THERMOSTATS

A REMOVING Slowly refill the cooling system with the

WARNING
Z l A THERMOSTAT approved mix of coolant to the
ELEMENTS ENSURE COOLING recommended level. Run the engine for a
COOLANT IS COLD. HAND few minutes then stop it and check the
PROTECTION MUST BE WORN WHEN coolant level before the engine goes back
DRAINING OR FILLING SYSTEM. into full service.
Refer to page 28 for concentration of anti­
REMOVING THE THERMOSTAT freeze, inhibitor, etc.
ELEMENTS NOTE: Should the complete thermostat
Drain the coolant until the level is below the assembly have to be removed from the
thermostat housing. Slacken the clips on the engine to renew the housing (6), when
hose carrying the water pipe from the refitting to the water rail (9), a new 'O' ring (1)
thermostat body to the radiator, then should be fitted, and a new O' ring (10) in the
carefully remove the water pipe. bypass pipe (2).
Unscrew the six nuts holding the top cover to
the thermostat body.
Lift off the cover exposing the two elements
in the thermostat body, remove clamping
bolts (later models) and carefully prise the
thermostat elements from their seats and
inspect them for damage.

CHECKING THERMOSTAT ELEMENT

OPERATION
The temperature at which a thermostat
element is designed to operate is stamped
on its top face. To check its operation heat a
quantity of water to the stated temperature
allowing sufficient to completely immerse the
element.
Having immersed the element it should open
almost immediately. Remove the element
from the heated water and after a short
interval it should close. If an element fails
either check, it should be replaced.

REBUILDING THE THERMOSTAT

ASSEMBLY
Clean and check the thermostat housing and
cover, then refit the serviceable or new
thermostat elements (having checked that
the temperature rating is correct), bolts and
clamping plates, (later models), new housing
with combined top cover and joint (12) and
the top, tighten the six nuts diagonally to
avoid distorting the housing or covers. Refit
the water pipe from the thermostat housing
to the radiator and tighten the hose clips.

Section H2 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 TURBOCHARGERS

ALWAYS USE Passages drilled in the housing direct oil

WARNING
A CORRECT LIFTING
EQUIPMENT WHEN REMOVING
from the engine lubricating oil system to oil
groovesA(7) machined in the housing bearing
bores. These grooves align with holes in the
TURBOCHARGER.
journal bearings to lubricate and cool the
DESCRIPTION bearing bores and shaft journals. Oil is also
The turbocharger consists of an exhaust gas directed from the thrust assembly (8)
driven turbine and a radial compressor on a through a passage in the back plate to the
common shaft. The turbine and compressor thrust bearing. Oil drains from the centre
wheels are mounted at opposite ends of the housing by gravity. Seals (9) are installed at
shaft which is enclosed and supported by a each end of the shaft between the journal
centre housing. The turbine and compressor bearing and the adjacent wheel to prevent
wheels are enclosed by cast housings lubricating oil entering the compressor and
attached to the centre housing (see Fig 0.1 J). turbine areas.
The turbine is made up of a cast turbine
wheel (1), wheel shroud (2) and a housing Key
(3) that directs the flow of gas through the (Fig. 0.1 J)
turbine. The inlet to the turbine (4) is at the 1-9 See Description
outer diameter of the housing, exhaust gas 10 Compressor outlet
flowing inward past the blades of the turbine 11 Compressor housing
wheel and existing at the centre of the 12 Compressor wheel
housing. 13 Turbine outlet
The centre housing (5) supports the shaft in
a pair of fully floating journal bearings (6).

4012/16 Diesel, February 1997 Section J1

From the library of Barrington Diesel Club
TURBOCHARGERS

PRINCIPLE OF OPERATION
Exhaust gas from the engine passes into the
turbine casing where it expands and drives
the turbine, which powers the compressor
and is then vented to the atmosphere via the
exhaust system.
Air for combustion is drawn through the filter,
into the compressor which then delivers the
mixture to the engine via the charge cooler
and or directed to the inlet manifold,
maintaining the predetermined boost
pressure.

OPERATION
Turbocharger operation is entirely automatic
and no special procedures are required. Do
not operate the engine at rated speed/load
before normal oil pressure has been
established to allow the turbocharger
bearings to receive adequate lubrication.
For the initial and normal starting procedures
see Operators Handbook page 28.
Before engine shut-down, operate the
engine at rated speed/no load for a few
minutes to allow the turbocharger to
decelerate and cool down. (See Operators
Handbook pages 33). Shutting down the
engine directly from normal rated speed can
cause the turbocharger to continue to rotate
after engine oil pressure has dropped to
zero, thus damaging the turbocharger
bearings.
If the engine has been standing idle for a
long period of time, it is essential that the
turbocharger is primed. (See Operators
Handbook page 23). Start and run the
engine at rated speed/no load for a few
minutes to allow the turbocharger bearings
to be fully pressurised before increasing to
normal rated speed/full load.
In the event of a turbocharger failure or the
engine is undergoing a major overhaul it is
strongly recommended that service
exchange turbochargers is available from
Perkins Engines (Stafford) Ltd is fitted.

Section J2 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 TURBOCHARGERS

REMOVING THE TURBOCHARGERS

FITTED ON THE EARLIER 4012TAG,
4012TWG, 4012TEG, 4016TAG, 4016TWG
AND 4016TEG ENGINES
Remove the oil feed and return pipes
assemblies (1) and (2) from the turbocharger
and plug the ends to prevent the ingress of
dirt, undo the hose circlips (3) connecting the
turbocharger to the air cleaner. Take off the
'V1band clamp (4) holding the turbocharger
to the bellows elbow (5), fit a lifting sling on
the turbocharger inlet and outlet connections
to take the weight of the turbocharger.
Remove the 4 bolts, nuts and washers from
the turbocharger exhaust elbow (6) and the
2 screws (7) from the tie bracket (8) fixing
turbocharger to the air pipe. Remove the 4
straps (11), loosen the clamps (12) and
withdraw the air pipe (13) from the engine.
Lift the turbocharger off the exhaust elbow
(see Fig. 1J).

REFITTING THE TURBOCHARGERS

Turbochargers operate at very high speeds
and are extremely vulnerable to damage by
foreign bodies entering the system, or
entering the turbocharger from the exhaust
1 Tighten the ’V' band clamp to 11 Nm (8
manifold. It is therefore essential that great
Ibft) with a torque wrench.
care should be taken to ensure complete
2 Tap the clamp at 3 equi-spaced intervals
cleanliness of both the air inlet system and
with a hammer (do not damage the
the exhaust manifolds before refitting a
turbocharger housing).
turbocharger.
3 Check the tightness with a torque
Check that the oil supply and drain are free
wrench.
from blockages. Remove any trace of the old
4 if the clamp tightens further during step
gasket from the turbocharger elbow, then fit
3, repeat the procedure until no further
a new gasket onto the elbow, making sure
movement is obtained.
that it does not protrude into the gas flow.
Connect the oil drain pipe and pour one litre of
Lift the turbocharger onto the exhaust elbow,
clean engine oil into the oil feed hole. The oil
at the same time locating it in the air cleaner
feed pipe should now be connected, but
hose and exhaust 'V1band clamp. Fit new ’O’
should be fitted with the special combined
rings (9) to the air pipe gland (10).
joint and strainer (see Illustrated Spares
Schwitzer turbochargers must have their ‘V1
Catalogue) for the first 8 hours of running,
band clamps tightened as follows:-
after which it must be replaced with the
standard joint.

NOTE: It is extremely important to fit the

special joint / strainer for the first 8 hours
of running especially after any work on
the engine lubrication system upstream
of the turbocharger oil feed.

4012/16 Diesel, February 1997 Section J3

From the library of Barrington Diesel Club
TURBOCHARGERS

REMOVING THE TURBOCHARGERS

FITTED ON THE LATER 4012TAG,
4012TWG/2, 4012TAG1, 4012TAG2 AND
4012TEG/2 ENGINES
Remove the oil feed and drain pipe
assemblies (1) and (2) from each
turbocharger and plug the ends to prevent
the ingress of dirt. Undo the hose clips (3)
connecting the turbocharger to the air
cleaner. Take off the 'V' band clamp (4)
holding the turbocharger to the bellows
elbow (5). Fit a lifting sling on the
turbocharger inlet and outlet connections to
take the weight of the turbocharger.
Remove the four bolts, nuts and washers
from the turbocharger exhaust elbow (6) and
the 2 screws (7) from the tie bracket (8) fixing
the turbocharger to the air pipe. Remove the
6 bolts in the air pipe flange. Disconnect the
air pipe from the support bracket (11) and
withdraw the air pipe (13) from the engine.
Lift the turbocharger off the exhaust elbow.
Repeat for the second turbocharger, (see
Fig. 2d).

