for Resale
74
Index Section

This document has been printed from SPI². Not for Resale
 75
Index Section

This document has been printed from SPI². Not for Resale
©2003 Perkins Engines Company Limited
All Rights Reserved Printed in U.K.
This document has been printed from SPI². Not for Resale