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Termo King2.44-3.95

manual termo king 2.44-3.95

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100% found this document useful (4 votes)

1K views112 pages

Termo King2.44-3.95

manual termo king 2.44-3.95

Uploaded by

Yuriy9v8u7p

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PDF, TXT or read online on Scribd

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Overhaul Manual

TK 2.44, 2.49, 3.66,

3.74, 3.88 and 3.95
TK 8312-2 (Rev. 1/97)

Copyright 1988 Thermo King Corp., Minneapolis, MN, U.S.A.

Printed in U.S.A.

This manual is published for informational purposes only and the information so provided should not be considered
as all-inclusive or covering all contingencies. If further information is required, Thermo King Corporation should be
consulted.
Sale of product shown in the Manual is subject to Thermo Kings terms and conditions including, but not limited to,
the Thermo King Limited Express Warranty. Such terms and conditions are available upon request.
Thermo Kings warranty will not apply to any equipment which has been so repaired or altered outside the manufacturers plants as, in the manufacturers judgment, to effect its stability.
No warranties, express or implied, including warranties of fitness for a particular purpose or merchantability, or warranties arising from course of dealing or usage of trade, are made regarding the information, recommendations, and descriptions contained herein. Manufacturer is not responsible and will not be held
liable in contract or in tort (including negligence for any special, indirect or consequential damages,
including injury or damage caused to vehicles, contents or persons, by reason of the installation of any
Thermo King product or its mechanical failure.

Specifications 1
Engine Disassembly 2
Inspection and Reconditioning 3
Engine Assembly 4
Lubrication System 5
Fuel System 6
Electrical 7
Run In 8

Table of Contents

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
TK 2.44 & TK 3.66 Diesel Engine Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
TK 2.49 & TK 3.74 Diesel Engine Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
TK 3.88 Diesel Engine Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
TK 3.95 Diesel Engine Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Torque Values for TK 2.44 & TK 3.66 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Torque Values for TK 2.49 & TK 3.74 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Torque Values for TK 3.88 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Torque Values for TK 3.95 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Engine Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Engine Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Inspection and Reconditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Inspection and Reconditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Camshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Connecting Rods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Cylinder Head Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Valve Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Valve Guides . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Valve Seat Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Valve Seats. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Valve Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Manifolds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Oil Pressure Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Push Rods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Rocker Arm Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Tappets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Timing Gears. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Wrist Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Engine Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Engine Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Assembly Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Assembly Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81

Table of Contents (Continued)

Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table of Contents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleeding Air From The Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Major Component Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Delivery Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control Rack And Pinions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plunger Barrel Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plunger and Plunger Barrel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plunger Guide Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Limit Screw Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injection Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injection Pump Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Individual Cylinder Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Timing Injection Pump To Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Speed Stop Screw Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

83
83
85
86
91
94
91
95
93
93
94
93
93
94
94
91
88
97
99
97
95
97
96
87

Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table of Contents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Solenoid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Solenoid Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Glow Plugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gears and Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Major Component Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pinion Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
No Load Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

101
101
103
110
110
103
103
108
103
107
105
107
105
108
109

Run In Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table of Contents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Run In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compression Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dynamometer Run In Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Run In Procedure Without Dynamometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve Clearance Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Three Cylinder Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Two Cylinder Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

113
113
115
118
115
115
115
117
115

Specifications
Table of Contents . . . . . . . . . . . . . . . .
TK 2.44 & TK 3.66 Diesel Engine Specifications
TK 2.49 & TK 3.74 Diesel Engine Specifications
TK 3.88 Diesel Engine Specifications . . . . . .
TK 3.95 Diesel Engine Specifications . . . . . .
Torque Values for TK 2.44 & TK 3.66 Engines .
Torque Values for TK 2.49 & TK 3.74 Engines .
Torque Values for TK 3.88 Engine . . . . . . . .
Torque Values for TK 3.95 Engine . . . . . . . .

1
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.1
.3
.8
13
18
23
24
25
26

TK 2.44 & TK 3.66 Diesel Engine

Specifications
The TK 2.44 is a two cylinder engine. The TK 3.66 is a three cylinder engine. Unless it is otherwise noted, the specifications
for both of these engines are the same.

General
Model
Type
Number of Cylinders
Bore
Stroke
Displacement
Power Rating
Compression Ratio
Direction of Rotation
Firing Order
Fuel Injection Timing
Nozzle Injection Pressure
Oil Pressure

Valve Train
Valve Spring
Free Length
Inclination
Valve Guide Inside Diameter
Intake
Exhaust
Valve Stem Outside Diameter
Intake
Exhaust
Valve Depth
Intake
Exhaust
Valve Guide Projection
Intake
Exhaust
Valve Stem to Rocker Arm Clearance
Intake
Exhaust
Valve Seat Angle
Intake
Exhaust

TK 2.44
2TN66
Four Stroke Cycle
Water Cooled
2
2.60 in. (66.0 mm)
2.53 in. (64.2 mm)
26.8 cu. in. (439 cc)
8.2 hp (6.0 kW)
23 to 1
Counterclockwise
(Viewed from Flywheel)
1, 2
14 Degrees BTDC
1707 psi (11768 kPa)
18.5 psi (127 kPa) Minimum
@ 230 F (110 C) & 1600 rpm

TK 3.66
3TN66
Four Stroke Cycle
Water Cooled
3
2.60 in. (66.0 mm)
2.53 in. (64.2 mm)
40.2 cu. in. (658 cc)
11.2 hp (8.2 kW)
23 to 1
Counterclockwise
(Viewed from Flywheel)
1, 3, 2
14 Degrees BTDC
1707 psi (11768 kPa)
18.5 psi (127 kPa) Minimum
@ 230 F (110 C) & 1600 rpm

Standard Dimensions

Wear Limit

1.10 in. (28.0 mm)

0.99 in. (25.2 mm)

.03 in. (0.8 mm)

.2165-.2171 in. (5.500-5.515 mm)

.2197 in. (5.580 mm)

.2150-.2156 in. (5.460-5.475 mm)

.2144-.2150 in. (5.445-5.460 mm)

.2126 in. (5.400 mm)

.016 in. (0.40 mm)

.033 in. (0.85 mm)

.039 in. (1.00 mm)

.276 in. (7.00 mm)

.276 in. (7.00 mm)
.008 in. (0.20 mm)
.008 in. (0.20 mm)
30 Degrees
45 Degrees

TK 2.44 & TK 3.66 Diesel Engine Specifications (Rev 1/97)

Valve Train (continued)

Valve Seat Width
Intake
Exhaust
Push Rod Length
Rocker Arm Bushing Inside Diameter
Rocker Arm Shaft Outside Diameter
Rocker Arm Bushing to Rocker Arm
Shaft Clearance
Tappet Outside Diameter
Tappet Bore Inside Diameter
Tappet To Tappet Bore Clearance
Camshaft
Cam Lobe
Camshaft Journal
Timing Gear End
Middle
Flywheel End
Camshaft Bearing Inside Diameter
Timing Gear End Bearing Insert
Middle Bearing
Flywheel End Bearing
Camshaft Journal to
Camshaft Bearing Clearance
Timing Gear End
Middle
Flywheel End
Camshaft Deflection
Camshaft End Play
Piston, Piston Rings, and Wrist Pin
Piston Outside Diameter Measuring
Point (From Bottom of Piston)
Piston Outside Diameter
Standard
1st Oversize
2nd Oversize
Piston to Cylinder Wall Clearance

Standard Dimensions

Wear Limit

.045 in. (1.15 mm)

.056 in. (1.41 mm)
4.488-4.528 in. (114.00-115.00 mm)
.3937-.3945 in. (10.000-10.020 mm)
.3925-.3933 in. (9.970-9.990 mm)

.065 in. (1.65 mm)

.075 in. (1.91 mm)

.0004-.0020 in. (0.010-0.050 mm)

.7067-.7074 in. (17.950-17.968 mm)
.7087-.7094 in. (18.000-18.018 mm)
.0013-.0027 in. (0.032-0.068 mm)

.0053 in. (0.135 mm)

.7059 in. (17.930 mm)
.7106 in. (18.050 mm)

.3972 in. (10.090 mm)

.3919 in. (9.955 mm)

1.1799-1.1823 in. (29.970-30.030 mm) 1.1713 in. (29.750 mm)

1.4150-1.4157 in. (35.940-35.960 mm) 1.4114 in. (35.850 mm)
1.4138-1.4148 in. (35.910-35.935 mm) 1.4114 in. (35.850 mm)
1.4150-1.4157 in. (35.940-35.960 mm) 1.4114 in. (35.850 mm)
1.4173-1.4199 in .(36.000-36.065 mm) 1.4213 in. (36.100 mm)
1.4173-1.4183 in. (36.000-36.025 mm) 1.4213 in. (36.100 mm)
1.4173-1.4183 in. (36.000-36.025 mm) 1.4213 in. (36.100 mm)

.0016-.0049 in. (0.040-0.125 mm)

.0026-.0045 in. (0.065-0.115 mm)
.0016-.0033 in. (0.040-0.085 mm)
.001 in. (0.02 mm)
.002-.006 in. (0.05-0.15 mm)

.016 in. (0.40 mm)

.20 in. (5.0 mm)

2.5956-2.5967 in .(65.927-65.957 mm) 2.5925 in .(65.850 mm)
2.6054-2.6066 in .(66.177-66.207 mm) 2.6024 in. (66.100 mm)
2.6152-2.6164 in .(66.427-66.457 mm) 2.6122 in. (66.350 mm)
.0017-.0041 in .(0.043-0.103 mm)

TK 2.44 & TK 3.66 Diesel Engine Specifications (Rev 1/97)

Piston, Piston Rings, and Wrist Pin (continued)

Piston Ring Groove Width
Top Ring Groove
.0612-.0618 in .(1.555-1.570 mm)
Middle Ring Groove
.0598-.0604 in. (1.520-1.535 mm)
Bottom Ring Groove
.1382-.1388 in. (3.510-3.525 mm)
Piston Ring Width
Top Ring
.0579-.0587 in. (1.470-1.490 mm)
Middle Ring
.0579-.0587 in. (1.470-1.490 mm)
Bottom Ring
.1366-.1374 in. (3.470-3.490 mm)
Piston Ring to Ring Groove Clearance
Top
.0026-.0039 in. (0.065-0.100 mm)
Middle
.0012-.0026 in. (0.030-0.065 mm)
Bottom
.0008-.0022 in. (0.020-0.055 mm)
Piston Ring End Gap
Top Ring
.006-.014 in. (0.15-0.35 mm)
Middle Ring
.010-.016 in. (.025-.040 mm)
Bottom Ring
.006-.014 in. (0.15-0.35 mm)
Wrist Pin Bore Inside Diameter
.7874-.7877 in .(20.000-20.008 mm)
Wrist Pin Outside Diameter
.7870-.7874 in .(19.991-20.000 mm)
Wrist Pin to Wrist Pin Bore Clearance 0-.0007 in. (0-.017 mm)
Connecting Rod
Wrist Pin Bushing Inside Diameter
Wrist Pin to Wrist Pin Bushing
Clearance
Side Clearance (Crank to Rod)
Twist per 4 in. (100 mm)
Parallelism per 4 in. (100 mm)

.0079 in. (0.200 mm)

.0079 in. (0.200 mm)
.0079 in. (0.200 mm)
.059 in. (1.50 mm)
.059 in. (1.50 mm)
.059 in. (1.50 mm)
.7882 in. (20.020 mm)
.7864 in. (19.975 mm)
.0018 in. (0.045 mm)

.7884-.7889 in .(20.025-20.038 mm)

.7913 in. (20.100 mm)

.0010-.0019 in .(0.025-0.047 mm)

.008-.016 in .(0.20-0.40 mm)
.002 in. (0.05 mm)
.002 in. (0.05 mm)

.0043 in (0.110 mm)

.022 in. (0.55 mm)
.003 in. (0.08 mm)
.003 in. (0.08 mm)

Crankshaft and Crankshaft Bearings

Main Journal Outside Diameter
Standard
1.5736-1.5740 in. (39.970-39.980 mm)
Undersize
1.5638-1.5642 in. (39.720-39.730 mm)
Main Bearing Inside Diameter
Standard
1.5748-1.5765 in. (40.000-40.042 mm)
Undersize
1.5650-1.5666 in. (39.750-39.792 mm)
Main Bearing Clearance
.0008-.0028 in .(0.020-0.072 mm)
Rod Journal Outside Diameter
Standard
1.4161-1.4165 in. (35.970-35.980 mm)
Undersize
1.4063-1.4067 in. (35.720-35.730 mm)

1.5717 in. (39.920 mm)

1.5618 in. (39.670 mm)
1.5776 in. (40.070 mm)
1.5677 in. (39.820 mm)
.0059 in. (0.150 mm)
1.4142 in. (35.920 mm)
1.4043 in. (35.670 mm)

TK 2.44 & TK 3.66 Diesel Engine Specifications (Rev 1/97)

Crankshaft and Crankshaft Bearings (continued)

Rod Bearing Inside Diameter
Standard
1.4173-1.4190 in. (36.000-36.042 mm)
Undersize
1.4075-1.4091 in. (35.750-35.792 mm)
Rod Bearing Clearance
.0008-.0028 in. (0.020-0.072 mm)
End Play
.0037-.0105 in. (0.095-0.266 mm)
Deflection

1.4201 in. (36.070 mm)

1.4102 in. (35.820 mm)
.0059 in .(0.150 mm)
.0130 in .(0.330 mm)
.0008 in. (0.020 mm)

Cylinder Block
Cylinder Inside Diameter
Standard
1st Oversize
2nd Oversize
Cylinder Roundness
Deck Distortion

2.5984-2.5996 in. (66.000-66.030 mm)

2.6083-2.6094 in. (66.250-66.280 mm)
2.6181-2.6193 in. (66.500-66.530 mm)
0-.0004 in. (0-0.010 mm)

2.6063 in. (66.200 mm)

2.6161 in. (66.450 mm)
2.6260 in. (66,700 mm)
.0008 in. (0.020 mm)
.002 in. (0.05 mm)

0-.002 in. (0-0.05 mm)

.006 in. (0.15 mm)

.0016-.0047 in. (0.040-0.120 mm)

.0043-.0075 in. (0.110-0.190 mm)
.0016-.0047 in. (0.040-0.120 mm)

.0079 in. (0.200 mm)

.0079 in. (0.200 mm)
.0079 in. (0.200 mm)

.0016-.0047 in. (0.040-0.120 mm)

.7874-.7882 in. (20.000-20.021 mm)
.7858-.7866 in. (19.959-19.980 mm)

.0079 in. (0.200 mm)

.7906 in .(20.080 mm)
.7846 in. (19.930 mm)

.0008-.0024 in. (0.020-0.062 mm)

.0059 in. (0.150 mm)

Trocoid
.0039-.0063 in. (0.100-0.160 mm)

.0098 in. (0.250 mm)

.0012-.0035 in. (0.030-0.090 mm)

.0059 in. (0.150 mm)

.0051 in. (0.130 mm)

Cylinder Head
Distortion
Timing Gears
Timing Gear Lash
Crankshaft Gear to Idler Gear
Crankshaft Gear to Oil Pump Gear
Idler Gear to Camshaft Gear
Idler Gear to Fuel Injection Pump
Gear
Idler Gear Bushing Inside Diameter
Idler Gear Shaft Outside Diameter
Idler Gear Shaft to Idler Gear Bushing
Clearance
Oil Pump
Type
Outer Rotor to Pump Body Clearance
Inner Rotor Tip to Outer Rotor Lobe
Clearance
Rotor Plate to Rotor Clearance
Rotor Shaft to Rotor Shaft Bore
Clearance
Pressure Control Valve Setting

.0006-.0019 in. (0.015-0.048 mm)

42.7-56.9 psi (294-392 kPa)

.0079 in. (0.200 mm)

TK 2.44 & TK 3.66 Diesel Engine Specifications (Rev 1/97)

Starter
No Load Test
Voltage
Current
Speed
Commutator Outside Diameter

11 volts
180 amps @ 11 volts
More than 3500 rpm @ 11 volts
1.18 in. (30.0 mm)

1.14 in. (29.0 mm)

TK 2.49 & TK 3.74 Diesel Engine

Specifications
The TK 2.49 is a two cylinder engine. The TK 3.74 is a three cylinder engine. Unless it is otherwise noted, the specifications
for both of these engines are the same.