Fig. 2J 506.2

Section J4 4Q12/16 Diesel, February 1997

From the library of Barrington Diesel Club

 TURBOCHARGERS

REFITTING THE TURBOCHARGERS

Turbochargers operate at very high speeds
and are extremely vulnerable to damage by
foreign bodies entering the system, or
entering the turbocharger from the exhaust
manifold. It is therefore essentia! that great
care should be taken to ensure complete
cleanliness of both the air system and
exhaust manifolds before refitting a
turbocharger.
Check that the oil supply and drain are free
from blockages. Remove any trace of the
old gasket from the turbocharger elbow, then
fit a new gasket onto the elbow, making sure
that it does not protrude into the gas flow.
Lift the turbocharger onto the exhaust elbow,
at the same time locating it in the air cleaner
hose and exhaust V band clamp. Fit new
'O' rings (9) to the air pipe gland (10).
Schwitzer turbochargers must have their 'V'
band clamps tightened as follows:-
1 Tighten the V band clamp to 11 Nm (8
Ibft) with a torque wrench.
2 Tap the clamp at 3 equi-spaced intervals
with a hammer (do not damage the
turbocharger housing).
3 Check the torque with a torque wrench. REMOVING THE FOUR
4 If the clamp tightens further during step TURBOCHARGERS FROM 4016TWG2,
3, repeat the procedure until no further 4016TEG2 AND 4016TAG2 ENGINES
movement is obtained. Remove the four oil feed pipe assemblies (1)
Connect the oil drain pipe and pour one litre and detach the four oil drain pipes (2) from
of clean engine oil into the oil feed hole. The the turbochargers. Plug all the holes.
oil feed pipe should now be connected, but Remove the eight hose clips (3) and four
should be fitted with the special hoses (4) connecting the turbochargers to
combined joint and strainer (see the air shut-off valves. Remove the four 'V'
Illustrated Spares Catalogue) for the first band clamps (5) securing the turbochargers
8 hours of running, after which it must be to the exhaust elbows (6), and the sixteen
replaced with the standard joint. nuts and bolts (7) attaching them to the
exhaust T pieces (8). Finally take out the
NOTE: It is extremely important to fit the two capscrews (9) securing each
special joint/strainer for the first 8 hours turbocharger to the air 'Y1pieces (10) and lift
of running especially after any work has them off one at a time. Cover all holes to
been done on the engine lubrication prevent anything falling into the inlet or
system upstream of the turbocharger oil exhaust systems. See Fig. 3J.
feed.

4012/16 Diesel, February 1997 Section J5

From the library of Barrington Diesel Club
TURBOCHARGERS

REFITTING THE FOUR TURBOCHARGERS

Turbochargers operate at very high speeds
and are extremely vulnerable to damage by
foreign bodies entering the system, or
entering the turbochargers from the exhaust
manifold. It is therefore essential that great
care should be taken to ensure complete
cleanliness of both the air system and
exhaust manifolds before refitting the
turbochargers.
Carefully clean all joint faces, making sure
that nothing falls into the pipes. Check that
the oil drain systems (2) are not blocked,
particularly the flexible sections. Also check
that the rectangular exhaust joints do not
protrude into the gas flow. Lift each
turbocharger in turn, and lower it onto its air
'V piece, using two new 'O' rings on the air
gland, at the same time inserting a new oil
drain joint. Refit the hoses (4) and clips (3) to
the air shut-off valves, and the 'V' band
clamps (5) onto the exhaust elbows.
Schwitzer turbochargers must have their V
band clamps tightened as follows
1 Tighten the 'V' band clamp to 11 Nm (8
Ibft) with a torque wrench.
2 Tap the clamp at 3 equi-spaced intervals
with a hammer (do not damage the
turbocharger housing) see Fig. 4J.
3 Check the torque with a torque wrench.
4 If the clamp tightens further during step
3, repeat the procedure until no further
movement is obtained.
Fit the capscrews to the air T pieces, and
the nuts and bolts (7) to the exhaust T
pieces (8). Secure the oil drain pipes (2), and
pour about one litre of new engine oil into
each turbocharger before attaching the oil
feed pipes (1), which should be fitted with
the special joint and strainer combined Key
(see Illustrated Spares Catalogue) for the (Fig. 5J)
first 8 hours of running, after which it must
1 Exhaust gas in
be replaced with the standard joint see Fig,2 Air out
3J. 3 Oil feed
4 Oil drain
NOTE: It is extremely important to fit the 5 V band clamps
special joint/strainer for the first 8 hours 6 Air in
of running especially after any work on 7 Exhaust gas out
the engine lubrication system upstream A typical turbocharger arrangement Fig. 5J.
of the turbocharger oil feed.

Section J6 4Q12/16 Diesel, February 1997

From the library of Barrington Diesel Club
 CHARGE AIR COOLERS

WARNING USE CORRECT

A LIFTING EQUIPMENT
AS THESE ARE VERY HEAVY UNITS
46.3 kg (102 lb) FOR THE 4012TEG AND
60 kg (132 lb) FOR THE 4016TEG
ENGINES. A LIFTING SLING WILL BE
REQUIRED FOR THIS OPERATION.

CHARGE AIR COOLERS AS FITTED ON

THE 4012TWG/2, 4012TEG/2, 4016TWG/2,
AND 4016TEG/2 ENGINES
GENERAL DESCRIPTION
Charge air from each turbocharger enters
the cooler via an air pipe, where it flows over
a tubular matrix, and is cooled by water
passing through the tubes, before entering
the engine via the inlet manifold. In the case
of the 4012TEG/2 and 4016TEG/2 engines,
the cooling water is delivered from an engine
driven raw water pump and passes from the
inlet port through the tubes to the end cover
and back via a two pass system to the outlet
port and thence to the main heat exchanger.
On the 4012TWG/2 and 4016TWG/2
engines, the cooling water is delivered from
the engine driven fresh water pumps via the
oil coolers and passes from the inlet ports
through the tubes to the end covers and
back via the two pass system to the outlet
ports and thence to the engine water jackets.
NOTE: The charge air cooler is a service
exchange item. It need only be removed for
cleaning and inspection at a major overhaul
or if it has developed a water leak. (A leaking
charge air cooler must be replaced as its
construction makes it difficult to effect a
satisfactory repair).

4012/16 Diesel, February 1997 Section K1

From the library of Barrington Diesel Club
CHARGE AIR COOLERS

REMOVING A CHARGE AIR COOLER AS Still taking a firm grip on the unit, remove the
FITTED ON THE 4012TEG AND 4016TEG capscrews (7) from the charge cooler mating
ENGINES flange to the air manifold (8). Then carefully
Drain off the coolant from the charge air remove the combined unit of the charge
cooler system. Remove the water feed (1) cooler and bottom air pipe. (See Fig. 1K).
and return (2) pipes and joints from the Repeat for the other charge air cooler.
flywheel end of the charge air cooler (5).
Take off the tie bar (9) and slacken off the Key
hose clips (10). (Fig. 1K)
A View looking in direction of arrow
WARNING THE NEXT
A OPERATION MUST
BE CARRIED OUT BY TWO SERVICE
ENGINEERS.

Take out the four bolts (3) in the air pipe (4)
flange and whilst each service engineer
supports the combined weight of the charge
cooler (5) and bottom air pipe (6), remove
the air pipe (4) and joint.

Section K2 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 CHARGE AIR COOLERS

CHARGE AIR COOLERS AS FITTED ON USE CORRECT

WARNING
4012/16TEG2
Generally carry out the same procedures as
for the 4012/16TEG engines mentioned
A LIFTING EQUIPMENT
AS THESE ARE VERY HEAVY
46.3 kg (102 lb) FOR THE 4012TEG AND
above. 60 kg (132 lb) FOR THE 4016TEG
ENGINES. A LIFTING SLING WILL BE .
WARNING USE CORRECT REQUIRED FOR THIS OPERATION.
A LIFTING EQUIPMENT
AS THESE ARE VERY HEAVY Take outUNITS
the four bolts (3) in the air pipe (4)
46.3 kg (102 lb) FOR THE 4012TEG AND flange and whilst each service engineer
60 kg (132 lb) FOR THE 4016TEG supports the combined weight of the charge
ENGINES. A LIFTING SLING WILL BE cooler (5) and bottom air pipe (6), remove
REQUIRED FOR THIS OPERATION. the air pipe (4) and joint.
Still taking a firm grip of the unit remove the
REMOVING A CHARGE AIR COOLER AS capscrews (7) from the charge cooler mating
FITTED ON THE 4012TWG AND 4016TWG flange to the air manifold (8), then carefully
ENGINES remove the combined unit of the charge
Drain off the coolant from the charge air cooler and bottom air pipe. (See Fig. 2K).
cooler system, Remove the water feed (1) Repeat for the other charge air cooler.
and return (2) pipes and joints from the front
end of the charge air cooler (5).
Take off the tie bar (9) and slacken off the
hose clips (10).

4012/16 Diesel, February 1997 Section K3

From the library of Barrington Diesel Club
CHARGE AIR COOLERS

DISMANTLING AND CLEANING A Run the engine on light load for a few
CHARGE AIR COOLER minutes, check for water leaks and stop the
Take out the capscrews holding the bottom engine. After filling the charge air cooler
air pipe to the charge air cooler. Clean off water system always bleed any trapped air
(using a cleaning agent) any jointing material from the coolers by slackening the small
left on the mating surfaces, but do not plugs near the top of each charge air cooler
remove the end covers of the cooler. If the (see item 11, Fig.lK and Fig. 2K) and top
inhibitor content of the charge air cooling up the radiator if necessary. The engine is
system has been maintained, there should now ready to resume its duty.
be no appreciable limescale build up in the
water tubes. If there is a limescale build, up CHARGE AIR COOLERS AS FITTED ON
it must be removed using a proprietary THE 4012TWG2 AND 4016TWG2
chemical de-scaling solution which will not Generally the same procedure as previously
attack the aluminium body of the charge air mentioned for the 4012TWG and 4016TWG
cooler, (see page 35). engines will apply, but see the important
Check the fins on the water tubes for carbon note on page 28 regarding antifreeze
build up, and if any is present wash the fins content for tropical conditions.
with kerosene (paraffin) and dry using an air
line.
if there is any doubt about water leaks,
limescale or carbon build up, replace the
charge air cooler, as the refitting of a faulty
unit will lead to a drop in engine output, or
engine damage in the case of water leaks.
Repeat for the other charge air cooler.

REFITTING THE CHARGE AIR COOLERS

Using new joints for the top and bottom
charge air cooler flanges, tighten the
retaining capscrews in a sequence that will
pull the flanges squarely to each other
without distortion. Fit the cooler air pipe
assemblies to the engine using new joints
and again tightening the retaining bolts in a
sequence that will pull the mounting flanges
squarely together.
Fit the water feed and return pipes to the
charge air coolers using new joints. Refill the
charge air cooler radiator with the
appropriate mixture of inhibitor/anti-freeze
and water, (see page 28).

Section K4 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 OIL COOLERS

USE CORRECT OIL COOLERS AS FITTED TO SOME

WARNING
A LIFTING EQUIPMENT EARLIER ENGINES
AS THIS IS A VERY HEAVY Lubricating
sump
oil is drawn from the engine
UNIT 30 kg
by a lobe rotor pump mounted on the
(66 lb). A LIFTING SLING WILL BE
REQUIRED FOR THIS OPERATION. suspension plate on the ’A1bank side of the
engine and driven from the gear train. An
adjustable relief valve built into the purfip
THE OIL COOLERS AS FITTED TO
controls the system pressure.
EARLY ENGINES
GENERAL DESCRIPTION On leaving the pump, the oil flow is split to
The oil cooler need only be removed for supply each bank, that for the 'A' bank being
cleaning and inspection at major overhaul, or supplied direct (1), whilst the supply to 'B'
if it has become blocked or has developed a bank is taken via a pipe (16) connecting to an
leak. internal pipe through the sump walls.
Service exchange coolers are available from Oil delivered from the pump for 'A' bank flows
Perkins Engines (Stafford) Limited. through the pipe (1) and passes to the inlet
An oil cooler is fitted to each bank of the port (2) into the front end of the coolant/oil
engine and is attached to and supported by transfer pipe (7). From the coolant/oil
a transfer water pipe which in turn is bolted transfer pipe the oil enters the cooler body
to the coolant inlet ports on the side of the through port (3) circulating the outside of
crankcase. tubes (4) and exits from port (5) to the rear
The oil cooler comprises a tube stack end of the coolant/oil transfer pipe. The oil
enclosed within a cast aluminium body and enters the cover (6) through port (14) and
sealed by ported end covers with ‘O' rings. exits from port (8) to the oil filter header (9)
The covers are dowelled and bolted (see and the piston jet filter and gallery
Fig. 1L) to the body. connection (10).
Coolant delivered from the water pump,
passes from the front end of the coolant/oil
transfer pipe to ports (11) in the cover (12),
and passing through the tubes (13) to the
cover (6) exits from ports into the rear end of
the coolant/oil transfer pipe, and thence via
the inlet pipes (15) into the water jackets.
The arrangement of the oil cooler, filters and
header for lB' bank is the same as for 'A'
bank (see Fig. 1L).

4012/16 Diesel, February 1997 Section L1

From the library of Barrington Diesel Club
OIL COOLERS

OIL COOLER AS FITTED TO SOME THE NEXT

WARNING
EARLIER 4012TWG AND 4016TWG
ENGINES
In the case of the 4012TWG and 4016TWG
A
OPERATION MUST
BE CARRIED OUT BY TWO SERVIC
ENGINEERS, AS THE COOLER WEIGHS
engines the coolant is divided in cover (6)
30 kg OR 66 lb.
between the engine and the charge air
cooler. Cooling water from the cover (6)
Remove the two screws in the top of each
passes through the charge air cooler via inlet
mounting flange while each service engineer
pipe (18) and outlet pipe (19) into the water
transfer pipe and thence into the water pushes against the oil cooler to ensure that
the water pipe/oi! cooler unit stays
jackets.
suspended on its locating dowels whilst
taking a firm grip of the unit to fit a lifting sling
REMOVING THE OIL COOLER AND
WATER PIPE ASSEMBLY around it. Carefully pull the unit away from its
locating dowels and lift it away from the
BATTERIES OR ANY engine.
WARNING
A OTHER MEANS OF
STARTING THE ENGINE.

Unplug the instrument panel from the engine

wiring harness, then remove the instrument
panel and its brackets.
Drain the cooling system via the drain tap
(17). Take off the oil feed pipe from the oil
pump to the oil cooler (place a container
beneath the cooler to catch the oil spillage).
Take off the pipe between the oil filter header
and the oil cooler.
Slacken both pipe clips on the water hose
feed pipe to the oil cooler. Take out the
bottom two screws from each of the transfer
water pipe connections to the crankcase
mounting flanges.