General
Model
Type
Number of Cylinders
Bore
Stroke
Displacement
Power Rating
Compression Ratio
Direction of Rotation
Firing Order
Fuel Injection Timing
Nozzle Injection Pressure
Oil Pressure

TK 2.49
2TNE66KC
Four Stroke Cycle
Water Cooled
2
2.60 in. (66.0 mm)
2.83 in. (72.0 mm)
30.1 cu. in. (493 cc)
9.1 hp (6.8 kW)
23.1 to 1
Counterclockwise
(Viewed from Flywheel)
1, 2
14 Degrees BTDC
1707 psi (11768 kPa)
18.5 psi (127 kPa) Minimum
@ 230 F (110 C) & 1600 rpm

TK 3.74
3TNE66KC
Four Stroke Cycle
Water Cooled
3
2.60 in. (66.0 mm)
2.83 in. (72.0 mm)
45.1 cu. in. (739 cc)
12.5 hp (9.3 kW)
23.1 to 1
Counterclockwise
(Viewed from Flywheel)
1, 3, 2
14 Degrees BTDC
1707 psi (11768 kPa)
18.5 psi (127 kPa) Minimum
@ 230 F (110 C) & 1600 rpm

Standard Dimensions

Wear Limit

1.10 in. (28.0 mm)

0.99 in. (25.2 mm)

.2165-.2171 in. (5.500-5.515 mm)

.2197 in. (5.580 mm)

.2150-.2156 in. (5.460-5.475 mm)

.2144-.2150 in. (5.445-5.460 mm)

.2126 in. (5.400 mm)

.012-.020 in. (0.30-0.50 mm)

.030-.037 in. (0.75-0.95 mm)

.039 in. (1.00 mm)

.276 in. (7.00 mm)

.276 in. (7.00 mm)
.006-.010 in. (0.15-0.25 mm)
.006-.010 in. (0.15-0.25 mm)
30 Degrees
45 Degrees

TK 2.49 & TK 3.74 Diesel Engine Specifications (Rev 1/97)

Valve Train (continued)

Standard Dimensions

Wear Limit

.045 in. (1.15 mm)

.056 in. (1.41 mm)
4.488-4.528 in. (114.00-115.00 mm)
.3937-.3945 in. (10.000-10.020 mm)
.3926-.3932 in. (9.972-9.987 mm)

.065 in. (1.65 mm)

.075 in. (1.91 mm)
.3972 in. (10.090 mm)
.3917 in. (9.950 mm)

.0005-.0019 in. (0.013-0.048 mm)

.7067-.7074 in. (17.950-17.968 mm)
.7087-.7094 in. (18.000-18.018 mm)
.0013-.0027 in. (0.032-0.068 mm)

.0055 in. (0.140 mm)

.7059 in. (17.930 mm)
.7106 in. (18.050 mm)
.0047 in. (0.120 mm)

1.1799-1.1823 in. (29.970-30.030 mm) 1.1713 in. (29.750 mm)

.0016-.0033 in. (0.040-0.085 mm)

.0026-.0045 in. (0.065-0.115 mm)
.0016-.0049 in. (0.040-0.125 mm)
.001 in. (0.02 mm)
.002-.010 in. (0.05-0.25 mm)

.002 in. (0.05 mm)

.016 in. (0.40 mm)

.39 in. (10.0 mm)

2.5969-2.5980 in .(65.960-65.990 mm) 2.5945 in .(65.900 mm)
2.6067-2.6079 in .(66.210-66.240 mm) 2.6043 in. (66.150 mm)
2.6165-2.6177 in .(66.460-66.490 mm) 2.6142 in. (66.400 mm)
.0010-.0022 in .(0.025-0.055 mm)

TK 2.49 & TK 3.74 Diesel Engine Specifications (Rev 1/97)

Piston, Piston Rings, and Wrist Pin (continued)

Piston Ring Groove Width
Top Ring Groove
.0610-.0618 in .(1.550-1.570 mm)
Middle Ring Groove
.0622-.0628 in. (1.580-1.595 mm)
Bottom Ring Groove
.1185-.1191 in. (3.010-3.025 mm)
Piston Ring Width
Top Ring
.0579-.0587 in. (1.470-1.490 mm)
Middle Ring
.0579-.0587 in. (1.470-1.490 mm)
Bottom Ring
.1169-.1177 in. (2.970-2.990 mm)
Piston Ring to Ring Groove Clearance
Middle
.0035-.0049 in. (0.090-0.125 mm)
Bottom
.0008-.0022 in. (0.020-0.055 mm)
Piston Ring End Gap
Top Ring
.006-.014 in. (0.15-0.35 mm)
Middle Ring
.006-.014 in. (.015-.035 mm)
Bottom Ring
.006-.014 in. (0.15-0.35 mm)
Wrist Pin Bore Inside Diameter
.7874-.7877 in .(20.000-20.008 mm)
Wrist Pin Outside Diameter
.7870-.7874 in .(19.991-20.000 mm)
Wrist Pin to Wrist Pin Bore Clearance 0-.0007 in. (0-.017 mm)
Connecting Rod
Wrist Pin Bushing Inside Diameter
Wrist Pin to Wrist Pin Bushing
Clearance
Side Clearance (Crank to Rod)
Twist per 4 in. (100 mm)
Parallelism per 4 in. (100 mm)

.059 in. (1.50 mm)

.059 in. (1.50 mm)
.059 in. (1.50 mm)
.7882 in. (20.020 mm)
.7835 in. (19.900 mm)
.0047 in. (0.120 mm)

.7884-.7889 in .(20.025-20.038 mm)

.7913 in. (20.100 mm)

.0010-.0019 in .(0.025-0.047 mm)

.008-.016 in .(0.20-0.40 mm)
.001 in. (0.03 mm)
.001 in. (0.03 mm)

.0079 in (0.200 mm)

.022 in. (0.55 mm)
.003 in. (0.08 mm)
.003 in. (0.08 mm)

Crankshaft and Crankshaft Bearings

Main Journal Outside Diameter
Standard
1.5736-1.5740 in. (39.970-39.980 mm)
Undersize
1.5638-1.5642 in. (39.720-39.730 mm)
Main Bearing Inside Diameter
Standard
1.5753-1.5759 in. (40.013-40.029 mm)
Undersize
1.5655-1.5661 in. (39.763-39.779 mm)
Main Bearing Clearance
.0013-.0023 in .(0.033-0.059 mm)
Rod Journal Outside Diameter
Standard
1.4161-1.4165 in. (35.970-35.980 mm)
Undersize
1.4063-1.4067 in. (35.720-35.730 mm)

1.5709 in. (39.900 mm)

1.5610 in. (39.650 mm)
1.5768 in. (40.050 mm)
1.5669 in. (39.800 mm)
.0059 in. (0.150 mm)
1.4138 in. (35.910 mm)
1.4039 in. (35.660 mm)

TK 2.49 & TK 3.74 Diesel Engine Specifications (Rev 1/97)

Crankshaft and Crankshaft Bearings (continued)

Rod Bearing Inside Diameter
Standard
1.4178-1.4185 in. (36.013-36.029 mm)
Undersize
1.4080-1.4086 in. (35.763-35.779 mm)
Rod Bearing Clearance
.0013-.0023 in. (0.033-0.059 mm)
End Play
.0035-.0107 in. (0.090-0.271 mm)
Deflection

1.4197 in. (36.060 mm)

1.4098 in. (35.810 mm)
.0059 in .(0.150 mm)
.0130 in .(0.330 mm)
.0008 in. (0.020 mm)

Cylinder Block
Cylinder Inside Diameter
Standard
1st Oversize
2nd Oversize
Cylinder Roundness
Deck Distortion

2.5984-2.5996 in. (66.000-66.030 mm)

2.6083-2.6094 in. (66.250-66.280 mm)
2.6181-2.6193 in. (66.500-66.530 mm)
0-.0004 in. (0-0.010 mm)

2.6063 in. (66.200 mm)

2.6161 in. (66.450 mm)
2.6260 in. (66,700 mm)
.0012 in. (0.030 mm)
.002 in. (0.05 mm)

0-.002 in. (0-0.05 mm)

.006 in. (0.15 mm)

.0016-.0047 in. (0.040-0.120 mm)

.0043-.0075 in. (0.110-0.190 mm)
.0016-.0047 in. (0.040-0.120 mm)

.0079 in. (0.200 mm)

.0079 in. (0.200 mm)
.0079 in. (0.200 mm)

.0016-.0047 in. (0.040-0.120 mm)

.7874-.7882 in. (20.000-20.021 mm)
.7858-.7866 in. (19.959-19.980 mm)

.0079 in. (0.200 mm)

.7906 in .(20.080 mm)
.7846 in. (19.930 mm)

.0008-.0024 in. (0.020-0.062 mm)

.0059 in. (0.150 mm)

Trocoid
.0039-.0063 in. (0.100-0.160 mm)

.0098 in. (0.250 mm)

.0012-.0035 in. (0.030-0.090 mm)

.0059 in. (0.150 mm)

.0051 in. (0.130 mm)

.0005-.0017 in. (0.013-0.043 mm)

42.7-56.9 psi (294-392 kPa)

.0079 in. (0.200 mm)

TK 2.49 & TK 3.74 Diesel Engine Specifications (Rev 1/97)

Starter
No Load Test
Voltage
Current
Speed
Commutator Outside Diameter

11 volts
180 amps @ 11 volts
More than 3500 rpm @ 11 volts
1.18 in. (30.0 mm)

1.14 in. (29.0 mm)

TK 3.88 Diesel Engine Specifications

General
Model
Type
Number of Cylinders
Bore
Stroke
Displacement
Power Rating
Compression Ratio
Direction of Rotation
Firing Order
Fuel Injection Timing
Nozzle Injection Pressure
Oil Pressure

TK 3.88
3TNA72
Four Stroke Cycle
Water Cooled
3
2.83 in. (72.0 mm)
2.83 in. (70.2 mm)
53.6 cu. in. (879 cc)
15.2 hp (11.2 kW)
22.3 to 1
Counterclockwise
(Viewed from Flywheel)
1, 3, 2
16 Degrees BTDC
1707 psi (11768 kPa)
18.5 psi (127 kPa) Minimum
@ 230 F (110 C) and 1600 rpm
Standard Dimensions

Wear Limit

1.47 in. (37.4 mm)

1.33 in. (33.7 mm)

.04 in. (1.0 mm)

.2758-.2764 in. (7.005-7.020 mm)

.2787 in. (7.080 mm)

.2734-.2740 in. (6.945-6.960 mm)

.2717 in. (6.900 mm)

.020 in. (0.50 mm)

.033 in. (0.85 mm)

.039 in. (1.00 mm)

.354 in. (9.00 mm)

.354 in. (9.00 mm)
.008 in. (0.20 mm)
.008 in. (0.20 mm)
30 Degrees
45 Degrees

TK 3.88 Diesel Engine Specifications (Rev 1/97)

Valve Train (continued)

Standard Dimensions

Wear Limit

0.57 in. (1.44 mm)

.070 in. (1.77 mm)
5.551-5.591 in. (141.00-142.00 mm)
.4724-.4732 in. (12.000-12.020 mm)
.4711-.4718 in. (11.966-11.984 mm)

.078 in. (1.98 mm)

.089 in. (2.27 mm)

.0006-.0021 in. (0.016-0.054 mm)

.8239-.8252 in. (20.927-20.960 mm)
.8268-.8276 in. (21.000-21.021 mm)
.0016-.0037 in. (0.040-0.094 mm)

.0053 in. (0.135 mm)

.8240 in. (20.930 mm)
.8287 in. (21.050 mm)

.4760 in. (12.090 mm)

.4707 in. (11.955 mm)

1.3366-1.3406 in. (33.950-34.050 mm) 1.3287 in. (33.750 mm)

1.5724-1.5732 in. (39.940-39.960 mm) 1.5689 in. (39.850 mm)
1.5713-1.5722 in. (39.910-39.935 mm) 1.5689 in. (39.850 mm)
1.5724-1.5732 in. (39.940-39.960 mm) 1.5689 in. (39.850 mm)
1.5748-1.5774 in. (40.000-40.065 mm) 1.5787 in. (40.100 mm)
1.5748-1.5758 in. (40.000-40.025 mm) 1.5787 in. (40.100 mm)
1.5748-1.5758 in. (40.000-40.025 mm) 1.5787 in .(40.100 mm)

.0016-.0049 in. (0.040-0.125 mm)

.0026-.0045 in. (0.065-0.115 mm)
.0016-.0033 in. (0.040-0.085 mm)
.001 in. (0.02 mm)
.002-.006 in. (0.05-0.15 mm)

.016 in. (0.40 mm)

.31 in .(8.0 mm)

2.8316-2.8328 in. (71.922-71.952 mm) 2.8272 in. (71.810 mm)
2.8414-2.8426 in. (72.172-72.202 mm) 2.8370 in. (72.060 mm)
2.8513-2.8524 in. (72.422-72.452 mm) 2.6469 in. (72.310 mm)
.0019-.0043 in. (0.048-0.108 mm)

TK 3.88 Diesel Engine Specifications (Rev 1/97)

Piston, Piston Rings, and Wrist Pin (continued)

Piston Ring Groove Width
Top Ring Groove
.0616-.0622 in .(1.565-1.580 mm)
Middle Ring Groove
.0598-.0604 in. (1.520-1.535 mm)
Bottom Ring Groove
.1382-.1388 in. (3.510-3.525 mm)
Piston Ring Width
Top Ring
.0579-.0587 in. (1.470-1.490 mm)
Middle Ring
.0579-.0587 in. (1.470-1.490 mm)
Bottom Ring
.1366-.1374 in. (3.470-3.490 mm)
Piston Ring to Ring Groove Clearance
Top
.0030-.0043 in. (0.075-0.110 mm)
Middle
.0012-.0026 in. (0.030-0.065 mm)
Bottom
.0008-.0022 in. (0.020-0.055 mm)
Piston Ring End Gap
Top Ring
.004-.010 in. (0.10-0.25 mm)
Middle Ring
.010-.016 in. (.025-.040 mm)
Bottom Ring
.006-.014 in. (0.15-0.35 mm)
Wrist Pin Bore Inside Diameter
.8268-.8271 in .(21.000-21.009 mm)
Wrist Pin Outside Diameter
.8264-.8268 in .(20.991-21.000 mm)
Wrist Pin to Wrist Pin Bore Clearance 0-.0007 in. (0-.018 mm)
Connecting Rod
Wrist Pin Bushing Inside Diameter
Wrist Pin to Wrist Pin Bushing
Clearance
Side Clearance (Crank to Rod)
Twist per 4 in. (100 mm)
Parallelism per 4 in. (100 mm)

.0079 in. (0.200 mm)

.0079 in. (0.200 mm)
.0079 in. (0.200 mm)
.059 in. (1.50 mm)
.059 in. (1.50 mm)
.059 in. (1.50 mm)
.8276 in. (21.020 mm)
.8258 in. (20.975 mm)
.0018 in. (0.045 mm)

.8278-.8283 in .(21.025-21.038 mm)

.8307 in. (21.100 mm)

.0010-.0019 in .(0.025-0.047 mm)

.008-.016 in .(0.20-0.40 mm)
.002 in. (0.05 mm)
.002 in. (0.05 mm)

.0043 in (0.110 mm)

.022 in. (0.55 mm)
.003 in. (0.08 mm)
.003 in. (0.08 mm)

Crankshaft and Crankshaft Bearings

Main Journal Outside Diameter
Standard
1.7311-1.7315 in. (43.970-43.980 mm)
Undersize
1.7213-1.7217 in. (43.720-43.730 mm)
Main Bearing Inside Diameter
Standard
1.7323-1.7339 in. (44.000-44.042 mm)
Undersize
1.7224-1.7241 in. (43.750-43.792 mm)
Main Bearing Clearance
.0008-.0028 in .(0.020-0.072 mm)
Rod Journal Outside Diameter
Standard
1.5736-1.5740 in. (39.970-39.980 mm)
Undersize
1.5638-1.5642 in. (39.720-39.730 mm)

1.7291 in. (43.920 mm)

1.7193 in. (43.670 mm)
1.7350 in. (44.070 mm)
1.7252 in. (43.820 mm)
.0059 in. (0.150 mm)
1.5717 in. (39.920 mm)
1.5618 in. (39.670 mm)

TK 3.88 Diesel Engine Specifications (Rev 1/97)

Crankshaft and Crankshaft Bearings (continued)

Rod Bearing Inside Diameter
Standard
1.5748-1.5765 in. (40.000-40.042 mm)
Undersize
1.5650-1.5666 in. (39.750-39.792 mm)
Rod Bearing Clearance
.0008-.0028 in. (0.020-0.072 mm)
End Play
.0035-.0107 in. (0.090-0.271 mm)
Deflection

1.5776 in. (40.070 mm)

1.5677 in. (39.820 mm)
.0059 in .(0.150 mm)
.0130 in .(0.330 mm)
.0008 in. (0.020 mm)

Cylinder Block
Cylinder Inside Diameter
Standard
1st Oversize
2nd Oversize
Cylinder Roundness
Deck Distortion

2.8346-2.8358 in. (72.000-72.030 mm)

2.8445-2.8457 in. (72.250-72.280 mm)
2.8543-2.8555 in. (72.500-72.530 mm)
0-.0004 in. (0-0.010 mm)

2.8425 in. (72.200 mm)

2.8524 in. (72.450 mm)
2.8622 in. (72,700 mm)
.0008 in. (0.020 mm)
.002 in. (0.05 mm)

0-.002 in. (0-0.05 mm)

.006 in. (0.15 mm)

.0016-.0047 in. (0.040-0.120 mm)

.0043-.0075 in. (0.110-0.190 mm)
.0016-.0047 in. (0.040-0.120 mm)

.0079 in. (0.200 mm)

.0079 in. (0.200 mm)
.0079 in. (0.200 mm)

.0016-.0047 in. (0.040-0.120 mm)

.7874-.7882 in. (20.000-20.021 mm)
.7858-.7866 in. (19.959-19.980 mm)

.0079 in. (0.200 mm)

.7906 in .(20.080 mm)
.7846 in. (19.930 mm)

.0008-.0024 in. (0.020-0.062 mm)

.0059 in. (0.150 mm)

Trocoid
.0039-.0063 in. (0.100-0.160 mm)

.0098 in. (0.250 mm)

.0012-.0035 in. (0.030-0.090 mm)

.0059 in. (0.150 mm)

.0051 in. (0.130 mm)

.0006-.0019 in. (0.015-0.048 mm)

42.7-56.9 psi (294-392 kPa)

.0079 in. (0.200 mm)

TK 3.88 Diesel Engine Specifications (Rev 1/97)

Starter
No Load Test
Voltage
Current
Speed
Commutator Outside Diameter

11 volts
180 amps @ 11 volts
More than 3500 rpm @ 11 volts
1.18 in. (30.0 mm)

1.14 in. (29.0 mm)

TK 3.95 Diesel Engine Specifications

General
Model
Type
Number of Cylinders
Bore
Stroke
Displacement
Power Rating
Compression Ratio
Direction of Rotation
Firing Order
Fuel Injection Timing
Nozzle Injection Pressure
Oil Pressure

TK 3.95
3TNE72KC
Four Stroke Cycle
Water Cooled
3
2.83 in. (72.0 mm)
3.07 in. (78.0 mm)
58.2 cu. in. (953 cc)
16.8 hp (12.5 kW)
22.9 to 1
Counterclockwise
(Viewed from Flywheel)
1, 3, 2
14 Degrees BTDC
1707 psi (11768 kPa)
18.5 psi (127 kPa) Minimum
@ 230 F (110 C) and 1600 rpm
Standard Dimensions

Wear Limit

1.47 in. (37.4 mm)

1.33 in. (33.7 mm)

.04 in. (1.0 mm)