Section L2 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 OIL COOLERS

USE CORRECT OIL COOLERS AS FITTED TO SOME

WARNING
A LIFTING EQUIPMENT EARLIER ENGINES
AS THIS IS A VERY HEAVY Lubricating
sump
oil is drawn from the engine
UNIT 30 kg
by a lobe rotor pump mounted on the
(66 lb). A LIFTING SLING WILL BE
REQUIRED FOR THIS OPERATION. suspension plate on the 'A' bank side of the
engine and driven from the gear train. An
adjustable relief valve built into the purfip
THE OIL COOLERS AS FITTED TO
controls the system pressure.
EARLY ENGINES
GENERAL DESCRIPTION On leaving the pump, the oil flow is split to
The oil cooler need only be removed for supply each bank, that for the 'A' bank being
cleaning and inspection at major overhaul, or supplied direct (1), whilst the supply to 'B'
if it has become blocked or has developed a bank is taken via a pipe (16) connecting to an
leak. internal pipe through the sump walls.
Service exchange coolers are available from Oil delivered from the pump for ‘A1bank flows
Perkins Engines (Stafford) Limited. through the pipe (1) and passes to the inlet
An oil cooler is fitted to each bank of the port (2) into the front end of the coolant/oii
engine and is attached to and supported by transfer pipe (7). From the coolant/oil
a transfer water pipe which in turn is bolted transfer pipe the oil enters the cooler body
to the coolant inlet ports on the side of the through port (3) circulating the outside of
crankcase. tubes (4) and exits from port (5) to the rear
The oil cooler comprises a tube stack end of the coolant/oil transfer pipe. The oil
enclosed within a cast aluminium body and enters the cover (6) through port (14) and
sealed by ported end covers with ‘O' rings. exits from port (8) to the oil filter header (9)
The covers are dowelled and bolted (see and the piston jet filter and gallery
Fig. 1L) to the body. connection (10).
Coolant delivered from the water pump,
passes from the front end of the coolant/oil
transfer pipe to ports (11) in the cover (12),
and passing through the tubes (13) to the
cover (6) exits from ports into the rear end of
the coolant/oil transfer pipe, and thence via
the inlet pipes (15) into the water jackets.
The arrangement of the oil cooler, filters and
header for lB' bank is the same as for 'A'
bank (see Fig. 1L).

4012/16 Diesel, February 1997 Section L1

From the library of Barrington Diesel Club
 OIL COOLERS

DISMANTLING AND CLEANING If the limescale build up is heavy and cannot

Remove the eight bolts holding the transfer be satisfactorily removed, the tube stack
water pipe to the oil cooler. The water pipe should be discarded as its heat transferring
will then separate from the cooler, two of the properties will be adversely affected. This
retaining bolts also pass through a blanking may lead to major engine failure if refitted
plate which will also separate. due to the lubricating oil overheating.
Clean all mating surfaces removing any
jointing material left on the surface and RE-ASSEMBLING THE OIL COOLER
discard the two 'O' rings. Check the water Refit the tube stack to the oil cooler body and
pipe for corrosion and general damage. equalise the amount the tube stack flanges
Clean out any limescale build up by using a protrude. Fit new 'O' rings to each flange and
suitable proprietary descaling chemical fit the end covers, carefully locating them on
solution. See page 35. (NOTE: One which their dowels. Fit the retaining nuts and bolts
does not attack aluminium). Remove the tightening them evenly so the covers are
four bolts and nuts retaining each end cover pulled evenly to the oil cooler body.
on the oil cooler body. A few light blows may Refit the transfer water pipe to the oil cooler
be needed with a soft mallet to free the end body using new joints and 'O' rings. Be sure
covers from the dowels locating them in the that the 'O' rings are correctly seated before
oil cooler body. tightening the retaining bolts. Again, tighten
Remove and discard the ‘O' rings from both the bolts evenly to ensure that the water pipe
ends of the tube stack. The tube stack is a is pulled squarely to the oil cooler body.
push fit in the oil cooler body. If the inhibitor
content of the cooling system has been
maintained it should be an easy job to push
it out.
Place the oil cooler body vertically with its
mounting flanges supported on blocks of
wood (a notch will have to be cut in each
block to clear the end cover locating dowels
in the mounting flanges).
Place a block of wood on the end of the tube
stack, ensuring that the block covers the
entire face of the tube stack, as it has to
spread the load evenly.
Using another long piece of wood as a drift,
very carefully drive the tube stack out of the
body, making sure that it does not foul the
wooden blocks supporting the oil cooler
body.
initially wash all components in diesel fuel or
kerosene removing any build up of dirt and
jointing material from the mating surfaces
and allow to dry. Make sure that the oil cooler
body is clear of oil sludge. Clean the
limescale from the inside of the tubes by
either using a de-scaling agent (NOTE:
One which does not attack brass) or if
necessary a soft rod.

4012/16 Diesel, February 1997 Section L3

From the library of Barrington Diesel Club
OIL COOLERS

REFITTING AND OIL COOLER OIL COOLER ASSEMBLY AS FITTED ON

Fit new joints to the water mounting flanges INTERMEDIATE AND LATER ENGINES
on the crankcase, locating them on the (SEE FIG. 2L)
dowels set in the flanges. A smear of sealing
compound may be used to keep them in WARNING USE LIFTING
position.
Two service engineers can now lift (using a A
EQUIPMENT AS
THIS IS A VERY HEAVY UNIT 27 kg
lifting sling) the water pipe/oil cooler as a unit (59.5 lb). A LIFTING SLING WILL BE
onto the crankcase, first fitting the water pipe REQUIRED FOR THIS OPERATION.
into the hose on the water pump outlet, then
locating the mounting flanges on the dowels The oil cooler is fitted on one side of the
set in the crankcase. While both service engine and is attached to and supported by
engineers push against the oil cooler body, brackets (14) which in turn are bolted on the
fit the retaining screws in the top of the side of the crankcase.
mounting flanges. Do not tighten them down The oil cooler comprises a tubestack
fully. Fit the bottom retaining screws. Now enclosed within a cast body and sealed by
tighten the retaining screws in a sequence 'O' ring and joints to the ported end covers.
that will pull the water pipe/oil cooler unit The covers are secured by bolts and
squarely up to the crankcase. setscrews and spring washers to the body.
Fit the oil feed pipe from the oil pump to the Oil delivered from the engine driven
oil cooler using new 'O1 rings, leaving the lubricating oil pump enters via a flexible pipe
retaining screws finger tight until all four are into the inlet port (A) and the cooler body (2)
fitted, then tighten the screws evenly to circulating the outside of tubes (3) and exits
ensure that the pipe fits squarely with the oil from the outlet port (B) to the oil pipe and
pump and cooler. relief valve into the lubricating oil filters and
Refit the oil pipe between the oil filter header the engine main oil gallery.
and the oil cooler. Use new joints and Coolant delivered from the engine driven
assemble initially with ail bolts finger tight, water pump passes from the outlet pipe into
then tighten them down in a sequence that the inlet port (C) and the end cover (8) and
will pull the pipes squareiy to the oil filter exits from the outlet port (D) to the water
header, the oil cooler, and the crankcase. transfer pipe and into the engine water jacket.
Tighten the pipe clips on the hose
connecting the water pipe to the water pump. Key (Fig. 2L)
Refit the instrument pane!, plugging it into 1 Oil cooler assembly
the wiring harness and reconnect the 2 Body
batteries. Tighten the drain tap (17) on both 3 Tubestack
sides of the engine. 4 ‘O' Ring
Refill the cooling system with the appropriate 5 End cover
mixture of water and inhibitor/anti-freeze. 6 Joint
(See page 28) Check that there is sufficient 7 Joint
oil of the correct grade (See page 26) in the 8 End cover
sump. Set the fuel control lever in the 'stop' 9 Double turn spring washer
position and crank the engine on the starter 10 Setscrew
until oil pressure registers on the gauge, stop 11 Bolt
cranking and check for water and oil leaks. 12 Bolt
Top up the sump with oil, start and run the 13 Setscrew
engine on light load for a few minutes, 14 Bracket LH
checking again for oil or water leaks, stop the 15 Bracket RH
engine and check oil and water levels, 16 Setscrew
topping up accordingly. The engine is now 17 Spring washer
ready to resume its duty. 18 Spirol pin dowel
19 'O1Ring

Section L4 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 OIL COOLERS

OIL COOLERS AS FITTED TO Coolant delivered from the water pump

INTERMEDIATE ENGINES (SEE FIG. 3L) passes via the water pipe (8) into the inlet
Lubricating oil is drawn from the engine port (9) and the front end cover (10) passing
sump by a iobe rotor pump mounted on the through the tubes (11) to the rear end cover
suspension plate on the 'A' bank side of the (12) and back via the two pass system to the
engine and driven from the gear train. An front cover (10) and exits from the outlet port
adjustable relief valve built into the pump (13) to the water transfer pipe (14) and
controls the system pressure. On leaving the thence to the inlet ports (15) into the water
pump the oil flow is split to supply each bank, jackets.
that for the ’A‘ bank being supplied direct, The arrangement of the oil cooler, filters and
whilst the supply to the 'B' bank is taken via header block for 'B1bank is the same as the
a pipe (18) and an internal pipe through the 'A* bank (see Fig. 3L).
sump walls.
Oil delivered from the pump enters the inlet
pipe (1) and passes through the block (2)
into the cooler body, circulating over the
outside of the tubes (3) and exits from pipe
(4) to the tee connection (5) where the oil
flow is divided between oil filter header (6)
and the piston jet gallery connection (7).