.2758-.2764 in. (7.005-7.020 mm)

.2787 in. (7.080 mm)

.2740-.2746 in. (6.960-6.975 mm)

.2734-.2740 in. (6.945-6.960 mm)

.2717 in. (6.900 mm)

.016-.024 in. (0.40-0.60 mm)

.030-.037 in. (0.75-0.95 mm)

.039 in. (1.00 mm)

.354 in. (9.00 mm)

.354 in. (9.00 mm)
.006-.010 in. (0.15-0.25 mm)
.006-.010 in. (0.15-0.25 mm)
30 Degrees
45 Degrees

TK 3.95 Diesel Engine Specifications (Rev 1/97)

Valve Train (continued)

Standard Dimensions

Wear Limit

0.57 in. (1.44 mm)

.070 in. (1.77 mm)
5.551-5.591 in. (141.00-142.00 mm)
.4724-.4732 in. (12.000-12.020 mm)
.4711-.4718 in. (11.966-11.984 mm)

.078 in. (1.98 mm)

.089 in. (2.27 mm)
.4760 in. (12.090 mm)
.4705 in. (11.950 mm)

.0006-.0021 in. (0.016-0.054 mm)

.8239-.8252 in. (20.927-20.960 mm)
.8268-.8276 in. (21.000-21.021 mm)
.0016-.0037 in. (0.040-0.094 mm)

.0055 in. (0.140 mm)

.8228 in. (20.900 mm)
.8287 in. (21.050 mm)
.0059 in. (0.150 mm)

1.3366-1.3406 in. (33.950-34.050 mm) 1.3287 in. (33.750 mm)

.0016-.0049 in. (0.040-0.125 mm)

.0026-.0045 in. (0.065-0.115 mm)
.0016-.0033 in. (0.040-0.085 mm)
.001 in. (0.02 mm)
.002-.010 in. (0.05-0.25 mm)

.002 in. (0.05 mm)

.016 in. (0.40 mm)

.49 in .(12.4 mm)

2.8323-2.8335 in. (71.940-71.970 mm) 2.8307 in. (71.900 mm)
2.8421-2.8433 in. (72.190-72.220 mm) 2.8406 in. (72.150 mm)
2.8520-2.8531 in. (72.440-72.470 mm) 2.8504 in. (72.400 mm)
.0018-.0030 in. (0.045-0.075 mm)

TK 3.95 Diesel Engine Specifications (Rev 1/97)

Piston, Piston Rings, and Wrist Pin (continued)

Piston Ring Groove Width
Top Ring Groove
.0610-.0618 in .(1.550-1.570 mm)
Middle Ring Groove
.0622-.0628 in. (1.580-1.595 mm)
Bottom Ring Groove
.1185-.1191 in. (3.010-3.025 mm)
Piston Ring Width
Top Ring
.0579-.0587 in. (1.470-1.490 mm)
Middle Ring
.0579-.0587 in. (1.470-1.490 mm)
Bottom Ring
.1196-.1177 in. (2.970-2.990 mm)
Piston Ring to Ring Groove Clearance
Middle
.0035-.0049 in. (0.090-0.125 mm)
Bottom
.0008-.0018 in. (0.020-0.045 mm)
Piston Ring End Gap
Top Ring
.004-.010 in. (0.10-0.25 mm)
Middle Ring
.010-.016 in. (.025-.040 mm)
Bottom Ring
.008-.018 in. (0.20-0.45 mm)
Wrist Pin Bore Inside Diameter
.8268-.8271 in .(21.000-21.009 mm)
Wrist Pin Outside Diameter
.8264-.8268 in .(20.991-21.000 mm)
Wrist Pin to Wrist Pin Bore Clearance 0-.0007 in. (0-.017 mm)
Connecting Rod
Wrist Pin Bushing Inside Diameter
Wrist Pin to Wrist Pin Bushing
Clearance
Side Clearance (Crank to Rod)
Twist per 4 in. (100 mm)
Parallelism per 4 in. (100 mm)

.0079 in. (0.200 mm)

.0079 in. (0.200 mm)
.059 in. (1.50 mm)
.059 in. (1.50 mm)
.059 in. (1.50 mm)
.8276 in. (21.020 mm)
.8228 in. (20.900 mm)
.0047 in. (0.120 mm)

.8278-.8283 in .(21.025-21.038 mm)

.8307 in. (21.100 mm)

.0010-.0019 in .(0.025-0.047 mm)

.008-.016 in .(0.20-0.40 mm)
.001 in. (0.03 mm)
.001 in. (0.03 mm)

.0079 in (0.200 mm)

.022 in. (0.55 mm)
.003 in. (0.08 mm)
.003 in. (0.08 mm)

Crankshaft and Crankshaft Bearings

Main Journal Outside Diameter
Standard
1.7311-1.7315 in. (43.970-43.980 mm)
Undersize
1.7213-1.7217 in. (43.720-43.730 mm)
Main Bearing Inside Diameter
Standard
1.7328-1.7334 in. (44.013-44.029 mm)
Undersize
1.7230-1.7236 in. (43.763-43.779 mm)
Main Bearing Clearance
.0013-.0023 in .(0.033-0.059 mm)
Rod Journal Outside Diameter
Standard
1.5736-1.5740 in. (39.970-39.980 mm)
Undersize
1.5638-1.5642 in. (39.720-39.730 mm)

1.7283 in. (43.900 mm)

1.7185 in. (43.650 mm)
1.7343 in. (44.050 mm)
1.7244 in. (43.800 mm)
.0059 in. (0.150 mm)
1.5713 in. (39.910 mm)
1.5614 in. (39.660 mm)

TK 3.95 Diesel Engine Specifications (Rev 1/97)

Crankshaft and Crankshaft Bearings (continued)

Rod Bearing Inside Diameter
Standard
1.5753-1.5759 in. (40.013-40.029 mm)
Undersize
1.5655-1.5661 in. (39.763-39.779 mm)
Rod Bearing Clearance
.0013-.0023 in. (0.033-0.059 mm)
End Play
.0035-.0107 in. (0.090-0.271 mm)
Deflection

1.5772 in. (40.060 mm)

1.5673 in. (39.810 mm)
.0059 in .(0.150 mm)
.0130 in .(0.330 mm)
.0008 in. (0.020 mm)

Cylinder Block
Cylinder Inside Diameter
Standard
1st Oversize
2nd Oversize
Cylinder Roundness
Deck Distortion

2.8346-2.8358 in. (72.000-72.030 mm)

2.8445-2.8457 in. (72.250-72.280 mm)
2.8543-2.8555 in. (72.500-72.530 mm)
0-.0004 in. (0-0.010 mm)

2.8425 in. (72.200 mm)

2.8524 in. (72.450 mm)
2.8622 in. (72,700 mm)
.0012 in. (0.030 mm)
.002 in. (0.05 mm)

0-.002 in. (0-0.05 mm)

.006 in. (0.15 mm)

.0016-.0047 in. (0.040-0.120 mm)

.0043-.0075 in. (0.110-0.190 mm)
.0016-.0047 in. (0.040-0.120 mm)

.0079 in. (0.200 mm)

.0079 in. (0.200 mm)
.0079 in. (0.200 mm)

.0016-.0047 in. (0.040-0.120 mm)

.7874-.7882 in. (20.000-20.021 mm)
.7858-.7866 in. (19.959-19.980 mm)

.0079 in. (0.200 mm)

.7906 in .(20.080 mm)
.7846 in. (19.930 mm)

.0008-.0024 in. (0.020-0.062 mm)

.0059 in. (0.150 mm)

Trocoid
.0039-.0063 in. (0.100-0.160 mm)

.0098 in. (0.250 mm)

.0012-.0035 in. (0.030-0.090 mm)

.0059 in. (0.150 mm)

.0051 in. (0.130 mm)

.0005-.0017 in. (0.013-0.043 mm)

42.7-56.9 psi (294-392 kPa)

.0079 in. (0.200 mm)

TK 3.95 Diesel Engine Specifications (Rev 1/97)

Starter
No Load Test
Voltage
Current
Speed
Commutator Outside Diameter

11 volts
180 amps @ 11 volts
More than 3500 rpm @ 11 volts
1.18 in. (30.0 mm)

1.14 in. (29.0 mm)

Torque Values for TK 2.44 & TK 3.66 Engines

Description
Camshaft Thrust Plate Mtg. Bolt
Connecting Rod Bolt
Crankshaft Pulley Bolt
Cylinder Head Mtg. Bolt
Engine Lift Bracket Mtg. Bolt
Exhaust Manifold Stud
Exhaust Manifold Mtg. Stud
Exhaust Manifold Mtg. Nut
Flywheel Mtg. Bolt
Fuel Injection Nozzle Assy.
Fuel Injection Nozzle Nut
Fuel Injection Pump Mtg. Nut
Fuel Injection Pump Mtg. Stud
Fuel Injection Pump Inspection Plate Nut
Fuel Injection Pump Inspection Plate Stud
Fuel Injection Pump Gear Case Mtg. Bolt
Fuel Injection Pump Air Bleed Screw Assy.
Glow Plug
Idler Gear Shaft Mtg. Bolt
Intake Manifold Mtg. Bolt
Main Bearing Bolt
Oil Intake Pipe Mtg. Bolt
Oil Pan Mtg. Bolt
Oil Pan Cover Mtg. Bolt
Oil Pump Mtg. Bolt
Rear Seal Housing Mtg. Bolt
Rocker Arm Support Mtg. Bolt
Rocker Arm Support Mtg. Nut
Rocker Arm Support Mtg. Stud
Starter Mtg. Bolt
Starter Mounting Flange Mtg. Bolt
Thermostat Housing Mtg. Bolt
Timing Gear Housing Mtg. Bolt
Timing Gear Housing Inspection Cover
Mtg. Bolt
Timing Gear Cover Mtg. Bolt
Timing Gear Cover Inspection Cover Bolt
Valve Cover Mtg. Nut
Water Pump Mtg. Bolt
Water Pump Pulley Mtg. Nut
Water Pump Pulley Mtg. Stud

Dia. x Pitch
(mm)
6x1
7x1
12x1.25
8x1.25
8x1.25
8x1.25
6x1
6x1
10x1.25
20x1.5

ft-lb

8x1.25
8x1.25
6x1
6x1
6x1
12
10x1.25
6x1
6x1
9x1.25
6x1
6x1
6x1
6x1
6x1
8x1.25
8x1.25
8x1.25
12x1.75
10x1.5
6x1
6x1

9.8-11.8
22.6-27.5
83.4-93.2
32.4-36.3
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8
80.4-86.3
49.0-53.0
39.2-44.1
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8
9.8-11.8
24.5-34.3
14.7-19.6
9.8-11.8
9.8-11.8
52.0-55.9
9.8-11.8
9.8-11.8
9.8-11.8
9.8-11.8
9.8-11.8
22.6-28.4
22.6-28.4
22.6-28.4
78.5-98.1
44.1-53.9
9.8-11.8
9.8-11.8

7.2-8.7
16.6-20.3
61.5-68.7
23.9-26.8
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7
59.3-63.7
36.2-39.1
28.9-32.5
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7
7.2-8.7
18.1-25.3
10.8-14.5
7.2-8.7
7.2-8.7
38.3-41.2
7.2-8.7
7.2-8.7
7.2-8.7
7.2-8.7
7.2-8.7
16.6-21.0
16.6-21.0
16.6-21.0
57.9-72.3
32.5-39.8
7.2-8.7
7.2-8.7

1.0-1.2
2.3-2.8
8.5-9.5
3.3-3.7
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2
8.2-8.8
5.0-5.4
4.0-4.5
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2
1.0-1.2
2.5-3.5
1.5-2.0
1.0-1.2
1.0-1.2
5.3-5.7
1.0-1.2
1.0-1.2
1.0-1.2
1.0-1.2
1.0-1.2
2.3-2.9
2.3-2.9
2.3-2.9
8.0-10.0
4.5-5.5
1.0-1.2
1.0-1.2

6x1
6x1
6x1
8x1.25
8x1.25
6x1
6x1

9.8-11.8
9.8-11.8
9.8-11.8
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8

7.2-8.7
7.2-8.7
7.2-8.7
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7

1.0-1.2
1.0-1.2
1.0-1.2
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2

kgm

Torque Values for TK 2.49 & TK 3.74 Engines

Dia. x Pitch
(mm)
6x1
7x1
12x1.25
8x1.25
8x1.25
8x1.25
6x1
6x1
10x1.25
20x1.5

ft-lb

8x1.25
8x1.25
6x1
6x1
6x1
12
10x1.25
6x1
6x1
9x1.25
6x1
6x1
6x1
6x1
6x1
8x1.25
8x1.25
8x1.25
12x1.75
10x1.5
6x1
6x1

9.8-11.8
22.6-27.5
83.4-93.2
37.3-41.2
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8
80.4-86.3
49.0-53.0
49.0-53.0
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8
9.8-11.8
24.5-34.3
14.7-19.6
9.8-11.8
9.8-11.8
52.0-55.9
9.8-11.8
9.8-11.8
9.8-11.8
9.8-11.8
9.8-11.8
22.6-28.4
22.6-28.4
22.6-28.4
78.5-98.1
44.1-53.9
9.8-11.8
9.8-11.8

7.2-8.7
16.6-20.3
61.5-68.7
27.5-30.4
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7
59.3-63.7
36.2-39.1
36.2-39.1
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7
7.2-8.7
18.1-25.3
10.8-14.5
7.2-8.7
7.2-8.7
38.3-41.2
7.2-8.7
7.2-8.7
7.2-8.7
7.2-8.7
7.2-8.7
16.6-21.0
16.6-21.0
16.6-21.0
57.9-72.3
32.5-39.8
7.2-8.7
7.2-8.7

1.0-1.2
2.3-2.8
8.5-9.5
3.8-4.2
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2
8.2-8.8
5.0-5.4
5.0-5.4
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2
1.0-1.2
2.5-3.5
1.5-2.0
1.0-1.2
1.0-1.2
5.3-5.7
1.0-1.2
1.0-1.2
1.0-1.2
1.0-1.2
1.0-1.2
2.3-2.9
2.3-2.9
2.3-2.9
8.0-10.0
4.5-5.5
1.0-1.2
1.0-1.2

6x1
6x1
6x1
8x1.25
8x1.25
6x1
6x1

9.8-11.8
9.8-11.8
9.8-11.8
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8

7.2-8.7
7.2-8.7
7.2-8.7
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7

1.0-1.2
1.0-1.2
1.0-1.2
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2

kgm

Torque Values for TK 3.88 Engine

Dia. x Pitch
(mm)
6x1
7x1
12x1.25
9x1.25
8x1.25
8x1.25
6x1
6x1
10x1.25
20x1.5

ft-lb

8x1.25
8x1.25
6x1
6x1
6x1
12
10x1.25
6x1
6x1
10x1.25
6x1
6x1
6x1
6x1
6x1
8x1.25
8x1.25
8x1.25
12x1.75
10x1.5
8x1.25
6x1

9.8-11.8
22.6-27.5
83.4-93.2
58.8-63.7
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8
80.4-86.3
49.0-53.0
39.2-44.1
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8
9.8-11.8
24.5-34.3
14.7-19.6
9.8-11.8
9.8-11.8
73.5-83.4
9.8-11.8
9.8-11.8
9.8-11.8
9.8-11.8
9.8-11.8
22.6-28.4
22.6-28.4
22.6-28.4
78.5-98.1
44.1-53.9
22.6-28.4
9.8-11.8

7.2-8.7
16.6-20.3
61.5-68.7
43.4-47.0
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7
59.3-63.7
36.2-39.1
28.9-32.5
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7
7.2-8.7
18.1-25.3
10.8-14.5
7.2-8.7
7.2-8.7
54.2-61.5
7.2-8.7
7.2-8.7
7.2-8.7
7.2-8.7
7.2-8.7
16.6-21.0
16.6-21.0
16.6-21.0
57.9-72.3
32.5-39.8
16.6-21.0
7.2-8.7

1.0-1.2
2.3-2.8
8.5-9.5
6.0-6.5
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2
8.2-8.8
5.0-5.4
4.0-4.5
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2
1.0-1.2
2.5-3.5
1.5-2.0
1.0-1.2
1.0-1.2
7.5-8.5
1.0-1.2
1.0-1.2
1.0-1.2
1.0-1.2
1.0-1.2
2.3-2.9
2.3-2.9
2.3-2.9
8.0-10.0
4.5-5.5
2.3-2.9
1.0-1.2

6x1
6x1
6x1
8x1.25
8x1.25
6x1
6x1

9.8-11.8
9.8-11.8
9.8-11.8
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8

7.2-8.7
7.2-8.7
7.2-8.7
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7

1.0-1.2
1.0-1.2
1.0-1.2
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2

kgm

Torque Values for TK 3.95 Engine

Dia. x Pitch
(mm)
6x1
7x1
12x1.25
9x1.25
8x1.25
8x1.25
6x1
6x1
10x1.25
20x1.5

ft-lb

8x1.25
8x1.25
6x1
6x1
6x1
12
10x1.25
6x1
6x1
10x1.25
6x1
6x1
6x1
6x1
6x1
8x1.25
8x1.25
8x1.25
12x1.75
10x1.5
8x1.25
6x1

9.8-11.8
22.6-27.5
83.4-93.2
58.8-63.7
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8
78.5-88.3
49.0-53.0
49.0-53.0
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8
9.8-11.8
24.5-34.3
14.7-19.6
9.8-11.8
9.8-11.8
78.5-83.4
9.8-11.8
9.8-11.8
9.8-11.8
9.8-11.8
9.8-11.8
22.6-28.4
22.6-28.4
22.6-28.4
78.5-98.1
44.1-53.9
22.6-28.4
9.8-11.8

7.2-8.7
16.6-20.3
61.5-68.7
43.4-47.0
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7
57.9-65.1
36.2-39.1
36.2-39.1
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7
7.2-8.7
18.1-25.3
10.8-14.5
7.2-8.7
7.2-8.7
57.9-61.5
7.2-8.7
7.2-8.7
7.2-8.7
7.2-8.7
7.2-8.7
16.6-21.0
16.6-21.0
16.6-21.0
57.9-72.3
32.5-39.8
16.6-21.0
7.2-8.7

1.0-1.2
2.3-2.8
8.5-9.5
6.0-6.5
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2
8.0-9.0
5.0-5.4
5.0-5.4
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2
1.0-1.2
2.5-3.5
1.5-2.0
1.0-1.2
1.0-1.2
8.0-8.5
1.0-1.2
1.0-1.2
1.0-1.2
1.0-1.2
1.0-1.2
2.3-2.9
2.3-2.9
2.3-2.9
8.0-10.0
4.5-5.5
2.3-2.9
1.0-1.2

6x1
6x1
6x1
8x1.25
8x1.25
6x1
6x1

9.8-11.8
9.8-11.8
9.8-11.8
22.6-28.4
22.6-28.4
9.8-11.8
9.8-11.8

7.2-8.7
7.2-8.7
7.2-8.7
16.6-21.0
16.6-21.0
7.2-8.7
7.2-8.7

1.0-1.2
1.0-1.2
1.0-1.2
2.3-2.9
2.3-2.9
1.0-1.2
1.0-1.2

kgm

Engine Disassembly 2
Table of Contents . . . . . . . . . . . . . . . . . . . . 27
Engine Disassembly . . . . . . . . . . . . . . . . . . . 29

Engine Disassembly

Before disassembling the engine, drain the engine oil and

coolant, remove the following parts from the engine, and
remove the engine from the unit:

While disassembling the engine, note things such as the

position of dowel pins and O-rings, and the existing timing
marks and bearing cap marks. Identical components in the
valve train and the crankshaft assembly should be kept in
order or marked. This prevents mixing up these components
and allows the components to be placed in their original
positions when the engine is assembled.

Battery Cables
Fuel Lines
Electrical Wiring
Fuel/Throttle Solenoid
Coolant Hoses
Air Cleaner and Intake Hose
Exhaust Pipe and Muffler

Remove the starter.

Valve Cover

Crankcase Breather Hose

Fuel Injection Line

Thermostat Housing

Intake Manifold
Water Pump
Dipstick

Fuel Injection
Pump

Crankshaft
Pulley
Oil Filter

Timing Gear Cover

Oil Pan

aea201

Oil Pan Cover

TK 3.88 Front View

Engine Disassembly (Rev 1/97)

Crankcase Breather Hose

Water Pump

Fuel Injection Line

Valve Cover

Exhaust
Manifold

Starter

Flywheel
aea202

Oil Pan
TK 3.88 Rear View

Engine Disassembly (Rev 1/97)

Remove the exhaust manifold.

Remove the fuel injection lines. Cover all the injection

lines, fuel lines, and fittings with plastic covers or tape.
The smallest amount of dirt can damage the fuel
system.

Remove the crankcase breather hose.

Remove the fuel injection return lines.

Remove the intake manifold.

aea204

Fuel Injection Nozzles

aea203

Intake Manifold
7.

Remove the fuel injection nozzles.

NOTE: Removing the lift bracket from the cylinder
head and the fuel return collars from the fuel injection nozzles makes it easier to remove the injection
nozzles.

Remove the glow plug connector.

Remove the glow plugs.

aea205

Water Pump
10. Remove the water pump.

Engine Disassembly (Rev 1/97)

14. Remove the rocker arm assembly by removing the nuts

and (and bolt on three cylinder engines) that mount the
rocker arm supports. Alternately loosen each nut and
bolt one turn at a time to evenly release the spring pressure on the rocker arm assembly.

11. Remove the oil filter and the oil pressure control valve.
On the TK 3.88 and TK 3.95 the oil pressure control
valve is attached to the oil filter adapter.

aea206

aea209

Oil Filter Adapter

Rocker Arm Assembly

12. Remove the dipstick and the dipstick guide.

15. Remove the valve stem caps and keep them in order.

13. Remove the valve cover by removing the two special

cap nuts. Inspect the O-rings under these cap nuts and
replace the O-rings, if necessary, during assembly.

aea209

Valve Stem Caps

aea343

16. Remove the push rods and keep them in order if they
will be reused.

Valve Cover

Engine Disassembly (Rev 1/97)

20. Remove the starter mounting flange.

17. Break each cylinder head bolt loose 1/4 to 1/2 turn in a
crisscross pattern starting at the ends. Then remove the
cylinder head bolts.

NOTE: The bolts at the bottom of the starter mounting flange, which screw into the oil pan, are longer
than the other bolts that fasten the starter mounting
flange to the engine.

aea210

Cylinder Head Bolts

18. Remove the cylinder head from the cylinder block.
19. Remove the tappets (valve lifters) and keep them in
order so they will be placed in the same position when
assembled.

aea212

NOTE: The tappets can be removed from either the

top or the bottom of the block. If the engine is turned
upside down with the cylinder head off, the lifters may
fall out.

Starter Mounting Flange

21. Remove the rear seal housing.
22. Remove the front crankshaft bolt.
23. Remove the crankshaft pulley by using a suitable
puller.

aea211

Removing Tappet
aea213

Removing Crankshaft Pulley

Engine Disassembly (Rev 1/97)

24. Remove the timing gear cover.

25. Check the timing gear lash. If the gear lash is within
specifications (refer to Specifications), the gears can
probably be reused. If the gear lash is excessive, some
or all of the gears must be replaced to meet the specifications.

aea215

Idler Gear and Timing Marks

27. Remove the idler gear shaft from the cylinder block.
aea214

Check Timing Gear Lash

26. Remove the snap ring from the idler shaft and remove
the thrust washer and the idler gear. Note the timing
marks on the timing gears. The timing marks must be
aligned when the engine is assembled. The A mark on
the crankshaft gear is straight up when the piston in the
cylinder next to the water pump is at top dead center.

aea216

Idler Gear Shaft

Engine Disassembly (Rev 1/97)

31. Make sure the oil has been drained and remove the oil
pan and the oil intake pipe.

28. Remove the mounting bolts from the camshaft thrust

plate by turning the camshaft gear to access the bolts
through the holes in the gear.

NOTE: Some engines have two piece oil pans. The oil
pan cover must be removed to access some of the
mounting bolts that fasten the top half of the oil pan
to the block.

aea217

Camshaft Gear
29. Carefully remove the camshaft to avoid scratching or
marring the camshaft bearings.

aea219

30. Remove the oil pump.

Remove Oil Pan Cover

aea218
aea220

Oil Pan Mounting Bolts

Oil Pump

Engine Disassembly (Rev 1/97)

35. Remove the connecting rod caps.

32. Remove the timing gear housing and injection pump.

aea221

aea223

Timing Gear Housing and Injection Pump

Removing Connecting Rod Caps

33. Remove the ring ridge from the top of each cylinder, if
necessary.

36. Carefully remove the piston and connecting rod assemblies through the top of the cylinders to avoid scratching or marring the cylinder walls.

34. Mark, or note the existing marks on, the connecting rod
caps, connecting rods, pistons, and main bearing caps
so they can be placed in the same position when assembled.

37. Remove the main bearing caps.

NOTE: The rear main bearing cap (flywheel end) has
a thrust bearing on each side. Make sure to remove
these two thrust bearings.

aea222

aea224

Removing Connecting Main Bearing Caps

Identification Marks

Engine Disassembly (Rev 1/97)

NOTE: The upper rear main bearing (flywheel end)

has a thrust bearing on each side. Make sure to
remove these two thrust bearings.

aea225

Rear Main Bearing Cap

38. Carefully remove the crankshaft from the block.

aea226

Upper Rear Main Bearing

Inspection and Reconditioning 3

Table of Contents . . . . . . .
Inspection and Reconditioning
Camshaft . . . . . . . . . .
Connecting Rods . . . . . .
Crankshaft . . . . . . . . .
Cylinder Block . . . . . . .
Cylinder Head . . . . . . .
Cylinder Head Assembly
Disassembly . . . . . . .
Valve Depth . . . . . . .
Valve Guides . . . . . .
Valves . . . . . . . . . .
Valve Seat Replacement
Valve Seats . . . . . . .
Valve Springs . . . . . .
Manifolds . . . . . . . . . .
Oil Pressure Control Valve .
Oil Pump . . . . . . . . . .
Pistons . . . . . . . . . . .
Push Rods . . . . . . . . .
Rocker Arm Assembly . . .
Tappets . . . . . . . . . . .
Timing Gears . . . . . . . .
Water Pump . . . . . . . .
Wrist Pins . . . . . . . . . .

.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.

39
41
50
48
45
41
51
56
52
53
52
53
55
54
55
61
60
59
47
58
57
59
50
61
48

Inspection and Reconditioning

Cylinder Block

NOTE: Refer to the Specifications Section for specific

dimensions that are not given in this section.

This section covers the cleaning, inspection, overhaul, and

assembly of individual engine components. After disassembling the engine, check the components and discard unusable parts such as gaskets, O-rings, burned valves, and
broken rings. Check the items that may need machine shop
work first so this work can be completed by the time the rest
of the engine is ready to assemble.

1
2.
3.
4.
5.
6.

Inspect the cylinder block for cracks, damage, and distortion. Use a straight edge and a feeler gauge to check
the cylinder block deck for distortion. Check all four
sides, both diagonals, and the center lines of the cylinder block deck. If there is more than .002 in. (0.05 mm)
distortion, resurface the cylinder block. Do not remove
more than .002 in. (0.05 mm) from the surface of the
cylinder block.

Head Mating Surface

Cylinder Bore
Pan Mating Surface
Main Bearing Bore Alignment
Cam Bearing Bore Alignment
Lifter Bore

aea227

Block Measurements

Inspection and Reconditioning (Rev 1/97)

aea228

aea230

Checking Block Distortion

Check each cylinder for out of round, taper, pocketing,

or any other damage that would require boring the cylinders. Measure each cylinder both parallel and perpendicular to the crankshaft, at the top, the middle, and the
bottom of the cylinder bore. The cylinder out of roundness should not exceed the wear limit (refer to Specifications), and should not be tapered more than .0030 in.
(0.076 mm). If the cylinders are in good condition,
deglaze the cylinders with a glaze breaker.

Cylinder Measuring Positions

If the cylinders must be bored, determine which oversize pistons should be used. Pistons are available in
.010 and .020 in. (0.25 and 0.50 mm) oversizes.
NOTE: If the .020 in. (0.50 mm) oversize is not large
enough to clean up the cylinders, cylinder sleeves and
standard pistons must be installed. Use the following
procedure to install cylinder sleeves:
a.

Bore and hone the cylinder block to accept the cylinder sleeves. The recommended interference fit
for the cylinder sleeves is .0029-.0041 in. (0.0750.105 mm).
Measure each cylinder sleeve and subtract .0035
in. (0.090 mm). Bore and hone each cylinder to
match this dimension. The roughness average of
the final surface finish should be less than 248
micro inches (6.3 microns).

b.
aea229

Measuring Cylinder Diameter

Press the cylinder sleeves into the cylinder block

using a hydraulic press and a pressing tool.

Inspection and Reconditioning (Rev 1/97)

The bottom end of a cylinder sleeve has a slightly

smaller outside diameter than the rest of the sleeve.

The pressing tool can be fabricated using the

dimensions in the illustrations below.

aea231

TK 2.44, TK 2.49, TK 3.66,

and TK 3.74 Pressing Tool

aea233

Cylinder Sleeve
Spray oil on the outside of the cylinder sleeve or
on the inside of the cylinder bore in the block.
Place the cylinder sleeve in the block and press the
sleeve into place. The pressing load should be
2200-4400 lb. (1000-2000 kg)
The top of the cylinder sleeve must be flush with
the top of the block. The cylinder sleeve cannot
protrude above the top of the block at all.

aea232

TK 3.88 and TK 3.95 Pressing Tool

Planes A and B must be parallel.
Planes A and B must be perpendicular to the center
line of the tool.
Relieve area C slightly as shown to prevent interference with the sleeve.
Bevel all the edges slightly.
c.

Use a hydraulic press to press the cylinder sleeves

into the block.

aea234

Place the pressing tool in the top end of the cylinder sleeve.

Cylinder Sleeve Installation

Inspection and Reconditioning (Rev 1/97)

d.
4.

Bore and hone each cylinder sleeve to obtain the

correct piston clearance.

Measure each piston. Bore and hone each cylinder to

obtain the correct piston to cylinder clearance (refer to
Specifications).

Minor damage to the camshaft bearings can be cleaned

up with a brake cylinder hone. The camshaft bearings
should also be lightly honed after the block has been
boiled out.

CAUTION: The pistons will vary slightly in diameter.

Therefore, each piston must be measured and each
cylinder must be bored and honed to match each piston.

The roughness average of the final surface finish in the

cylinders should be 59 to 118 micro inches (1.5 to 3.0
microns).
5.

Measure the middle and rear camshaft bearings. If the

middle or rear camshaft bearings are larger than the
wear limits (refer to Specifications), or if the surfaces
have been damaged significantly, replace the block.

Measure the front camshaft bearing insert. If the front

camshaft bearing insert is larger than the wear limit
(refer to Specifications) or has a damaged surface,
remove the bearing insert with a bearing driver. If the
block will be boiled out, remove the bearing insert and
all the core plugs.

Install the main bearing caps in their proper positions.

The cast arrows are labeled FW and should point to the
rear (flywheel end) of the engine. The main bearing cap
that is machined for the thrust bearing goes to the rear
end of the engine. The main bearing caps with numbers
stamped on them go to the middle of the engine with
the main bearing cap marked number one closest to the
rear of the engine. The main bearing cap with no number goes to the front end of the engine. Torque the main
bearing cap bolts (refer to Specifications).

NOTE: The middle and rear camshaft bearings do not

have bearing inserts.

aea236
aea297

Measuring Front Camshaft Bearing Insert

Main Bearing Cap Marks

Inspection and Reconditioning (Rev 1/97)

10. Measure each tappet bore in the block. If any of the tappet bores are larger than the wear limit (refer to Specifications) the block must be replaced. Normally very
little, if any, wear occurs in the tappet bores. Small
scratches or nicks should be cleaned up with a brake
cylinder hone. The tappet bores should also be lightly
honed after the block has been boiled out.

Measure the main bearing bores both vertically and

horizontally. If the main bearing bores are more than
.001 in. (0.25 mm) out of round, the block must be
align bored.

aea237

Measuring Main Bearing Bore

Check the main bearing bore alignment with a straight

edge and a .0015 in. (0.381 mm) feeler gauge. Lay the
straight edge in main bearing bores of the block and
place the feeler gauge between the straight edge and
each main bearing bore. There should be some drag on
the feeler gauge at each main bearing bore. If there is
no drag on the feeler gauge at any main bearing bore,
the block must be align bored.

aea239

Measuring Tappet Bore

11. Check or replace all of the core plugs.

Crankshaft

aea238

Check the crankshaft for cracks and check the main

journals, rod journals, and the oil seal surface for excessive wear or damage. Check to see that the oil passages
are not clogged or dirty.

Measure the main journals. If any of the main journals

are smaller than the wear limits (refer to Specifications), or tapered or out of round more than .0010 in.
(0.025 mm), the main journals must be ground undersize.
Only the .010 in. (0.25 mm) undersize main bearings
are available. Refer to Specifications for the suggested
outside diameter of undersized main journals.

Checking Main Bearing Bore Alignment

Inspection and Reconditioning (Rev 1/97)

Only the .010 in. (0.25 mm) undersize rod bearings are
available. Refer to Specifications for the suggested outside diameter of undersized rod journals.
NOTE: The most accurate method of determining the
outside diameter of the undersized rod journals is to
install the rod caps with the undersized bearing
inserts in place. Properly torque the rod caps to the
rods and measure the inside diameter of the rod bearings. Subtracting the suggested oil clearance (refer to
Specifications) from the inside diameter of the rod
bearings results in the correct outside diameter for the
undersized rod journals.

aea240

Measuring Main Journal

NOTE: The most accurate method of determining the
outside diameter of the undersized main journals is to
install the main bearing caps with the undersized
bearing inserts in place. Properly torque the main
bearing caps to the block and measure the inside
diameter of the main bearings. Subtracting the suggested oil clearance (refer to Specifications) from the
inside diameter of the main bearings results in the
correct outside diameter for the undersized main journals.
3.

Measure the crankshaft deflection by placing the front

and rear main journals in a set of V blocks, or place
the crankshaft in the block resting on only the old front
and rear upper main bearing inserts. Set a dial indicator
on a middle main journal and rotate the crankshaft one
full turn. The crankshaft deflection equals one half of
the largest difference in readings on the dial indicator.
If the crankshaft deflection is greater than .0008 in.
(0.020 mm) the crankshaft must be replaced.

Measure the rod journals. If any of the rod journals are

smaller than the wear limits, (refer to Specifications) or
tapered or out of round more than .0010 in. (0.025
mm), the rod journals must be ground undersize.

aea242

Measuring Crankshaft Deflection

aea241

Measuring Rod Journal

Inspection and Reconditioning (Rev 1/97)

aea243

Measure the outside diameter of each piston. This measurement should be taken perpendicular to the wrist pin
at a specific distance, called A, above the bottom of
the piston skirt. Refer to Specifications for the suggested values for distance A. If the piston is smaller
than the wear limit (refer to Specifications), replace the
piston.

Crankshaft Deflection
5.

Inspect the crankshaft timing gear for chipped or worn

teeth and for any cracks on or between the teeth. To
remove the gear use a standard gear puller. Install the
gear by pressing it onto the crankshaft. Apply a sealant
to the inside of the gear and to the outside of the crankshaft when installing the gear to prevent oil leaks.
aea244

Pistons
1.

Remove and discard the old piston rings.

Remove the wrist pin circlips and push the wrist pin out
of the piston. If it is difficult to push the wrist pin out of
the piston, heat the piston in hot water that is at 120 to
140 F (49 to 60 C).

Distance A

NOTE: Do not clamp a connecting rod in a vise with

steel jaws. Instead, use a vise that has soft jaws, or use
soft jaw covers. Clamping a connecting rod in the
steel jaws of a vise will put small nicks in the connecting rod. These nicks raise the stress on the connecting
rod and can cause the connecting rod to break while
the engine is running.
3.

aea245

Measuring Piston
5.