4012/16 Diesel, February 1997 Section L5

From the library of Barrington Diesel Club
OIL COOLERS

OIL COOLERS AS FITTED TO ‘A’ BANK Coolant delivered from the water pump
(LATER ENGINES ONLY) passes through the water pipe (8) and the
Lubricating oil is drawn from the engine elbow (9) into the front end cover (10)
sump by a lobe rotor pump mounted on the passing through the tubes (3) to the rear end
suspension plate on the 'A' bank side of the cover (12) and back via a two pass system to
engine and driven from the gear train. An the front end cover (10) and exits from the
adjustable relief valve built into the pump, outlet elbow(13) to the water transfer pipe
together with a supplementary pre-set relief (14) and thence to the inlet ports (15) into the
valve mounted on one of the crankcase water jacket of the cylinder block.
doors, control the oil system pressure. On The arrangement of the oil cooler, filters and
leaving the pump the oil flow is split to supply headers for 'Bl bank is similar to that shown
each bank, that for the 'A1 bank being for 'A' bank in Fig. 4L.
supplied direct, whilst the supply to the 'B*
bank is taken via a cross pipe through the OIL COOLERS FITTED ON THE 4012TWG2
sump. See Fig. 4L. AND 4016TWG2 ENGINES (SEE FIG, 3L &
Oil delivered from the pump through the 4L)
main flexible pipe (1) passes through the In the case of the 4012TWG2 engine the
inlet body (2) which has a smaller flexible coolant after the oil cooler is diverted via
pipe (16) running to a pre-set relief valve (17) outlet port (13) and water pipe (16) to the
mounted on a crankcase door, relieving into charge air cooler. The cooling water passes
the sump. The bearing oil supply passes into through the charge air cooler and outlet pipe
the cooler body, circulating the outside of the (17) and thence into the inlet ports (15) and
tubes (3) and exits through the pipe (4) to the the water jackets.
tee connection (5) where the oil flow is
divided between oil filter header (6) and the
piston jet gallery (7).

Section L6 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 OIL COOLERS

REMOVING THE OIL COOLER, WATER THE NEXT

WARNING
AND OIL PIPES

BATTERIES OR ANY
A
OPERATION
MUST BE CARRIED OUT BY T
WARNING SERVICE ENGINEERS AS THE OIL
A OTHER MEANS OF
STARTING THE ENGINE.
COOLER WEIGHS 27 kg OR 60 lb.

The service engineers should take a firm grip

Unplug the instrument panel from the engine of the oil cooler unit and fit a lifting sling
wiring harness, then remove the instrument around it. Both men should push against the
panel and its brackets. unit whilst removing the four screws from the
Drain the cooling system, via the drain support brackets and then together carefully
plugs (11) in the ends of the oil coolers pull it away from its locating dowels to lift it
(see Fig. 4L). away from the engine.
Removing the oil pipes (intermediate
engines)
Take out the two screws in the flange of the
middle section of the oil feed pipe fitted at the
oil cooler end (place a container beneath the
oil cooler to catch any oil spillage), and the
two bolts in the pipe flange fitted at the oil
pump end and remove the pipe. Take out the
two screws from the oil cooler outlet flange
and the two bolts in the flange of the oil filter
header and remove the oil pipe.
Slacken both pipe clips on the water hose,
and take out the four screws in the flange of
the water pipe from the water pump to the oil
cooler and remove the water pipe. Take out
the eight screws in the flanges of the water
pipe from the oil cooler to the crankcase and
remove the water pipe.
Slacken the four setscrews fixing the oil
cooler support brackets to the crankcase.

Removing the oil pipes (later engines)

(see Fig. 4L)
Remove the flexible pipe (1) between oil
pump and oil cooler and the second flexible
pipe (16) between the oil cooler and the relief
valve (17) mounted on the crankcase door.
Take out the two capscrews and remove the
inlet body (2). Remove the stub pipe and
relief valve (17) from the crankcase door.

4012/16 Diesel, February 1997 Section L7

From the library of Barrington Diesel Club
OIL COOLERS

DISMANTLING AND CLEANING RE-ASSEMBLING THE OIL COOLER

Clean all surfaces, removing any old jointing Refit the tube stack to the oil cooler body,
material, and discard the two 'O' rings. having fitted a new joint between the flange
Check the water pipes for corrosion and of the tube stack and oil cooler body. Fit a
general damage. Clean out any limescale new '0 ‘ ring to the rear end cover (12) and a
build up by using a suitable proprietary new joint between the front end cover (10)
descaling solution. See page 35. (NOTE: and the flange of the tube stack. Fit the
One which does not attack aluminium). retaining bolts and spring washers,
Remove the seven bolts retaining each end tightening them evenly so that the covers are
cover to the oil cooler body. A few light blows pulled squarely up to the oil cooler body.
may be needed with a hide mallet to free the
end covers from the oil cooler body.
Remove and discard the 'O' ring and joints
from the ends of the tube stack. The tube
stack is a push fit in the oil cooler body.
Place the oil cooler body vertically with the
flange of the tube stack mounted downward.
Support the oil cooler body underneath the
upper mating flange on blocks of wood,
allowing sufficient clearance below the oil
cooler body for the removal of the tube stack.
Place a block of wood on the end of the tube
stack. The block should cover the entire face
of the tube stack, as it has to spread the load
evenly. Using another long piece of wood as
a drift, very carefully push the tube stack out
of the body making sure it does not foul the
wooden blocks supporting the oil cooler
body.
Wash all components, removing any jointing
material. Make sure that the oil cooler body
is clear of oil sludge. Clean the limescale
from the inside of the tubes by either using a
de-scaling agent, (NOTE: One which does
not attack brass) or if necessary a soft rod.
Caution: If the limescale build up is heavy
and cannot be satisfactorily removed, the
tube stack should be discarded, if refitted
this may lead to the lubricating oil
overheating and major engine failure.

Section L8 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 OIL COOLERS

REFITTING THE OIL COOLER Refill the cooling system with the appropriate
Using a lifting sling, two service engineers mixture of water and inhibitor/anti-freeze
can now lift the oil cooler unit complete with (See pages 41-42). Check that there is
support bracket up to the crankcase, locating sufficient oil of the correct grade (See page
the brackets on the dowels set in the 26) in the sump. Set the fuel control lever in
crankcase. While both service engineers the 'stop' position and crank the engine on
push against the oil cooler body, fit the four the starter until oil pressure registers on the
retaining screws and tighten them down gauge. Stop cranking and check for water
fully. and oil leaks. Top up the sump with oil and
Refit the middle section of the oil feed pipe run the engine on light load for a few
from the oil pump to the oil cooler inlet minutes, checking again for oil and water
flange, using new joints between the flanges. leaks. Stop the engine and check oil and
water levels, topping up accordingly.
Refitting the oil pipes (earlier engines) The engine is now ready to resume its duty.
(See Fig. 1L)
Refit the oil pipe (8) from the cooler outlet
flange to the filter header (9) using new joints
between the flanges on the cooler body and
the filter header, on both 'A' and 'B1banks.

Refitting the oil pipes ('A" bank, later

engines) (See Fig. 4L)
Apply a thin layer of grease to a new ’O' ring
and fit it into the counterbore in the inlet body
(2). Carefully replace the inlet body (2),
tightening the two capscrews alternately with
an Allen key. Apply Loctite 542 Hydraulic
Seal to the threads of the relief valve (17)
and fit it to the crankcase door. Fit the stub
pipe to the relief valve and then the flexible
pipe (16) between the stub pipe and the inlet
body (2). The flexible main oil feed pipe (1)
should then be fitted between the oil pump
and the inlet body.

Refitting the water pipes (See Fig. 4L)

Using a new joint refit the water pipe (8) and
elbow (9) from the water pump to the oil
cooler inlet flange. Tighten the pipe clips on
the hose connecting the water pipe (8) to the
water pump. Refit the elbow (13) and the
water pipe (14) from the oil cooler outlet
flange to the crankcase, using new joints.
Reconnect the batteries, refit the instrument
panel, plugging it into the wiring harness.
Refit the drain plugs (11) in the ends of the
oil coolers.