Remove the carbon from the top of the piston but do

not scratch the piston. Clean the piston and inspect it
for damage. Replace the piston if it has any cracks, or if
the top of the piston is significantly burned or damaged.

Clean the ring groves with a ring groove cleaner. Be

careful to avoid scraping any metal off the piston. If a
ring groove cleaner is not available, break a used ring
and sharpen the end. This can be used to clean the ring
grooves.

Inspection and Reconditioning (Rev 1/97)

the wrist pin through the connecting rod bushing, but

the wrist pin should rotate freely.

Use a new set of piston rings and a feeler gauge to

check the clearance between the rings and the ring
grooves. If the clearance between a new ring and its
respective ring groove is greater than the wear limit
(refer to Specifications), the piston must be replaced.

aea247

Measuring Wrist Pin

Connecting Rods

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The procedures used to recondition a connecting rod, which

include honing the connecting rod bearing bore, straightening the connecting rod, and replacing the connecting rod
bushing, require various pieces of expensive equipment. If
this equipment is not available, most machine shops can
recondition serviceable connecting rods to meet standard
specifications.

Checking Ring Clearance

Measure the inside diameter of the wrist pin bore. If the

inside diameter of the wrist pin bore is larger than the
wear limit (refer to Specifications), replace the piston.

Wrist Pins

The wrist pin and the connecting rod bushing carry a large
load concentrated in a small area. Therefore a precise fit is
critical. If possible, a qualified machine shop should fit new
wrist pins to new connecting rod bushings when an engine
is overhauled.
1.

Measure the outside diameter of the wrist pins with a

micrometer. If a wrist pin is smaller than the wear limit
(refer to Specifications), replace the wrist pin.

If a micrometer with this degree of accuracy is not

available, the fit between the wrist pin and the connecting rod bushing can be checked by oiling the wrist pin
and inserting it into the connecting rod bushing. The fit
should be snug and it should take a slight push to move

If possible, bead blast the connecting rods with glass

beads. Bead blasting does an exceptional job of cleaning the rods, and it also relieves stress by removing
minor surface damage that tends to increase stress.
NOTE: Bead blasting the connecting rods is highly
recommended. Most machine shops offer this service
and the price is usually quite reasonable.

Check each connecting rod bearing by installing the

connecting rod cap with the bearing inserts in place and
properly torquing the rod cap bolts (refer to Specifications).

Inspection and Reconditioning (Rev 1/97)

Measure the inside diameter of the connecting rod bearings. If any of the connecting rod bearings are larger
than the wear limits (refer to Specifications) or show
significant damage, replace the entire set of connecting
rod bearing inserts.

Use a connecting rod alignment fixture to check each

rod for twist and parallelism. The service limit for both
twist and parallelism is .003 in. per 4 in. (0.08 mm per
100 mm). If the twist or parallelism exceeds the wear
limit, straighten or replace the rod.

Check each connecting rod bearing bore by installing

the rod caps with the rod bearing inserts removed and
properly torquing the rod cap bolts (refer to Specifications).

Measure the inside diameter of the connecting rod

bushings. If the connecting rod bushings are larger than
the wear limits (refer to Specifications) or show significant damage, replace the connecting rod bushings.

Measure each connecting rod bearing bore both parallel

and perpendicular to the rod. If the rod bearing bore is
more than .001 in. (0.25 mm) out of round the rod must
be reconditioned or replaced.

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Measuring Rod Bushing

To replace a connecting rod bushing, press the old

bushing out of the connecting rod. Press the new bushing into the rod and make sure to align the oil hole in
the bushing with the oil hole in the top of the rod.

Finish the new bushing by reaming or honing it to size.

Each connecting rod bushing must be sized to its individual wrist pin. Measure the outside diameter of the
wrist pin. Adding the suggested oil clearance of .0010.0019 in. (0.025-0.047 mm) to the outside diameter of
the wrist pin results in the correct inside diameter for
the finished connecting rod bushing.

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Measuring Rod Bearing Bore

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Measuring Connecting Rod Twist and Parallelism

Inspection and Reconditioning (Rev 1/97)

Timing Gears
1.

Inspect the timing gears for chipped or excessively

worn teeth, and for any cracks on or between the teeth.
The gear lash should have been checked during the disassembly of the engine. If not, check the gear lash during the assembly of the engine.
NOTE: The camshaft, crankshaft, and injection
pump gears use a press fit. To remove these gears use
a standard gear puller or a hydraulic press. Install
these gears with a hydraulic press.

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Measure the inside diameter of the idler gear bushing.

The standard dimensions are .7874-.7882 in. (20.00020.021 mm). The wear limit is .7906 in. (20.080 mm).
If the idler gear bushing is larger than the wear limit or
is significantly damaged, replace the idler gear bushing.
To replace the bushing, press the old bushing out of the
idler gear and press the new bushing into the idler gear.

Measuring Idler Gear Shaft

Camshaft
1.

Check the camshaft journals, the cam lobes, the thrust

plate, and the camshaft gear for wear or damage.

Measure the camshaft journals. If any of the camshaft

journals are smaller than the wear limit (refer to Specifications) or significantly damaged, replace the camshaft.

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Measuring Idler Gear Bushing

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Measure the outside diameter of the idler gear shaft.

The standard dimensions are .7858-.7866 in. (19.95919.980 mm). The wear limit is .7846 in. (19.930 mm).
If the idler gear shaft is smaller than the wear limit or is
significantly damaged, replace the idler gear shaft.

Measuring Camshaft Journals

Measure the cam lobes. If any of the cam lobes are

smaller than the wear limit (refer to Specifications) or
significantly damaged, replace the camshaft.

Inspection and Reconditioning (Rev 1/97)

clearance again. If the clearance still exceeds the wear

limit after replacing the thrust plate, replace the camshaft gear also. To remove the camshaft gear use a standard gear puller or a hydraulic press. Install the
camshaft gear with a hydraulic press.

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Measuring Cam Lobes

Measure the camshaft deflection by placing the front

and rear camshaft journals in a set of V blocks. Set a
dial indicator on a middle camshaft journal and rotate
the camshaft one full turn. The camshaft deflection
equals one half of the largest difference in readings on
the dial indicator. If the camshaft deflection is greater
than the wear limit (refer to Specifications), the camshaft must be replaced.

Checking Thrust Plate Clearance

Cylinder Head
1.

Clean all the carbon and any other deposits from the
cylinder head with a gasket scraper or a wire brush.
Visually inspect the cylinder head for cracks and the
sealing surfaces for damage.

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Measuring Camshaft Deflection

Check the thrust plate clearance (end play) by placing a

feeler gauge between the thrust plate and the camshaft
gear. If the clearance exceeds the wear limit (refer to
Specifications), replace the thrust plate and check the

Checking Cylinder Head Distortion

Use a straight edge and a feeler gauge to check the cylinder head deck for distortion. Check all four sides,
both diagonals, and the center lines of the cylinder head

Inspection and Reconditioning (Rev 1/97)

deck. The standard distortion is .002 in. (0.05 mm). The

wear limit is .006 in. (0.15 mm). Resurface or replace
the head if the distortion exceeds the wear limit.

top of the valve spring seat) is correct. Refer to Specifications for the recommended valve guide projections.

Disassembly
1.

Use a valve spring compressor to remove the valve

keepers.

Remove the valve spring retainers, the valve springs,

and the valves. Mark each valve or keep them in order
so they can be returned to their original positions when
assembled.

Remove the valve stem seals and boil out the head if
possible.

Valve Guides
1.
2.

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Remove the carbon from the valve guides with a valve

guide carbon beater.

Removing or Installing Valve Guides

Measure the inside diameter of the valve guides with a

small hole gauge or a graduated set of tapered pilots. If
the valve guides are larger than the wear limits (refer to
Specifications), replace the valve guides.
NOTE: If the engine has been in use for some time
and has accumulated many hours of running time, it
is advisable to replace the valve guides because they
usually show significant wear after numerous hours
of service. Because the valve seat grinding procedure
is centered by a pilot placed in the valve guide, new
straight valve guides allow the valve seats to be
ground accurately.

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Valve Guide Projection

Remove the valve guides by using a valve guide tool

and a press or a hammer to drive the valve guides out
through the bottom of the cylinder head.

Install the new valve guides using the valve guide tool
and a press or a hammer. Drive the valve guide into the
top of the cylinder head until the valve guide projection
(the distance between the top of the valve guide and the

After installation, ream the new valve guides. Use a

ream that matches the smallest standard dimension for
the inside diameter of the valve guides (refer to Specifications).

Inspection and Reconditioning (Rev 1/97)

Valve Depth

grinding the valve or valve seat, the valve, the valve seat or
both may need replacement. If the valve depth is over the
wear limit after grinding the valve or the valve seat, the
valve, the valve seat or both must be replaced.

The valve depth is the distance between the cylinder head

deck and the valve.

To check the valve depth, install the valves in their respective valve seats and measure the valve depth of each with a
depth gauge or a caliper. The wear limit for both the intake
and exhaust valves in all of these engines is .039 in. (1.00
mm).
Valves
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Clean and inspect the valves. Replace valves that are

cracked, bent, or have valve faces that are significantly
damaged.

Measure the outside diameter of the valve stems. If the

valve stem is smaller than the wear limit (refer to Specifications), replace the valve.

Valve Depth

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Measuring Valve Depth

The valve depth is a critical dimension for most diesel
engines. Grinding the valve or the valve seat increases the
valve depth. As the valve depth increases, the volume of the
combustion chamber also increases and the compression
ratio decreases. Decreasing the compression ratio can cause
hard starting or poor performance. Therefore it is very
important to check the valve depth of each valve before and
after grinding the valve, and before and after grinding the
valve seat. If the valve depth is near the wear limit before

Measuring Valve Stem

The valves can be ground to clean up any wear or

minor damage on the valve faces. Grind the valves until
all signs of wear or damage are removed. Grind the
valve faces to the following angles:
Intake

30 degrees

Exhaust

45 degrees

Inspection and Reconditioning (Rev 1/97)

After grinding the valves, check the valve margin.

Replace any valve with a valve margin that is less than
.039 in. (1.00 mm).
NOTE: Valves with a valve margin that is not even
after being ground are slightly bent. These valves
should be replaced if the valve margin is less than
.039 in. (1.00 mm) at the narrowest point.

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Intake Valve Seat Angles

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Valve Margin
5.

After grinding the valves, install the valves in their

respective valve seats and check the valve depth of
each. Replace any valve that has a valve depth over the
wear limit.

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Exhaust Valve Seat Angles

Valve Seats
1.

Inspect the valve seats for any major damage that

would require valve seat replacement.

Grind each valve seat to remove any sign of wear or

minor damage. Valve seats that show no wear or damage should also be ground lightly to clean up any slight
imperfections. Grind the valve seats to the following
angles:
Intake

30 degrees

Exhaust

45 degrees

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Measuring Valve Seat Width

Inspection and Reconditioning (Rev 1/97)

Valve Springs

After grinding the valve seats, install the valves in their

respective valve seats and check the valve depth of
each. Replace any valve that has been ground and now
has a valve depth over the wear limit. Replace any
valve seat that has a new valve installed and still has a
valve depth over the wear limit.

Check the width of the valve seats with a caliper.

Use Prussian Blue or a similar dye to check the alignment of the each valve seat and valve face. The valve
seat should contact the middle of the valve face.

Use 15 and 70 degree grinding stones to size and align

the valve seats to meet the width specifications (refer to
Specifications), and alignment recommendation above.

Clean and inspect the valve springs. Replace valve

springs that are cracked, or significantly scratched or
damaged.

Measure the free length of the valve springs with a caliper. Replace any valve springs that are shorter than the
wear limits (refer to Specifications).

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Valve Seat Replacement

Use a standard valve seat removal tool to remove a

valve seat from the cylinder head.
Measuring Valve Spring Free Length

NOTE: If a valve seat removal tool is not available,

use a welding torch to heat the valve seat insert red
hot at two spots directly across from each other.

Allow the valve seat insert to cool and contract for 3 to

5 minutes.

Check the inclination of the valve springs with a

square. Replace any valve springs with inclinations
larger than the maximum limits (refer to Specifications).

Pry the valve seat insert out of the cylinder head with
a small pry bar.
2.

Clean any carbon or other foreign material out of the

valve seat insert bore in the cylinder head.

Measure the outside diameter of the new valve seat

insert and the inside diameter of the valve seat insert
bore. The valve seat insert should be .002 to .004 in.
(0.05 to 0.10 mm) larger than the valve seat insert bore
for a proper interference fit.

Chill the valve seat insert and install it with a valve seat
installation tool.

Grind the new valve seats after installation.

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Checking Valve Spring Inclination

Inspection and Reconditioning (Rev 1/97)

Lightly oil the valve stem seals and place them on the
valve guides.
NOTE: New valve stem seals should always be used
when assembling the cylinder head.

Oil the valve stem and place the valves in their respective valve seats. Oiling the valve stems prevents them
from seizing to the new valve stem seals.

Install the valve springs. The end of a valve spring that

has less pitch (this end is wound tighter and may have
some paint on it) should be placed on the cylinder head.

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Valve Spring Measurements

Inspect the valve stem caps, the valve spring retainers,

and the valve keepers. Replace any of these components that show significant wear or damage.

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Cylinder Head Assembly

Assemble the cylinder head after all the components have
been reconditioned or replaced. Thoroughly clean the cylinder head and all the components before assembly.

Valve Spring
4.

Place the valve spring retainers in the valve springs and

compress the valve springs with a valve spring compressor.

Install the valve keepers and remove the valve spring

compressor.

After installing the valves, place the cylinder head on

the intake side and fill the exhaust ports with diesel
fuel. Check to see if any diesel fuel is leaking past the
exhaust valves. Turn the cylinder head over and check
the intake valves in the same way. Minor seeping is
acceptable, but any valves that leak significantly must
be removed and lapped.

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Installing Valve Stem Seals

To lap a valve place a small amount of medium grit

valve lapping compound on the valve face.

Inspection and Reconditioning (Rev 1/97)

Place the valve in the valve seat and use a valve

lapping tool to spin the valve against the valve seat
for a short time.

Recheck the valves for leaks after they have been

lapped.

Rocker Arm Assembly

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NOTE: The intake and exhaust rocker arms are different.

Note the differences, mark them, or keep them in order
during disassembly to make sure they are reassembled in
the correct order.

Lapping Valves
c.

Remove the valve and wipe the lapping compound

off the valve seat and the valve face. The valve seat
should appear smooth and be an even gray color.
The valve face should show a smooth, even gray
ring where it contacts the valve seat. Repeat the
lapping procedure if either the valve seat or the
valve face does not appear smooth and even.

Lift the valve off the valve seat, rotate the valve
about a quarter of a turn, and drop the valve back
onto the valve seat. Spin the valve against the
valve seat again for a short time. Repeat this several times.

Remove the circlips from both ends of the rocker arm

shaft.

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Three Cylinder Rocker Arm Assembly

Inspection and Reconditioning (Rev 1/97)

Remove the rocker arms, the rocker arm supports, and

the springs from the rocker arm shaft. Keep these parts
in order, to make sure they will be assembled correctly.

Clean and inspect all the components of the rocker arm

assembly. Replace any parts that show significant wear
or damage.

Measure the outside diameter of the rocker arm shaft at

the pivot point of each rocker arm. Replace the rocker
arm shaft if it is smaller than the wear limit (refer to
Specifications) at any of the rocker arm pivot points.

Measure the inside diameter of each rocker arm bushing. If a rocker arm bushing is larger than the wear limit
(refer to Specifications) or shows significant damage,
replace the bushing or the rocker arm.

Replace the rocker arm bushing by pressing the old

bushing out of the rocker arm and pressing the new
bushing into the rocker arm. Use a hone or a ream to
size the bushing to the standard dimension (refer to
Specifications).

Loosen the lock nut and remove the valve adjustment

screw from each rocker arm. Inspect each valve adjustment screw and replace any that show significant wear
or damage. Place the valve adjustment screws back in
the rocker arms but do not tighten the lock nuts.

Reassemble the rocker arm assembly and make sure the

parts are in the correct order.

Push Rods
1.

Clean and inspect the push rods. Replace any Push

Rods that show significant wear or damage.

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Measuring Rocker Arm Shaft

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Checking Bend in Push Rods

Measuring Rocker Arm Bushing

Inspection and Reconditioning (Rev 1/97)

Place each push rod on a completely flat surface and

use a feeler gauge to check the how much the push rod
is bent. Replace any push rod that is bent more than
.003 in. (0.075 mm).

Measure the length of each push rod. Replace any Push

Rods that are shorter than the minimum standard
dimension (refer to Specifications).

Oil Pump
1.

Tappets
1.

Measure the outside diameter of each tappet. Replace

any tappets that are smaller than the wear limit (refer to
Specifications).

Remove the rotor plate and inspect the oil pump. If the
rotor plate, the inner rotor, the outer rotor, or the oil
pump body show significant wear, scratches, or damage, replace the oil pump.

Clean and inspect the tappets. Normally the tappets

rotate while the engine is running. This causes normal
wear to appear as concentric rings on the surface of the
tappet that contacts the cam lobe. A tappet that does not
rotate shows an abnormal wear pattern straight across
its contact surface. Replace any tappet that shows an
abnormal wear pattern, significant wear, or significant
damage.

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Oil Pump Assembly

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Use a feeler gauge to check the clearance between the

oil pump body and the outer rotor. The standard dimension is .0039 to .0063 in. (0.100 to 0.160 mm). The
wear limit is .0098 in. (0.250 mm). If the clearance
between the oil pump body and the outer rotor is larger
than the wear limit, replace the oil pump.

Use a feeler gauge to check the clearance between the

inner rotor and the outer rotor. Place the feeler gauge
between the tip of a vane on the inner rotor and the high
point of a lobe on the outer rotor. If the clearance
between the inner rotor and the outer rotor is more than
.0059 in. (0.150 mm), replace the oil pump.

Tappet Wear

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Measuring Tappet

Inspection and Reconditioning (Rev 1/97)

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Checking Clearance Between

Oil Pump Body and Outer Rotor

Checking Clearance Between

Rotor Plate and Rotors

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Checking Clearance Between

Inner Rotor and Outer Rotor
4.

Measure the outside diameter of the rotor shaft and the

inside diameter of the rotor shaft bore in the rotor plate.
Subtract the diameter of rotor shaft from the diameter
of the rotor shaft bore to obtain the rotor shaft clearance. Refer to Specifications for the standard dimension. The wear limit is .0079 in. (0.200 mm). If the
rotor shaft clearance exceeds the wear limit, replace the
oil pump.

Hold the oil pump body in one hand and the oil pump
gear in the other hand. Move the rotor shaft around to
check the fit between the rotor shaft and the oil pump
body. If it is loose or wobbly, replace the oil pump.

Oil Pressure Control Valve

Check the clearance between the rotor plate and both

rotors. Place a straight edge across the oil pump body
and insert a feeler gauge between the straight edge and
the rotors. The standard dimension is .0012 to .0035 in.
(0.030 to 0.090 mm). The wear limit is .0051 in. (0.130
mm). If the clearance between the rotor plate and either
rotor exceeds the wear limit, replace the oil pump.

The oil pressure control valve is adjusted and assembled at

the factory. Do not disassemble the control valve unless
there is reason to believe it is defective. To disassemble the
valve, remove the spring retainer from the valve body and
remove the spring and the piston.
Replace the oil pressure control valve if any of the components show significant wear or damage, or if the piston does
not move freely in the valve body.

Inspection and Reconditioning (Rev 1/97)

Check the water pump bearing. If the water pump shaft

does not rotate smoothly, or if it is loose or wobbly,
replace the water pump.

Manifolds
1.

Inspect the manifolds for cracks, damage, or a build up

of carbon.

Use a straight edge and a feeler gauge to check the

manifolds for distortion. Resurface or replace the manifold if it is distorted more than .006 in. (0.15 mm).

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TK 3.88 Oil Pressure Control Valve

The oil pressure can be adjusted by adding or removing
shims located between the spring and the spring retainer.
The standard oil pressure is 43-57 psi (294-392 kPa).

Water Pump
1.

Check the weep hole on the bottom of the water pump

for any signs of leaking coolant. If coolant is leaking
out of the weep hole, the mechanical seal is leaking and
the water pump must be replaced.

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Checking Manifold Distortion

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Water Pump and Thermostat Assembly

Engine Assembly
Table of Contents . . . .
Engine Assembly. . . . .
Assembly Precautions
Assembly Procedure .

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.
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4
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63
65
65
65

Engine Assembly

Assembly Precautions
NOTE: Refer to the Specifications section for specifications not given in this section.
After the components of the engine have been repaired,
reconditioned, or replaced, the engine can bee assembled. It
is very important to keep the engine as clean as possible
while it is being assembled, because dirt is one of the major
factors that contributes to the failure of rebuilt engines. To
avoid problems, take these precautions:
1.

Do not assemble the engine in an area where any type

of grinding is done.

Keep your workbench, tools, and hands clean.

Keep sub-assemblies covered until they are needed.

If the engine must be left, even for a short period of

time, cover the engine until you return.

Make sure to follow the sequence of assembly exactly.

If certain parts are not installed in the correct order, the
engine may require some disassembly to install these
parts properly.

Check all the assembly tolerances such as bearing

clearance, end play, and gear lash carefully. Neglecting
these tolerances can cause serious reliability problems
in a rebuilt engine.

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Install Camshaft Bearing

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Assembly Procedure
1.

Install the front camshaft bearing insert using a bearing

driver. Make sure the oil holes in the bearing insert line
up with the oil holes in the front camshaft bearing bore.

Install or check all of the oil gallery and core plugs.

Place the new upper main bearing inserts in the cylinder block. The upper main bearing inserts are identical
and have oil holes and oil groves in them. Make sure
the holes in the bearing inserts line up with the holes in
the main bearing bores.

Install Upper Main Bearings

Place the upper thrust bearings in position on each side

of the upper rear main bearing. The grooves on the
thrust bearings should face away from the upper rear
main bearing.

Engine Assembly (Rev 1/97)

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Install Lower Main Bearings

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Install Upper Thrust Bearings

Carefully lay the crankshaft in the upper main bearing

inserts.

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Install Lower Thrust Bearings

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Install Crankshaft
6.

Place the new lower main bearing inserts in the main

bearing caps. The lower main bearing inserts are plain
and identical.

Place the lower thrust bearings in position on each side

of the rear main bearing cap. The lower thrust bearings
each have a tab on the bottom. The grooves on the
thrust bearings should face away from the rear main
bearing cap.

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Main Bearing Cap Placement

Engine Assembly (Rev 1/97)

Place a piece of plastigauge on each main bearing journal and install the main bearing caps in their proper
positions. The cast arrows on the main bearing caps are
labeled FW and should point to the rear (flywheel end)
of the engine. The main bearing cap with the thrust
bearings goes to the rear end of the engine. The main
bearing caps with numbers stamped on them go to the
middle of the engine with the main bearing cap marked
number one closest to the rear main bearing. The main
bearing cap with no number goes to the front end of the
engine.

Install and properly torque the main bearing cap bolts

(refer to Specifications).

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Check Plastigauge
12. Use a dial indicator to check the crankshaft end play.
The wear limit is .0130 in. (0.330 mm). If the end play
is larger than the wear limit, the thrust bearings must be
replaced.

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Torque Main Bearing Cap Bolts

10. Remove the main bearing caps and check the plastigauge to determine the clearance of each main bearing.
Refer to Specifications for the recommended main
bearing clearance.

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Check End Play

13. Install each piston on its respective connecting rod by
heating the piston in hot water and then pressing the
wrist pin into the piston and through the rod bushing.
Install the circlips. The swirl chamber on the top of the
piston must point toward the identification marks on
the connecting rod.

11. Lubricate the main bearings, the main journals, and the
thrust bearings with engine assembly compound or
engine oil. Replace and torque the main bearing caps.

Engine Assembly (Rev 1/97)

15. Before installing the piston rings, check the end gap of
each ring. Place a ring in its respective cylinder. Level
the ring in the cylinder with a piston and check the end
gap with a feeler gauge. If the end gap is not correct
(refer to Specifications), check to make sure that the
cylinder bore is the correct size and that the ring is the
correct size.

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Assemble Piston and Rod

14. Each piston has three piston rings.
a.

The top ring is a barrel faced compression ring.

The middle ring is compression ring with a tapered

face.

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Check End Gap

The bottom ring is an oil ring with a separate internal expander.

16. Place the piston rings on their respective pistons in the

proper order. Use a ring spreader to install the rings, but
do not spread the rings more than necessary. The manufacturers mark near the end gap of each ring should
always face the top of the piston.

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Ring Placement

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Oil Ring Installation

Engine Assembly (Rev 1/97)

17. Place the oil ring expander in the bottom ring groove.
18. Place the oil ring in the bottom ring groove over the
expander with the end gap of the oil ring positioned 180
degrees from the joint in the expander.
19. Place the compression ring with the tapered face in the
middle ring groove.
20. Place the barrel faced compression ring in the top ring
groove.
21. Place the connecting rod bearing inserts in the connecting rods and the rod caps.
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22. Stagger the end gaps of the piston rings on each piston
so the end gaps are at 120 degree intervals and no end
gaps line up with the wrist pin.

Install Piston
25. Place a piece of plastigauge on each rod journal. Install
each rod cap correctly by matching the identification
marks with those on the connecting rod.
26. Install and properly torque the rod cap bolts (refer to
Specifications).

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Ring Alignment
23. Oil each cylinder, piston, piston ring, wrist pin, and rod
bushing, with engine oil.
24. Use a ring compressor to install each piston assembly.
The swirl chamber on top of the piston and the identification marks on the connecting rod should face toward
the intake side of the engine, away from the camshaft.

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Torque Rod Cap Bolts

27. Remove the rod cap and check the plastigauge to determine the clearance of each connecting rod bearing.
Refer to Specifications for the recommended rod bearing clearance.

Engine Assembly (Rev 1/97)

28. Lubricate the rod journal and the rod bearings of each
connecting rod with engine assembly compound or
engine oil. Install and torque the rod caps.
29. After installing each piston assembly, turn the crankshaft over several times. Check to see that the bearings
move freely and that the pistons and rings slide through
the cylinders easily and do not scratch the cylinder
walls.
30. Use a feeler gauge to check the side clearance between
the crankshaft and each connecting rod. The standard
dimension is .008 to .016 in. (0.20 to 0.40 mm).

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31. Place new O-rings on the front of the engine block and
make sure the dowel pins are in place.

Install Timing Gear Housing

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Front of Engine Block

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32. Place a thin layer of silicone sealant on the back sealing

surface of the timing gear housing.

Install Oil Pump

33. Install the timing gear housing. Make sure to align the
dowel pins and tighten the mounting bolts.

35. Lubricate the camshaft bearings, journals, and lobes

with engine assembly compound or engine oil.

34. Install the oil pump with a new gasket and tighten the
mounting bolts.

36. Carefully install the camshaft to avoid damaging the

camshaft bearings.

Engine Assembly (Rev 1/97)

40. Place the thrust washer and the snap ring on the idler
gear shaft. The sharp edge of the thrust washer and the
snap ring should face away from the idler gear.

37. Install and tighten the camshaft thrust plate mounting

bolts.

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Install Camshaft
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38. Install the idler shaft and tighten the mounting bolts.

Install Idler Gear

41. Use a dial indicator to check the gear lash between the
timing gears, if it has not been checked already.
42. Lubricate the tappets with engine assembly compound
or engine oil. Insert each tappet into its respective tappet bore.

aea307

Install Idler Shaft

39. Install the idler gear and align the timing marks. The
idler gear tooth marked with an A should line up with
the A between the teeth on the crankshaft gear. The
idler gear tooth marked with a B should line up with the
B between the teeth on the camshaft gear. The injection
pump gear tooth marked with a C should line up with
the C between the teeth on the idler gear.

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Install Tappets

Engine Assembly (Rev 1/97)

43. Make sure the dowel pins are in place in the top of the
block.

aea312

Two Cylinder Head Bolt Torque Sequence

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Check Dowel Pins

44. Place a new head gasket on the block. Align the head
gasket with the dowel pins and make sure the engine
model inscription is facing up.

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Three Cylinder Head Bolt Torque Sequence

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Install Head Gasket

45. Place the cylinder head on top of the block and the head
gasket. Make sure to align the head with the dowel
pins.
46. Install the cylinder head bolts. Torque the cylinder head
bolts in two or three equal increments using the
sequence shown in the illustrations. Refer to Specifications for the recommended torque.

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Torque Cylinder Head Bolt Sequence

Engine Assembly (Rev 1/97)

51. Torque the rocker arm mounting nuts (and bolt). Refer
to Specifications for the recommended torque.

47. Install the push rods in their respective openings. Make

sure the push rods are seated properly in the tappets.
Lubricate the socket in the top end of each push rod
with engine oil.

52. Adjust both the intake and the exhaust valves. Refer to
the valve adjustment procedure at the end of the Run In
Procedure section.

48. Place the valve stem caps on the valve stems.

aea315

Install Valve Stem Caps

49. Place the rocker arm assembly in position on the
mounting studs. Make sure all of the valve adjustment
screws are loose and have been backed out a few turns.

aea317

Adjust Valves
53. Install the oil pressure control valve and the oil filter.
On the TK 3.88 and the TK 3.95 the oil pressure control
valve is attached to the oil filter adapter.

50. Install the rocker arm mounting nuts (and bolt on the
three cylinder engines). Alternately turn each nut (and
bolt) one turn at a time to evenly apply the valve spring
pressure to the rocker arm assembly. Make sure the
valve adjustment screws all seat properly in the sockets
on the ends of the push rods while the rocker arm
assembly is being tightened.

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aea316

Install Rocker Arm Assembly

Install Oil Pressure Control Valve

Engine Assembly (Rev 1/97)

54. Pressure check the engines lubrication system, if possible. A pressure check can point out problem areas in
the lubrication system, and it eliminates the possibility
that any of the engine components are dry when the
engine is first started.
a.

cates that the oil clearance is too large, the wrong

part has been used, or a component is damaged or
missing.
55. Install the valve cover with a new gasket and put new
O-rings on the special cap nuts.

Fill the tank with engine oil and attach the outlet
line to the engine at the fitting for an oil pressure
gauge or oil pressure switch.

56. Install the oil pan.

One Piece Oil Pan

Cap off any other open oil system fittings such as

the feed line for the bypass filter.

(1) Check to make sure the dowel pin and O-ring

are in place in the bottom of the block.

Pressurize the tank to 60 psi (413 kPa) and open

the outlet line to the engine.

(2) Install the oil intake pipe.

(3) Place a thin layer of sealant on the sealing surface of the oil pan and place the oil pan in
position on the bottom of the block.

The tank will fill the oil filter first and will then
pressurize the whole lubrication system. The oil
pressure control valve may release some oil into
the bottom end.

(4) Install the oil pan mounting bolts. Make sure

the rear end of the block and the oil pan are
flush before tightening the mounting bolts.

Check each main bearing and rod bearing. Oil

should drip from each bearing at a fairly good rate,
but there should be no large streams of oil from
any of the bearings.

Check the idler gear shaft and the front camshaft

bearing. Oil should drip from each at a fairly good
rate, but there should be no large streams of oil
from either.

Check the rocker arm assembly. Oil should drip

from each rocker arm bushing and from the hole in
each rocker arm at a fairly good rate, but there
should be no large streams of oil from any of the
rocker arms or bushings.

Turn the engine over several times and check the

components again.

Lack of oil or a low flow rate at any of these components indicates there is a restriction in an oil gallery or passage leading to the component.
Excessive oil flow at any of the components indi-

Two Piece Oil Pan

(1) Check to make sure the dowel pin and O-ring
are in place in the bottom of the block.

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Check Dowel Pin and O-ring

(2) Place a thin layer of sealant on the top sealing
surface of the oil pan and place the oil pan in
position on the bottom of the block.

Engine Assembly (Rev 1/97)

(4) Install the oil intake pipe.

(3) Install the oil pan mounting bolts. Make sure

the rear end of the block and the oil pan are
flush before tightening the mounting bolts.

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Install Oil Intake Pipe

(5) Place a thin layer of sealant on the sealing surface of the oil pan cover and place the oil pan
cover in position on the oil pan.
(6) Install and tighten the oil pan cover mounting
bolts.
57. Install the dipstick guide and insert the dipstick.
58. Check to make sure the dowel pins are in position in the
rear of the block.

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Install Oil Pan Mounting Bolts

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aea321

Check Dowel Pins

Check Block and Oil Pan

Engine Assembly (Rev 1/97)

59. Replace the rear seal by pressing the old seal out of the
rear seal housing and pressing a new seal in.

64. Place the starter mounting flange in position on the rear

of the block and make sure to align the dowel pins.

60. Coat the lip of the rear seal with engine oil.

65. Install and tighten the mounting bolts for the starter
mounting flange.

61. Place a thin layer of sealant on the sealing surface of

the rear seal housing.

NOTE: The bolts at the bottom of the starter mounting flange, which screw into the oil pan, are longer
than the other bolts that fasten the starter mounting
flange to the engine.

62. Place the rear seal housing in position and make sure to
align the dowel pins.
63. Install and tighten the mounting bolts for the rear seal
housing.

66. Install the flywheel and torque the flywheel mounting

bolts. Refer to Specifications for the recommended
torque.
67. Check to make sure the dowel pins are in position in the
timing gear housing.

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Install Rear Seal Housing

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Check Dowel Pins

68. Replace the front seal by pressing the old seal out of the
timing gear cover and pressing a new seal in.

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69. Coat the lip of the front seal with engine oil.
Install Starter Mounting Flange

Engine Assembly (Rev 1/97)

70. Place a thin layer of sealant on the sealing surface of

the timing gear cover.
71. Place the timing gear housing in position and make sure
to align the dowel pins.
72. Install and tighten the mounting bolts for the timing
gear cover.
73. Install the crankshaft pulley and torque the mounting
bolt to 61.5 to 68.7 ft-lb (83.4 to 93.2 Nm).
74. Install the water pump with a new O-ring, a new thermostat, and new gaskets.
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Install Nozzle Gaskets and Protectors

78. Install the fuel injection nozzles and torque them to
36.2 to 39.1 ft-lb (49.0 to 53.0 Nm).
NOTE: Replace the fuel return collars and the lift
bracket if they were removed to install the fuel injection nozzles.
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Install Water Pump

75. Install the glow plugs and torque them to 10.8 to 14.5
ft-lb (14.7 to 19.6 Nm).
76. Install the glow plug connector.
77. Place a nozzle gasket, a nozzle protector, and another
nozzle gasket in each opening for the fuel injection
nozzles. The nozzle gaskets are made of copper and one
goes on each end of the nozzle protector. The nozzle
protector is shaped like a cup and the bottom of the cup
should face down.

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Install Fuel Injection Nozzles

Engine Assembly (Rev 1/97)

79. Install the intake manifold with a new gasket.

80. Install the fuel return lines.
81. Install the crankcase breather hose.
82. Install the fuel injection lines.
83. Install the exhaust manifold with a new gasket.
84. Install the starter.

Lubrication System

Table of Contents . . . . . . . . . . . . . . . . . . . . 79
Lubrication System. . . . . . . . . . . . . . . . . . . . 81

Lubrication System

These engines all use a pressure lubrication system. A trochoid type oil pump circulates the oil through the system to
lubricate the engine components. The oil pump is driven by
the crankshaft gear, and is attached to the lower part of the
timing gear housing.