4012/16 Diesel, February 1397 Section L9

From the library of Barrington Diesel Club
 STANDARD LUBRICATING OIL FILTERS AND HEADERS

NEVER CHANGE The vertical oilway supplying No.1 main

WARNING
A STANDARD bearing also supplies oil to a jet lubricating
the
LUBRICATING OIL FILTERS WITH teeth THE
of the timing gear train. The
bearings for the two idler gears in the train
ENGINE RUNNING. ALWAYS WEAR
PROTECTIVE GLOVES. are pressure lubricated from the side
galleries via grooves in the crankcase end
GENERAL DESCRIPTION face. The cylinder head valve gear 'is
The six lubricating oil filters fitted on these lubricated by a supply piped from the side
engines are of the disposable canister type, galleries. Oil is piped to each rocker box and
is conveyed to the rocker shaft via a recess
fitted with by-pass valves and screwed onto
a header mounted on each side of the around the fulcrum shaft securing stud,
crankcase (i.e. two filters for the bearing radial drillings in the shaft supplying oil to the
supply and one filter for the piston cooling rocker lever bearings. The cam follower
spray oil). assemblies are lubricated by oil piped from
All the filters are of the full-flow type, the side galleries to jets in each cam follower
meaning that all the oil in the system passes housing. At the front end the pipe supplies oil
through them. to the governor drive housing, the oil filling
There is a by pass valve which opens if the the bottom of the housing to form an oil bath
filter is allowed to become blocked. for the governor drive gears.
The oil enters the filter header after passing The turbochargers are supplied with oil
through the cooler at the inlet flange piped from the rear end of the main central
connection (1) into a common inlet gallery gallery and it then drains by gravity back to
(2). From the inlet gallery the oil flows via the crankcase.
outlet slots (3) and holes in the top of each
OIL FILTERS AND HEADERS
canister, to the outside of each element,
As the dirt particles are deposited on the
through the paper filter medium, into the
paper element, the resistance to flow
centre of each unit, and out through the
increases. Once this resistance creates a
central connection to a common outlet
certain pressure (1.6 to 2.5 bar), the filter by­
gallery (4). From this outlet gallery of the
pass valve opens and allows unfiltered oil to
main header the oil flows via the inlet
pass to the bearings, if the service intervals
connection (5) into the crankcase side
are neglected then all the filters will
gallery, and via a pipe (6) to the cylinder
eventually become blocked and the oil
head valve gear. Also oil flows from the
supply to the lubricating oil gallery will be
single filter header (7) to the piston cooling
unfiltered oil, resulting in an increase in the
jet oil gallery (see Fig. 1WI).
rate of wear and engine damage.
From the crankcase side gallery on each
side of the engine, the oil is transferred via
CHANGING THE OIL AND FILTERS (SEE
angled cross drillings to the central oil
PAGE 50 IN THE OPERATORS
gallery. Vertical drillings convey oil from this
HANDBOOK)
central gallery to the main and camshaft
bearings. Further drillings in the crankshaft
and connecting rods convey the oil to the
large end and small end bearings. Oil from
the piston spray gallery, running the length of
the engine, supplies the piston cooling jets.
Each jet directs a stream of oil upwards to a
drilling in the piston, feeding a gallery cast in
the piston. After circulating this cooling
gallery, the oil drains back to the sump via a
second drilling.

4012/16 Diesel, February 1997 Section M1

From the library of Barrington Diesel Club
STANDARD LUBRICATING OIL FILTERS AND HEADERS

THE OIL FILTER HEADERS ALWAYS WEAR EYE

WARNING
The oil filter headers need only be removed
at a major overhaul to facilitate the cleaning
of the crankcase oil galleries.
A PROTECTION WHEN
USING COMPRESSED AIR.

CLEANING AND REFITTING THE OIL

Key FILTER HEADER
(Fig. 1M) Remove any jointing material from the oil
A To rocker box filter header and the crankcase, wash the
B Fuel header, and blow out the oil galleries with
C Oil compressed air. Refit the oil filter header to
the crankcase using a new joint. Tighten the
REMOVING AN OIL FILTER HEADER retaining setscrews in a sequence that will
Remove all three oil filters and the two bolts
pull the header squarely up to the crankcase.
holding the oil cooler feed pipe to the header.
Then take out the setscrews holding the filter
header to the crankcase, (if the oil cooler is
still fitted oil in the tube stack will drain from
the cooler feed pipe when the header is
removed. Catch this oil in a suitable
container).

Section M2 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club

 CHANGE OVER OIL FILTERS (OPTIONAL)

REDUCE ENGINE 3 Change left filter

WARNING
A SPEED TO IDLING IF 4 Both filters in circuit
CHANGING THE FILTERS WHILST THE
ENGINE IS RUNNING. WARNING DISCONNECT

DESCRIPTION
A
BATTERIES OR ANY
OTHER MEANS OF STARTING
These special duplex filters are intended for WEAR PROTECTIVE GLOVES.
use on long running engines, when it may be
impractical to stop the engine. For this reason CHANGING THE FILTER ELEMENTS
they are fitted with a three way change-over WHEN THE ENGINE IS STOPPED
valve in the head, which enables the (INCLUDING PISTON JET FILTERS).
elements to be changed one at a time, whilst All that is necessary is to unscrew the
canisters with a strap wrench, as shown in
the engine continues to run. (This does not
apply to the piston cooling jet filters). Fig. 2M, without moving the change-over
Caution: if the flexible connections to the valve as there is no pressure in the system
when the engine is stationary. The underside
filter are removed for any reason, it is
essential that they are reconnected of the header is then wiped clean and a
correctly. See Fig. 3EV1 & 4M. smear of clean oil applied to the sealing rings
on the the new canisters, before screwing
them up by hand and tightening them by no
Key (Fig. 2M)
1 Change right filter more than three quarters of a turn after the
seals contact the header. Check the filters
2 Normal running position
for leaks after the engine is restarted.

From the library of Barrington Diesel Club

CHANGE OVER OIL FILTERS (OPTIONAL)

CHANGING THE MAIN FILTER REMOVING AND REFITTING THE OIL

ELEMENTS WITHOUT STOPPING THE FILTER HEADER (LATER ENGINES)
ENGINE (Reduce to Idling) The oil filter header need only be removed at
NOT THE PISTON JET FILTERS WHICH major overhaul to facilitate cleaning internal
CAN ONLY BE CHANGED WITH THE oil galleries in the crankcase. Mark the
ENGINE STOPPED flexible pipes before disconnecting them
The normal position of the change-over in order to make sure that they are
valve is with the leg of the T, marked on the reconnected to the correct position.
square end of the valve spindle, pointing Remove the flexible pipes and the two bolts
upwards (see Fig. 2M) when both filter holding the oil cooler feed pipe to the oil filter
elements are in circuit. Turning the valve header, then take out the 11 setscrews
with the spanner provided, so that the leg of holding the filter header to the crankcase. (If
the T points to the left, puts the right hand the oil cooler is still fitted residual oil left in
filter out of service so that it may be the tubestack will drain from the oil cooler
exchanged for a new one. Turning the valve feed pipe when the filter header is removed,
so that the leg points to the right puts the left catch this oil in a suitable container).
hand filter out of service, so that this one can
now be exchanged for a new filter canister. FAILURE TO
WARNING
The valve is then returned to its original
position, so that both elements of the filter
are back in service. Check for oil leaks.
A
CONNECTTHE
FLEXIBLE OIL PIPES IN THE CORR
POSITION MAY RESULT IN ENGINE
DAMAGE AND WILL INVALIDATE THE
NOTE: Prepare for a small spillage of oil ENGINE WARRANTY. ALWAYS WEAR
from the filter as each canister is removed, EYE PROTECTION WHEN USING
by placing a container of about 5 litres or 1 COMPRESSED AIR.
gallon capacity under the filter. Also fill the
new oil filters with new oil before screwing
Remove any jointing material from the oil
each one into position, to reduce the amount
manifold and the crankcase, wash it in clean
of air introduced into the lubrication system. kerosene and blow out the galleries with
compressed air. Refit the manifold to the
REMOVING AND REFITTING THE OIL
MANIFOLD (EARLY ENGINES) crankcase using a new joint and tighten the
The oil manifold need only be removed at a 4 retaining screws to pull it squarely up to the
major overhaul to facilitate the cleaning of crankcase.
the crankcase oil galleries.
Mark the flexible pipes in order to make Key
sure that they are reconnected to the (Fig, 3M)
correct positions. Disconnect the flexible 1 Change right filter
pipes from the cooler and the manifold inlet 2 Normal running position
connections (if the cooler is still fitted, oil left 3 Change left filter
in the tube stack will drain from the outlet 4 Oil cooler
when the flexible pipe is removed. A suitable 5 Oil manifold
container should be placed underneath to 6 Support bracket
catch the oil). Unscrew the four screws from
the oil manifold flange connections into the (Fig. 4M)
crankcase, and remove it. 1 Change right filter
2 Normal running position
3 Change left filter
4 Dirty oil into filter
5 Clean oil into engine