Some of the oil supplied to the main bearings flows through

passages in the cylinder block to the camshaft bearings.
From here some of the oil flows through passages in the cylinder block, the cylinder head, and the rocker arm supports
to the rocker arm shaft. The rocker arm shaft supplies oil to
the rocker arm bushings and the rocker arms. Some oil
squirts out of holes in the rocker arms to lubricate the valve
stem caps and the valve stems. The oil that is pumped up to
the rocker arm assembly flows back down through the push
rod openings and lubricates the tappets and the cam lobes as
it returns to the oil pan.

The oil is picked up by a screened inlet near the bottom of

the oil pan. The inlet is positioned far enough from the bottom of the pan to avoid picking up any of the residue that
tends to settle on the bottom of the pan. The oil then passes
through the intake pipe to the oil pump.
The oil pump forces a large volume of high pressure oil
through an oil gallery to the oil filter. Dirt and other particles are trapped in the filter element as the oil passes
through the oil filter. If the filter element becomes clogged,
a bypass valve built into the oil filter allows the oil to
bypass the filter element. This keeps the engine components
from being starved for oil if the filter element is clogged.

Oil pressure is affected by oil temperature, oil viscosity, and

engine speed. Low oil pressure can usually be traced to the
lack of oil, a faulty oil pressure control valve, loose connections in the lubrication system, or worn bearings. Low oil
pressure is not normally caused by a faulty oil pump.

After passing through the oil filter, the oil is still at high
pressure when reaches the oil pressure control valve and the
main oil gallery. The oil pressure control valve limits the oil
pressure in the main oil gallery to approximately 43 psi (294
kPa) by diverting the excess oil back into the oil pan. Oil
passages connected to the main oil gallery supply oil to the
idler gear shaft, the fuel injection pump, and to each main
bearing.
Oil from the idler gear shaft lubricates the idler gear bushing, the idler gear, and the other timing gears before returning to the oil pan.
The oil that flows to the fuel injection pump returns to the
oil pan after lubricating the injection pump components.
Some of the oil supplied to the main bearings flows through
passages in the crankshaft to the connecting rod bearings.
This oil is thrown around the bottom end of the engine as is
flows out of the bearings while the crankshaft rotates. Some
of this oil lubricates the cylinder walls. Some of this oil
lands in the holes on the top of the connecting rods and
lubricates the wrist pins and the connecting rod bushings.
The oil eventually returns to the oil pan.

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Lubrication System

Fuel System
Table of Contents . . . . . . . . . . . . . .
Fuel System . . . . . . . . . . . . . . . . .
Bleeding Air From The Fuel System . . .
Fuel Injection Pump . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . .
Major Component Inspection. . . . . .
Delivery Valve . . . . . . . . . . . .
Fuel Control Rack And Pinions . . .
Plunger Barrel Seal . . . . . . . . .
Plunger and Plunger Barrel . . . . .
Plunger Guide Assembly . . . . . .
Springs . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . .
Fuel Limit Screw Adjustment . . . . . . .
Injection Nozzles . . . . . . . . . . . . .
Repair . . . . . . . . . . . . . . . . .
Testing . . . . . . . . . . . . . . . . .
Injection Pump Timing . . . . . . . . . .
Individual Cylinder Timing . . . . . . .
Timing Injection Pump To Engine . . .
Maximum Speed Stop Screw Adjustment.

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83
85
86
91
94
91
95
93
93
94
93
93
94
94
91
88
97
99
97
95
97
96
87

Fuel System

The fuel systems for these engines are basically the same.
The major components of the fuel system are:
1.

Fuel Tank

Prefilter (Optional)

Electric Fuel Pump

Fuel Filter

Injection Pump

Injection Nozzles

The fuel is drawn from the fuel tank, through the prefilter (if
used), to the electric fuel pump. A prefilter specially
designed for diesel fuel is the only type of prefilter that
should be used.

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Fuel System

Fuel System (Rev 1/97)

The electric fuel pump pressurizes the fuel to approximately

10 psi (69 kPa) and forces the fuel through the fuel filter to
the injection pump. The injection pump forces the fuel, at a
very high pressure, through the injection nozzles. The injection nozzles atomize the fuel as it is injected indirectly into
the combustion chambers through the prechambers.
The system uses a Bosch in-line injection pump. The injection pump camshaft is driven at one end by the engines timing gears. The cam lobes actuate the plungers, which force
fuel through the injection nozzles. A governor assembly is
connected to the other end of the injection pump camshaft.
The governor meters the amount of fuel delivered to the
injection nozzles by controlling the position of the plungers.

Speed adjustments.

Electric fuel pump repair or replacement.

Injection line replacement.

Injection pump timing and minor repair.

Injection nozzle testing, adjustment, and minor repair.

Bleeding Air From The Fuel System

Air usually gets into the fuel system when the engine runs
out of fuel or if repairs are made to the fuel system.
NOTE: Be sure to keep the vent in the fuel tank open. If
the vent becomes clogged, a partial vacuum develops in
the fuel tank. This increases the chance that air will enter
the fuel system.

The fuel system is relatively trouble free and, if properly

maintained, does not usually require major service or repair
between engine overhauls.

Use the following procedure to bleed air out of the fuel

system.

The most common cause of problems in the fuel system is

contamination. The fuel must be clean, the fuel tanks must
be free of contaminants, and the fuel filters must be changed
regularly. Any time the fuel system is opened, all possible
precautions must be taken to keep dirt from entering the
system. All fuel lines must be capped when disconnected.
The work should be done in a relatively clean area and the
work should be completed in the shortest time possible.

Loosen the air bleed screw or the inlet fitting on the

injection pump.

Thermo King recommends that any major injection pump or

nozzle repairs be done by a qualified diesel injection service
shop. The investment in equipment and facilities to service
these components is quite high. Therefore, this equipment is
not found in most repair shops.
The following procedures can be done under field conditions:
1.

Bleeding air from the fuel system.

Maintenance of the fuel tank and fuel filter system.

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Air Bleed Screw Location

Fuel System (Rev 1/97)

Energize the electric fuel pump by turning the unit on.

Tighten the air bleed screw when air bubbles are no

longer present in the fuel flowing out of the air bleed
screw.

Loosen the injection lines at the injection nozzles.

Crank the engine over with the starter until fuel appears
at all of the injection nozzles.
NOTE: Fuel will not appear at the injection nozzles
by merely running the electric fuel pump. The engine
must be turned over with the starter.

Tighten the injection lines and start the engine.

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Maximum Speed Stop Screw Adjustment

NOTE: The maximum speed stop screw is covered with an
anti-tamper cap and is not adjustable on later model
engines.
1.

Remove Cap Nut

Start the engine and run it on high speed.

Remove the lead seal from the jam nut on the maximum speed stop screw. Loosen the jam nut, and back
the maximum speed stop screw out (turn counterclockwise) two to three turns.

aea333

Maximum Speed Stop Screw Location

Remove the cap nut from the maximum speed stop

screw.

aea335

Remove Lead Seal

Fuel System (Rev 1/97)

Adjust Plunger Clearance

With the engine running in high speed, check the

engine speed and adjust as necessary for that particular
unit.

With the engine running in high speed, turn the maximum speed stop screw in (clockwise) until it touches
the governor linkage. The engine speed will decrease
and you will feel resistance when the maximum speed
stop screw begins to contact the governor linkage. Back
the maximum speed stop screw out one turn from the
point where it first touches the governor linkage.

Lock the maximum speed stop screw in this position

with the jam nut, replace the cap nut, and install a new
lead seal.

Remove the lead seal and the cap nut from the fuel
adjustment screw.

Fuel Limit Screw Adjustment

NOTE: The fuel limit screw is covered with an antitamper cap and is not adjustable on later model engines.

aea336

The fuel limit screw is located on the end of the injection

pump governor housing, which faces toward the flywheel.
The fuel limit screw is set when the injection pump is calibrated at the factory and SHOULD NOT be adjusted unless
there is reason to believe someone has tampered with it.
Evidence that the fuel adjustment screw has been moved
includes a damaged or missing lead seal, an engine that has
difficulty picking up speed, or an engine that emits excessive amounts of black smoke when the engine changes
speed. Use the following procedure to adjust the fuel limit
screw.

Fuel Limit Screw Location

Loosen the lock nut and remove the fuel limit screw
assembly from the governor housing.

NOTE: Two adjustments are required to adjust the fuel

limit screw properly. First the fuel limit screw assembly
must be removed from the governor housing to adjust the
plunger clearance. The fuel limit screw assembly can then
be replaced and adjusted correctly.

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Fuel Limit Screw Assembly

Fuel System (Rev 1/97)

Check the plunger clearance with a feeler gauge. The

plunger clearance should be .016 in. (0.40 mm). Use
the two plunger lock screws to adjust the plunger clearance if necessary.

Place the fuel limit screw assembly in the governor

housing. Make sure the lock nut is turned out toward
the cap nut enough to allow adjustment.

Remove the inspection plate from the side of the injection pump housing.

aea338

Check Plunger Clearance

aea340

Adjust Fuel Limit Screw

Remove Inspection Plate

The plunger must be locked in place so it will not move

while the fuel limit screw is being adjusted.

Remove the 20 wire from the reset switch so the reset

switch will not trip.

Disconnect the 8S circuit to the starter solenoid at the

jumper plug near the starter.

Turn the unit on, but do not start it.

Set the thermostat well below the box temperature so it

calls for high speed, and make sure that the throttle
lever is in the high speed position.

Use a screwdriver to push the fuel control rack toward

the front of the engine, approximately .25 in. (6 mm),
until the start spring is fully compressed. The start
spring is fully compressed when the governor lever
contacts the tensioner lever; you will feel a definite stop
when this happens. The start spring is a light spring that
is located between the tension lever and the governor
lever.

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Lock Plunger
a.

Make a spacer 3/8 in. (9.5 mm) in diameter and 5/

16 in. (7.9 mm) long from a rod or a bolt.

Place the spacer in the cap nut.

Screw the cap nut onto the fuel limit screw assembly until it is finger tight.

Check the plunger and make sure it cannot move.

Fuel System (Rev 1/97)

CAUTION: Do not push on the fuel control rack too

hard or the governor spring will stretch and the tensioner lever will move away from the fuel limit screw.
This will throw the adjustment off.

Turn the fuel limit screw in or out to align the scribe

mark on the fuel control rack with the edge of the guide
plate.

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Tensioner Lever and Governor Lever

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Align Scribe Mark with Guide Plate

10. Fasten the fuel limit screw assembly in this position
with the lock nut.
Tensioner Lever, Start Spring, and Governor Lever

Fuel System (Rev 1/97)

11. Recheck the alignment of the scribe mark and the edge
of the guide plate.

Remove the nuts from the four studs on top of injection

pump.

12. Turn the unit off and connect 20 wire to the reset
switch.

Center the fuel control rack and remove the injection

pump from the housing.
NOTE: The timing shims will usually stay attached to
the injection pump.

13. Reconnect the 8S circuit to the starter solenoid at the

jumper plug near the starter.
14. Remove the cap nut and spacer from the fuel limit
screw.

Disassembly

17. Install the inspection plate.

NOTE: Prepare containers to keep the various parts for

each cylinder separate. DO NOT mix the parts for one cylinder with parts for another. The steps in this procedure
that describe the components for an individual cylinder
must be performed on the components of each cylinder.

Fuel Injection Pump

15. Install the cap nut without the spacer.

16. Install a new lead seal.

Remove the plunger guide stopper pin.

Removal
1.

Remove the inspection plate from the side of the injection pump housing.

aea345

aea344

Fuel Injection Pump Assembly

Remove Inspection Plate

Remove the clip and disconnect the governor link from

the fuel control rack.

Push in on the plunger guide and remove the plunger

guide stopper.

Fuel System (Rev 1/97)

Remove the plunger guide, the plunger shims, the

plunger spring, the plunger spring retainers, the fuel
control pinion, and the plunger.
NOTE: Make sure to keep the plunger shims with
their respective plunger guides.

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Fuel Injection Pump Assembly

aea346

Plunger and Associated Components

Remove the fuel control rack.

Remove the delivery valve spring holder, the delivery

valve spring, the delivery valve, the delivery valve
holder, the plunger barrel, and the plunger barrel seal.

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Delivery Valve and Associated Components

Fuel System (Rev 1/97)

Major Component Inspection

NOTE: If a plunger assembly or a plunger guide assembly

is replaced the injection pump must be recalibrated by a
qualified diesel injection service shop.

Slowly tilt them up to an angle of approximately

60 degrees. The plunger should slide smoothly into
the plunger barrel.

Repeat this test several times and turn the plunger

about a quarter of a turn each time.

Replace the plunger if it slides into the plunger barrel too easily or if it stops part way in.

Plunger and Plunger Barrel

NOTE: Because the clearance between the plunger and
the plunger barrel is only .0004 in. (0.010 mm), these components must be replaced if they show any sign of wear or
damage. The plunger and plunger barrel are replaced as a
set.
1.

Plunger Barrel Seal

The plunger barrel seal keeps the diesel fuel from diluting
the engine oil. Therefore, the plunger barrel seal must be
replaced if it shows any signs of wear or damage.

Clean the plungers and carefully inspect them with a

magnifying glass. Replace any plunger that is
scratched, worn, discolored, or has any chips on the
edges of the lead groove.

Delivery Valve
The delivery valve and the delivery valve holder are a set
and must be replaced together.
1.

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Clean and inspect the delivery valve. Replace the delivery valve if the suction collar or the seat is scratched,
damaged, or shows any signs of wear.

Plunger
2.

Test the plunger and the plunger barrel using the following procedure:
a.

Insert a plunger about half way into its respective

plunger barrel while holding them horizontally.

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Delivery Valve
2.

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Plunger Test

Test the suction collar using the following procedure:

Hold the delivery holder upright and cover the hole

in the bottom with your finger.

Place the delivery valve in the delivery valve

holder and press it into the delivery valve holder.
The delivery valve should spring back a little when
it is released.

Fuel System (Rev 1/97)

Replace the fuel control pinions if the gear teeth show

excessive wear or damage.
Assembly
NOTE: The steps in this procedure that describe the components for an individual cylinder must be performed on
the components of each cylinder.

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Place the plunger barrel seal in the injection pump

body.

Install the plunger barrel. Make sure to align the groove

in the side of the plunger barrel with the pin in injection
pump body.

Delivery Valve Test

Remove your finger from the hole on the bottom of

the delivery valve holder. The delivery valve
should drop until the valve seat rests on the delivery valve holder.

Replace the delivery valve if it does not pass this

test.
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Springs
Plunger Barrel

Replace the delivery springs or the plunger springs if they

show any signs of wear or damage.
Plunger Guide Assembly
Clean and inspect the plunger guide. Replace the plunger
guide as an assembly if it shows any of the following:
1.

Excessive play between the plunger guide and the roller

pin.

Excessive play between the roller and the roller pin.

Wear or damage evident on the roller, the roller pin, or

on the sides of the plunger guide.

Fuel Control Rack And Pinions

Replace the fuel control rack if it is bent or damaged, or if
the gear teeth show excessive wear.

Place the delivery valve assembly and the delivery

valve spring in the injection pump body.

Install the delivery valve spring retainer, but tighten it

only hand tight.

Install the fuel control rack and position it so the alignment marks are visible through the bottom of the injection pump body.

Install the fuel control pinion and make sure the alignment mark lines up with the alignment mark on the fuel
control rack.

Fuel System (Rev 1/97)

13. Install the plunger guide stopper by inserting it into the

injection pump body and the slot in the side of the
plunger guide.
14. Release the plunger guide. The plunger spring and the
plunger guide stopper should now hold the plunger
guide in place.

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15. After installing the components for each cylinder,

install the plunger guide stopper pin.
16. Torque the delivery valve spring retainers to 29 to 32
ft-lb (39 to 43 mm).

Align Marks
7.

Install the plunger spring and the plunger spring

retainer.

Place the lower plunger spring retainer on the plunger.

Place the plunger in the fuel control pinion. Make sure

to align the alignment mark on the plunger with the
alignment mark on the fuel control pinion.

Installation
1.

Center the fuel control rack and place the fuel injection
pump in the injection pump housing.
NOTE: Make sure the timing shims are in place.

Install and torque the mounting nuts to 18 to 20 ft-lb

(24 to 27 mm).

Connect the governor link to the fuel control rack and

install the clip.

Install the inspection cover.

Injection Pump Timing

Two different timing procedures are used on these engines.
One procedure times the injection pump to the engine. The
other procedure checks the timing of each individual
cylinder.

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If the individual cylinders are not timed correctly to each

other, timing the injection pump to the engine has little
value because some of the cylinders would be out of time.
The individual cylinders are timed to each other by using
shims between the plunger guides and the lower plunger
spring retainers. Because shims are used, it is unusual for
the timing of the individual cylinders to change unless the
injection pump has been repaired. If an engine is running
roughly and all other possible causes have been checked, it
may be worth while to check the individual cylinder timing,

Align Marks
10. Place the plunger shims in the plunger guide.
11. Place the plunger guide over the lower plunger spring
retainer.
12. Press the plunger guide into the injection pump body
and compress the plunger spring. If you cannot press
the plunger guide into the injection pump body, move
the fuel control rack back and forth a bit to align the
plunger and the fuel control pinion.

Fuel System (Rev 1/97)

especially if the injection pump has been repaired or

replaced recently.

CAUTION: Before turning the engine by hand, loosen all

the injection lines at the injection nozzles to prevent the
any possibility that the engine might fire.

Timing Injection Pump To Engine

NOTE: The cylinders on these engines are numbered

from the flywheel end to the water pump end. The number
1 cylinder is next to the flywheel. On the two cylinder
engines the number 2 cylinder is next to the water pump.
On the three cylinder engines the number 2 cylinder is in
the middle and the number 3 cylinder is next to the water
pump. The timing marks on the flywheel are also numbered this way.
The timing marks on the flywheel of the two cylinder
engines are stamped 180 degrees apart. The timing marks
on the flywheel of the three cylinder engines are stamped
120 degrees apart. The top dead center marks have the cylinder number stamped next to them. The injection timing
marks have no identification marks.
The index timing mark is stamped on the side of the starter
mounting plate that faces the flywheel. This timing mark
is on the intake side of the engine.

Remove the valve cover and check the rocker arms

and push rods on the number 1 cylinder.