Section M4 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 CHANGE OVER OIL FILTERS (OPTIONAL)

4012/16 Diesel, February 1997 Section M5

From the library of Barrington Diesel Club
CENTRIFUGAL OIL FILTER (OPTIONAL)

CLEANING CENTRIFUGAL OIL FILTER

(SEE FIG. 6M)

WARNING
A
DISCONNECT
BATTERIES AND ALL
OTHER MEANS OF STARTING.
ALWAYS WEAR PROTECTIVE GLOVES.

Stop the engine, and allow time for the oil

to drain back to the sump.
1 Slacken safety clamp (1) unscrew
cover nut and lift off cover.
2 Lift off rotor assembly (2) having
allowed oil to drain from nozzles. The
rotor should be removed and replaced
on the spindle with extreme care in
order to ensure that bearings are not
damaged.
3 Secure rotor in dismantling tool T6253/
292. Unscrew rotor cover nut (3) and
separate rotor cover from body.
4 Remove standtube (4) using extraction
tool T6253/293 and clean.
5 Remove sludge from inside the rotor by
means of a spatula and wipe clean.
Ensure that all rotor components are
thoroughly cleaned and free from
deposits of dirt before reassembling Reassemble filter complete checking
the rotor. Failure to do so could cause that rotor revolves freely then replace
an out-of-balance condition which will filter body cover. Tighten cover nut and
accelerate bearing spindle wear. secure safety clamp. The clamp ring
6 Clean nozzle with brass wire. Examine should be securely fitted at all times
'O' ring (5) and renew if damaged. and the filter should not be run without
7 Reassemble rotor complete and the clamp ring fitted.
tighten top nut. 10 With the engine running check all joints
IMPORTANT: Ensure that rotor cover for leakage. Check for excessive
and rotor body are always matched by vibration.
balance reference number and pin
location. NOTE: A special oil priming pump is used
DO NOT INTERCHANGE ROTOR when this centrifugal filter is fitted.
COVERS.
8 Examine spindle journals, if damaged Key
or worn replace with body assembly (Fig. 6M)
complete. A Cover assembly
B Body assembly

Section M6 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 FUEL FILTERS AND PIPES

A
NEVER CHANGE service periods are not exceeded.
WARNING
STANDARD FUEL When the maintenance point has been
FILTERS WITH THE ENGINE RUNNING. reached the dirty filter canisters are simply
ALWAYS WEAR PROTECTIVE GLOVES. unscrewed and replaced by new filter
canisters, oiling the sealing rings (see page
DESCRIPTION 53 in the Operators Handbook).
FUEL FILTER AS FITTED ON ALL EARLY The fuel enters each filter head at the infet
ENGINES (AND LATER 4016 ENGINES connection and flows via holes in the top of
ONLY) the canister casing, through the paper
The fuel filters on the early engines are element into the centre of the filter and head,
screwed into a filter head mounted on each leaving via the outlet connection at the side
side of the crankcase. (see Fig, 1N).
The filters are of the full-flow type, meaning
that all the fuel in the system passes through Key
them. (Fig. 1N)
As the dirt particles are filtered out and 1 Outlet connection
deposited on the paper element, the 2 Feed pipe to injectors
resistance to flow will increase, until the 3 Inlet connection
element becomes blocked which will stop 4 Inlet pipe
the engine. This should not happen if the

Fig. 1N

4012/16 Diesel, February 1997 Section N1

From the library of Barrington Diesel Club
FUEL FILTERS AND PIPES

FUEL SUPPLY CIRCUIT The fuel supply to the engine is via the
The fuel from each filter flows via feed pipes suction pipe (1) and strainer (2) to the inlet
to fuel rails mounted on each side of the connection on the lift pump (3). From the lift
engine. The rail system comprises a fuel pump outlet connection (4) via the delivery
block bolted to each cylinder head and pipes (5) and (6) to the fuel filter inlet
connected by short lengths of pipe sealed by connections (7) and (8).
'O-rings to convey the fuel to and from the After flowing through the fuel filter (see above)
pump injectors. the fuel flows via the filter outlet connections
Fuel flows from the lower rail through a pipe (9) and (10) and the feed pipes (11) and (12)
to the rocker box where drillings in the box to the fuel rails (see Fig. 2N / 3N).
and cylinder head convey it to each pump
injector unit. The quantity of fuel passing Key (Fig. 2N)
through the pump injector is in excess of the 1 Fuel inlet
power requirement and the surplus acts as a 2 Strainer
coolant. 3 Lift pump inlet
Unused fuel and injector leakage is returned 4 Lift pump outlet
by more drillings in the cylinder head and 5 Feed to lAl bank filter
piped back to the block and the upper rail. 6 Feed to 'B' bank filter
A pressure relief valve mounted at the drive 7/8 Filter inlet
end of the upper rail controls the pressure of 9/10 Filter outlet
the fuel in the system, and also acts as a 11/12 Feed to fuel feed rails
non-return valve. 13 Vent plug
14 Fuel relief valve
15 Fuel supply to rocker box
16 Fuel return from injectors

Section N2 4Q12/16 Diesel, February 1997

From the library of Barrington Diesel Club
 FUEL FILTERS AND PIPES

HAND PRIMING CIRCUIT - OPTIONAL HAND PRIMING PUMP

PRIMING CIRCUIT The pump requires no maintenance but
Incorporated in the fuel supply circuit is a should it fail to operate a replacement unit is
priming circuit for bleeding air from the normally supplied.
system for the initial start up, or after the
engine has been stopped for a considerable STRAINER (4016 ENGINES ONLY)
time (see Operators Handbook). The screen inside the strainer body should
When the lift pump is in operation the priming be removed for cleaning (using diesel fuel or
pump is by-passed, and the fuel supply kerosene) at the same time that the filter
circuit is as described above. With the elements are replaced. To remove the
engine stopped the fuel is sucked through screen, unscrew the cap nut underneath and
the pipe (1) via the strainer (2) by operating withdraw it,
the priming pump (13). From the priming
pump outlet connection (14) via the non­ Key (Fig. 3N)
return valve (15) the fuel is supplied to the1 Fuel inlet
2 Strainer
fuel filter inlet connections (7) and (8) via the
flexible pipe (5), (6) and thence to the fuel3 Lift pump inlet
4 Lift pump outlet
rails. 5 Feed to 'A' bank filter
6 Feed to 'B1bank filter
MAINTENANCE 7/8 Filter inlet
FUEL LIFT PUMP 9/10 Filter outlet
For information on the lift pump see Section 11/12 Feed to fuel rail
KK1. 13 Vent plug
14 Fuel relief valve
15 Fuel supply to rocker box
16 Fuel return from injectors

Fig. 3N

4012/16 Diesel, February 1997 Section N3

From the library of Barrington Diesel Club
FUEL FILTERS AND PIPES

WARNING NEVER CHANGE

A
STANDARD FUEL
FILTERS WITH THE ENGINE RUNNING.
ALWAYS WEAR PROTECTIVE GLOVES.

DESCRIPTION
FUEL FILTER AND WATER SEPARATOR
AS FITTED ON LATER 4012 ENGINES
The fuel filter and water separator is of the
disposable spin on canister type, fitted with a
self-venting valve.
The filter is of the full-flow type, meaning that
all the fuel used by the engine passes
through it.
As the dirt particles are filtered out and
deposited on the paper element the
resistance to flow increases, until the
element becomes blocked, stopping the
engine. This should not happen if the
maintenance periods are not exceeded.
The water collected in the bottom of the
canister should be drained off weekly.
To remove the water and sediment just turn
the self-venting valve until water free fuel
appears, then close the valve.
When the maintenance period has elapsed
the dirty filter/water element canister is Key
simply unscrewed from the head casting,
(Fig. 4N)
and replaced by a new canister (see page 53 1 Head casting
in the Operators Handbook). 2 Element
Fuel enters the unit, passes over the top end 3 Canister
plate of the element, through the holes and 4 Water drain valve
down between the casing and the element.
The fuel then flows through the element and
as the water separates from the fuel,
globules of water are formed which drop into
the bottom of the casing, where it is held until
it can be drained through the manually
operated self-venting valve. The fuel
continues to flow through the element where
solid contaminants are removed, then up the
centre into the head casting, and out through
the outlet connection (see Fig. 4N).

Section N4 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 FUEL FILTERS AND PIPES

FUEL SUPPLY CIRCUIT

The fuel from the fuel filter flows via feed After flowing through the fuel filter (see
pipes to a fuel rail mounted on each side of above), the fuel flows to the inlet connection
the engine. The rail system comprises a of the lift pump (3), and from the lift pump
block bolted to each cylinder head and outlet connection (4) via the delivery pipes
connected by short lengths of pipe sealed by (5), (6), (7) and (8) to the fuel rails (see Fig.
’O' rings to form a three pipe rail. 5N /6N ).
Fuel is supplied from the lower rail via take­ The upper rail carries the oil supply to
off points on each block to the rocker box lubricate the rocker gear.
where drillings in the box and cylinder head
convey the fuel to each pump injector unit. Key
The system is full flow and the quantity of (Fig. 5N)
fuel passing through the pump unit is in 1 Fuel inlet
excess of injection requirements, the surplus 2 Fuel filter
acting as a cooling medium. 3 Lift pump inlet
Unused fuel and injector leakage is returned 4 Lift pump outlet
by drillings in the cylinder head and piped 5/6 Feed to tee
back to the block and the middle rail. 7 Feed to 'A' bank
A pressure relief valve mounted at the drive 8 Feed to 'B1bank
end of the middle rail controls the pressure of 9 Fuel supply to rocker box
the fuel in the system. 10 Fuel return from cylinder head
The fuel supply to the engine is via the 11 Fuel return valve
suction pipe (1) to the fuel filter/water
separator inlet connection (2).

4012/16 Diesel, February 1997 Section N5

From the library of Barrington Diesel Club
FUEL FILTERS AND PIPES

HAND PRIMING CIRCUIT - OPTIONAL Key

Incorporated in the fuel supply can be a (Fig. 6N)
priming circuit for bleeding air from the 1 Fuel inlet
system for the initial start up, or after the 2 Fuel filter
engine has been stopped for a considerable 3 Lift pump inlet
time (see page 26 in the Operators 4 Lift pump
Handbook). 5 Lift pump outlet
When the lift pump is in operation the priming 6 Feed to tee
pump is by-passed, and the fuel supply 7 Feed to 'A' bank
circuit is as depicted above. With the engine 8 Feed to 'B' bank
stopped the fuel is sucked through the pipe 9 Priming pump
(1) through the fuel filter/water separator by 10 Connection
operating the priming pump (9). From the 11 Non return valve
priming pump outlet connection (10) and the 12 Supply pipe
non-return valve (11) the fuel flows via the 13 Plug
supply pipe (12) to the delivery pipes (6), (7) 14 Fuel supply
and (8) and thence to the fuel rails. 15 Fuel return
16 Fuel supply to rocker box
17 Fuel return from cylinder head
18 Fuel relief valve

NORMAL FUEL FLOW

PRIMING CIRCUIT

Fig. 6N 518.2

Section N6 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 CHANGE-OVER FUEL FILTERS

WARNING ALWAYS WEAR

A PROTECTIVE CHANGING THE FUEL FILTER ELEMENTS
WHEN
GLOVES WHEN CHANGING FILTER
All that
THE ENGINE IS STOPPED
is necessary is to unscrew the
ELEMENTS.
canisters with a strap wrench (see
Operators Handbook Fig. 54), leaving the
DESCRIPTION
change-over lever in the vertical position, as
These special duplex fuel filters are normally
there is no pressure in the fuel system with
intended for use on long running engines, or
the engine stationary. The replacement
where a servicing requirement may occur
canisters are then screwed on, after applying
when it is impracticable to stop the engine to
a smear of clean engine oil to the rubber
change the filter elements. For this reason
they are fitted with a 3 way change-over seals, and tightened by hand only. Check for
leaks when the engine is restarted.
valve in the head, which enables the
elements to be changed, one at a time, whilst
Key
the engine continues to run at idling speed,
(Fig. 7N)
Fig. 7N.
1 Disposable canister
NOTE: There is no by-pass in these filters,
2 Air bleed screws
so if servicing is neglected and both
elements become blocked, then the engine 3 Position of lever
4 Change right filter
will stop for lack of fuel.

4012/16 Diesel, February 1997 Section N7

From the library of Barrington Diesel Club
CHANGE-OVER FUEL FILTERS

CHANGING THE FUEL FILTER ELEMENTS NOTE: Prepare for some spillage of fuel, by
WHEN THE ENGINE IS RUNNING placing a bowl of about 5 litres or 1 gallon
The normal position of the change-over valve capacity under the filter, when changing the
lever is vertically upward, when both filters are canisters.
in circuit. Turning the lever to the left puts the The change-over filters are engine mounted
right hand filter out of service, so that the right and replace the standard filters (see Section
hand canister may be exchanged for a new N1 or N3).
one. Open the bleed screw above the new
element and return the lever to the vertical Key
position, closing the bleed screw when all air (Fig. 8N)
has been ejected. Turning the lever so that it A Change right hand filter
points to the right, puts the left hand filter out B Normal position of lever
of service so that it can be exchanged for a C Change left hand filter
new one. Again open the bleed screw above
the new element and return the lever to the
vertical position to eject all air before closing
the bleed screw. Finally with both elements
now back in circuit, check for leaks. (See Fig.
8N).

Section N8 4012/16 Diesel, February 1997

From the library of Barrington Diesel Club
 CHANGE-OVER FUEL FILTERS

FUEL SUPPLY CIRCUIT PRIMING CIRCUIT

The fuel from each filter flows via feed pipes NOTE: Strainer (2) is still fitted on 16 cylinder
to a rail mounted on each side of the engine. engines but 12 cylinder engines now use the
The rail comprises a block bolted to each water trap/sedimenter shown in Fig. 5N.
cylinder head and connected by short Incorporated in the fuel supply circuit is a
lengths of pipe sealed by 'O' rings to form a priming circuit for bleeding the system for
two pipe (bottom and middle) fuel rail for initial start up or after the engine has been
each bank. stopped for a considerable time (see page
Fuel is supplied from the bottom rail via take­ 26 in the Operators Handbook).
off points on each block to the rocker box When the lift pump is in operation, the
where drillings in the box and cylinder head priming pump is by-passed and the fuel
convey the fuel to each pump injector unit. supply circuit is as described above. When
The system is 'full flow1and the quantity of the engine is stopped the fuel is sucked
fuel passing through the pump unit is in through the pipe (1) via the strainer (2) by
excess of injection requirements, the surplus operating the priming pump (12). From the
acting as a coolant. priming pump outlet connection (13) via the
Unused fuel and injector leakage is returned non-return valve (14) the fuel is supplied to
by drillings in the cylinder head and piped the fuel filter inlet connections (8) via the
back to each block and the middle rail. delivery pipes (5), (6), (7) and (15) and
The top rail on current industrial engines thence to the fuel rails.
carries the oil supply to the valve gear.
A pressure relief valve mounted at the rear
end of the middle rail maintains the correct
fuel pressure in the system, and also
operates as a non return valve.
The fuel supply to the engine is via the
suction pipe (1) and strainer (2) to the inlet
connection on the lift pump (3). From the lift
pump outlet connection (4) via the delivery
pipes (5), (6) and (7) to the fuel filter inlet
connections (8). After passing through the
fuel filters (see Fig. 7N) the fuel flows via the
filter outlet connections (9) and the feed
pipes (10) and (11) to the fuel rails (see Fig.
8N).

4012/16 Diesel, February 1997 Section N9

From the library of Barrington Diesel Club