If the rocker arms and push rods are loose, the

number 1 cylinder is at top dead center of the compression stroke.

If the rocker arms and push rods are tight, the number 1 cylinder is at top dead center of the exhaust
stroke. Rotate the engine 360 degrees to place the
number 1 cylinder at top dead center of the compression stroke.

Remove the injection line for cylinder number 1 from

the delivery valve spring holder.

Remove the delivery valve spring holder, the delivery

valve spring, and the delivery valve for the number one
cylinder.

Replace the delivery valve spring holder and connect it

to a drip tube.

Turn on the electric fuel pump. If the engine is near top

dead center on the number one cylinder no fuel should
be flowing from the drip tube.

Rotate the engine backwards past the injection timing

mark for the number 1 cylinder until fuel flows from
the drip tube.

Slowly rotate the engine in the correct direction of rotation while watching the drip tube. When the fuel flow
has slowed to one drip in every 10 to 15 seconds, check
the timing marks. The injection timing mark for the

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Timing Marks

Rotate the engine in the normal direction of rotation

(counterclockwise from the flywheel end) until the
number 1 cylinder is at top dead center of the compression stroke.

Fuel System (Rev 1/97)

number 1 cylinder should be lined up with the index

timing mark on the starter mounting plate.
8.

If the timing marks do not line up, timing shims must

be added or subtracted from the group to timing shims
between the injection pump and the injection pump
housing. Adding shims retards the timing. Subtracting
shims advances the timing. Changing the total thickness of shims by .004 in. (0.01 mm) will change the
timing by approximately 1 degree.

After changing shims, check the timing again.

NOTE: On the three cylinder engines the order for the flywheel timing marks is 1, 2, 3, but the firing order is 1,3,2.
The reason for this is that the engine fires every 240
degrees of crankshaft rotation. Therefore, when checking
the individual cylinder timing, check the number 1 cylinder first. Then rotate the engine past the number 2 cylinder timing marks to the number 3 cylinder timing marks
and check the number 3 cylinder. Finally, rotate the
engine past the number 1 cylinder timing marks to the
number 2 cylinder timing marks and check the number 2
cylinder.

10. When the timing is correct, place a light coat of sealant

on the shims, the injection pump, and the injection
pump. New shims can be dipped in lacquer thinner to
activate the sealant.
11. Install the injection pump. Torque the mounting nuts to
18 to 20 ft-lb (24 to 27 mm).
12. Install the delivery valve and spring. Torque the
delivery valve spring retainer to 29 to 32 ft-lb (39 to 43
mm).
13. Replace and tighten the injection lines, bleed the air
from the fuel system, and test run the engine.
Individual Cylinder Timing
To check the individual cylinder timing, follow the procedure for timing the injection pump to the engine, but do not
adjust the timing. Check the timing of the other cylinders
after checking the number 1 cylinder. The injection timing
mark for each cylinder should line up in the same position
as the timing mark for the number 1 cylinder, if the individual cylinders are correctly timed to each other.

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Three Cylinder Firing Order

Injection Nozzles
Testing
1.

If the individual cylinders are not in time, The injection

pump must be removed and sent to a qualified diesel injection service shop for calibration.

Attach the injection nozzle to a nozzle tester (Part No.

204-290).
NOTE: Use only testing fluid or clean filtered diesel
fuel to test injection nozzles.

Fuel System (Rev 1/97)

CAUTION: Keep your hands away from the nozzle spray.

The nozzle spray is at such high pressure that it can break
the skin and penetrate into the underlying tissue. Such an
injury is very painful and can lead to serious complications such as blood poisoning.
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Acceptable Spray Pattern

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Unacceptable Spray Patterns

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Open the pressure gauge valve and check the opening

pressure by pushing the hand lever completely down
several times.
a.

The injection nozzle should make a buzzing sound.

The opening pressure should be 1707 73 psi

(11768 500 kPa).

Adjust the opening pressure by changing the number of adjustment shims above the spring. Refer to
the injection nozzle repair section.

Testing Injection Nozzles

Close the pressure gauge valve and push the hand lever
completely down several times.
a.

The injection nozzle should make a shrill whistling

noise.

A straight conical spray pattern should form along

the center line of the injection nozzle, with a cone
angle of 5 to 10 degrees.

The spray pattern should make a perfect circle on a

piece of paper placed 12 in. (300 mm) below the
injection nozzle.

Leave the pressure gauge valve open and check to see if

the injection nozzle drips by slowly pressing on the
hand lever to bring the pressure up to 300 psi (2068
kPa) below the opening pressure of the injection
nozzle. Maintain this pressure for at least 5 seconds.
Fuel should not drip from injection nozzle in less than 5
seconds.

Repair the injection nozzle if it fails any of these tests

or if fuel leaks out of the return collar ports during the
tests.

Fuel System (Rev 1/97)

Repair
1.

Place the nozzle body in a vise that has aluminum jaws

or jaw covers.

Loosen and remove the nozzle nut.

Remove the nozzle valve and seat set from the nozzle
nut and submerge them in diesel fuel. Make sure to
keep them together as a set.

Remove the nozzle body from the vise.

Remove the spacer, spring seat, spring, and adjustment

shim from the nozzle holder.

Inspect the spacer. Replace the spacer if any wear or

damage is evident.

Inspect the spring. Replace the spring if it is bent,

scratched, or rusted.

Use a nozzle cleaning tool kit to clean the nozzle valve

and seat set.

Clean the carbon off the outside of the nozzle seat

with a brass brush.

Clean the inside of the nozzle with the cleaning

tools and solvent.

Thoroughly rinse the nozzle seat and valve with

cleaning spray and submerge them separately in
diesel fuel.

Test the nozzle valve and seat set.

Place the nozzle valve in the nozzle seat while

holding the nozzle seat in a vertical position.

Pull the nozzle valve about half way out of the

nozzle seat.

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Testing Nozzle Valve and Seat Set

Injection Nozzle Assembly

Fuel System (Rev 1/97)

Release the nozzle valve. The nozzle valve should

slide into the nozzle seat by itself.

Rotate the nozzle valve in the nozzle seat about 90

degrees at a time, and repeat this test four or five
times.

Replace the nozzle valve and seat set if the nozzle

valve does not slide smoothly into the nozzle seat.

NOTE: A new nozzle valve and seat set should be

thoroughly cleaned and tested before being installed.
10. Assemble the injection nozzle and torque the nozzle nut
to 29 to 33 ft-lb (39 to 44 Nm).
11. Test the injection nozzle and adjust the opening pressure as necessary. Add shims or replace the present
shim with a larger one to increase the opening pressure.
Remove shims or replace the present shim with a
smaller one to decrease the opening pressure.

100

Electrical
Table of Contents . . . . . . . . .
Electrical . . . . . . . . . . . . . .
Fuel Solenoid . . . . . . . . . .
Fuel Solenoid Replacement . . .
Glow Plugs . . . . . . . . . . .
Starter . . . . . . . . . . . . . .
Assembly . . . . . . . . . . .
Disassembly . . . . . . . . .
Major Component Inspection.
Gears and Bearings . . . .
Pinion Assembly. . . . . .
Starter Motor . . . . . . .
Starter Solenoid . . . . . .
No Load Test . . . . . . . . .

101

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Electrical

Glow Plugs
The glow plugs heat the prechambers in the cylinder head.
This helps the engine start easier in cold weather. The glow
plugs can be tested with an ohmmeter. Each glow plug
should have a resistance of 0.7 to 1.0 ohms. Replace glow
plugs with a resistance that is out of this range.

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Glow Plug

Starter

aea365

The major components of the starter are the starter motor,

the starter solenoid, and the pinion assembly. The starter
motor turns the pinion assembly through an idler gear.
When the starter solenoid is energized, it energizes the
starter motor through a set of heavy duty contacts, and it
extends the pinion gear to engage the ring gear on the
engines flywheel. The pinion assembly includes an overrunning clutch that allows the pinion gear to turn freely if
the engine is turning faster than the starter while the starter
is energized.

Energized Starter
Disassembly
1.

Disconnect the stator lead from the C terminal on the

side of the starter solenoid.

Remove the two through bolts from the commutator

cover and remove the starter motor from the starter
solenoid and pinion housing.

Disassemble the starter motor.

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Starter Motor
a.
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De-energized Starter

103

Remove the two screws, which fasten the brush

ring to the commutator, from the back of the commutator cover and remove the commutator cover
from the starter motor.

Electrical (Rev 1/97)

Place the brush springs on the sides or the brush

holders.

Remove the positive brushes (the brushes connected to the stator) from the brush holders.

Pull the negative brushes (the brushes connected to

the brush holder assembly) part way out of the
brush holders and place the brush springs on top of
the brush holders against the sides of brushes. This
is called the locked position and it holds the
brushes in place off the commutator.

Remove the brush holder assembly from the commutator.

Remove the armature from the stator.

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Pinion Housing

Remove the two screws from the pinion housing and

separate the pinion housing from the starter solenoid.
Make sure to keep track of the solenoid spring and the
steel ball that are located between the solenoid plunger
and the pinion shaft.
Remove the components from the pinion housing.
a.

Remove the starter motor gear.

Remove the bearing retainer, bearings, and idler

gear.

Support the end of the pinion shaft that faces the

starter solenoid.

Push the pinion gear away from the stop ring and
hold the pinion gear in that position.

Push the stop ring off the snap ring and remove the
snap ring from the end of the pinion shaft.

Remove the stop ring, pinion gear, and pinion gear

spring from the pinion gear shaft.

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Pinion Assembly

104

Electrical (Rev 1/97)

Remove what remains of the pinion assembly from

the pinion housing.

Remove the pinion assembly retainer, pinion shaft

retainer, pinion clutch, and pinion shaft spring
from the pinion shaft.

Disassemble the starter solenoid.

Remove the three screws from the cover and

remove the cover from the starter solenoid.

Remove the plunger from the starter solenoid.

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Check Brush Holders

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Starter Solenoid Assembly

Major Component Inspection

Measure Brushes
c.

Starter Motor
1.

Check the brush ring assembly.

Check the brush holders with an ohmmeter. The

positive brush holders should have infinite resistance to the brush ring plate. The negative brush
holders should have continuity to the brush ring
plate.

Check the Stator.

Check the brushes. Replace the brushes if they are

chipped or cracked, or measure less than 0.4 in. (10
mm) on the short side. Replace the brushes as a set,
or replace the brush ring assembly.

105

Check the brush springs. Replace the brush springs

if they are discolored, deformed, or if the spring
tension is low.

Check the field coil with an ohmmeter. There

should be continuity between the stator lead and
both positive brushes. Replace the stator if there is
no continuity or high resistance in the field coil.

Electrical (Rev 1/97)

Visually check the armature. Replace the armature

if there is any sign of thrown solder, discolored
windings, bubbled insulation, burned or damaged
commutator bars, or damaged shafts.

Place the armature in a lath and check the commutator and the core with a dial indicator. The distortion, run out, or out of round should not exceed
.015 in. (0.40 mm).

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Check Field Coil

aea374

Check the stator insulation with an ohmmeter set

on the RX1000 scale. There should be infinite
resistance between the stator lead and the stator
frame. Replace the stator if there is any continuity
between the stator lead and the stator frame.

Check Armature Distortion

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aea375

Check Stator Insulation

Clean Up Commutator

Check the armature.

To check the bearings, turn them by hand. Replace

the bearings if they are rough or seem loose.

106

Electrical (Rev 1/97)

Turn the commutator or the core down if they

exceed this limit. Also turn the commutator down
to remove any wear grooves made by the brushes.

Replace the armature if the commutator has an outside diameter that is less than 1.142 in. (29.00 mm)
after being turned down.

If the commutator is only dirty, clean it up with

500-600 grit sandpaper.

After turning down the commutator, check the

undercut of the mica. The standard undercut is .02.03 in. (0.5-0.8 mm). Cut the undercut down to the
proper depth if it is less than .02 in. (0.5 mm).

resistance between each commutator bar and the

armature core or shafts. Replace the armature if
there is any continuity between the armature coils
and the core.

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Check Armature Insulation

Gears and Bearings
Inspect the starter gear, idler gear, idler gear bearings, and
bearing retainer. Replace any of these parts that show significant wear or damage.

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Check Undercut
h.

Check the armature coils with a growler and an

ammeter. Place the ammeter leads on each pair of
commutator bars that are directly opposite each
other. The ammeter will show no current in an
open coil and lower than normal current in a
shorted coil. Replace the armature if any of the
coils are defective.

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Inspect Gears and Bearings

Pinion Assembly

Check the armature insulation with an ohmmeter

set on the RX1000 scale. There should be infinite

107

Inspect each part of the pinion assembly and replace

any part that shows significant wear or damage.

Electrical (Rev 1/97)

Check the overrunning clutch.

Hold the pinion clutch.

Place the pinion shaft in the pinion clutch and try

to rotate the pinion shaft in both directions.

The pinion shaft should rotate freely in one direction and should not rotate in the other direction.

Replace the pinion clutch if the pinion shaft does

not rotate smoothly in the proper direction, or if it
rotates in both directions.

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Energize Starter Solenoid

Starter Solenoid
1.

Check the heavy duty contacts on the plunger and

inside the starter solenoid. Clean these contacts if they
are dirty or burnt.

Assembly
1.

Place the plunger back inside the starter solenoid and

install the cover.

Use the assembly procedure to assemble the starter

solenoid, place the pinion assembly in the pinion housing, and attach the starter solenoid to the pinion housing. Test this assembly as follows:

Install the components of the pinion housing. Use a

light grease to lubricate the components in the pinion
housing.

Use jumper wires to connect the negative (-) terminal of a 12 volt battery to the starter solenoid chassis and to the C terminal on the starter solenoid.

Use a jumper wire to connect the positive terminal

of the battery to the 8S terminal on the starter solenoid. The starter solenoid should energize and the
pinion gear should extend. If the starter solenoid
does not energize, replace it.

Disconnect the jumper wire from the C terminal on

the starter solenoid. The starter solenoid should
remain energized. If the start solenoid does not
remain energized, replace it.
Disconnect the jumper wire from the 8S terminal
on the starter solenoid. The starter solenoid should
de-energize and the pinion gear should retract. If
the start solenoid does not de-energize, replace it.

108

Place the pinion shaft spring, pinion clutch, pinion

shaft retainer, and pinion assembly retainer on the
pinion shaft.

Place this part of the pinion assembly in the pinion

housing.

Support the end of the pinion shaft that faces the

starter solenoid.

Place the pinion gear spring and the pinion gear on

the pinion shaft.

Push the pinion gear onto the pinion shaft as far as

possible and hold it in that position.

Place the stop ring on the pinion shaft and push the
stop ring to the pinion gear. Make sure the groove
in the stop ring faces away from the pinion gear.

Place the snap ring in the groove on the end of the

pinion shaft.

Electrical (Rev 1/97)

Release the pinion gear and let it push the stop ring
over the snap ring. Make sure the snap ring is
seated in the groove in the stop ring.

Place the steel ball in the end of the pinion shaft that
faces the starter solenoid.

Place the spring on the starter solenoid plunger.

Attach the starter solenoid to the pinion housing.

11. Place the starter motor in position on the starter solenoid and pinion housing. Make sure that the armature
shaft engages the starter gear and that the armature
bearing is seated in the starter solenoid and pinion
housing.
12. Install the two through bolts.

NOTE: Check the operation of this assembly using

the procedure in the starter solenoid inspection section.
6.
7.

13. Connect the stator lead to the C terminal on the starter

solenoid.
No Load Test

Place the idler gear around the shaft in the pinion

housing.

CAUTION: Do not run the starter with no load for more

than 30 seconds.

Place the bearings in the bearing retainer and use some

light grease to lubricate the bearings and to hold them
in place.

Place the bearings and bearing retainer inside the idler

gear with the closed end of the bearing retainer covering the bearings.

Place the starter gear in the pinion housing.

Install the two screws that fasten the brush ring

assembly to the commutator cover.

Clamp the starter in a vise.

10. Assemble the starter motor.

Place the armature in the stator.

Make sure the negative brushes are in the locked

position and place the brush ring on the commutator.

Place the positive brushes in the brush holders.

Move the brushes and the brush holders to their

normal positions. Make sure that the brushes move
freely in the brush holders and that the brush
springs hold the brushes against the commutator.

aea380

Place the commutator cover in position on the

starter motor. Make sure the armature bearing is
seated in the commutator.

No Load Test

109

Electrical (Rev 1/97)

Connect the starter to a 12 volt battery as shown in the

illustration.

When the switch is turned on, check the current, voltage, and starter speed. The standard values are: 180
amps, 11 volts, 3,500 rpm.

Test the hold-in coil.

Energize the hold-in coil by placing a jumper

between the 8D pin in the fuel solenoid connector
and the 2 terminal at the fuse link.

Momentarily energize the pull-in coil by placing a

jumper between the 8DP pin in the fuel solenoid
connector and the 2 terminal at the fuse link. The
fuel solenoid should make a definite click when the
pull-in coil is energized, but should not click when
the pull-in coil is de-energized.

De-energize the hold-in coil by removing the

jumper from the 8DP pin and the 2 terminal. The
fuel solenoid should make a definite click when the
hold-in coil is de-energized.

If the hold-in coil does not function properly,

check the resistance of the hold-in coil by placing
an ohmmeter between the 8D pin and the CH pin
in the fuel solenoid connector. The resistance of
the hold-in coil should be 24 to 29 ohms. If the
resistance of the hold-in coil is not in this range,
replace the fuel solenoid.

Fuel Solenoid
Some of these engines are equipped with a fuel solenoid.
When the fuel solenoid is energized, it places the fuel rack
in the on position. This allows fuel to flow in the fuel injection pump. The fuel solenoid has two coils, the pull-in coil
and the hold-in coil. The pull-in coil must be momentarily
energized to place the fuel rack in the on position. The energized hold-in coil can then hold the fuel rack in the on position. Use the following procedure to test the fuel solenoid:
1.

Place a jumper wire between the black wire CH pin in

the fuel solenoid connector and a good chassis ground.

Test the pull-in coil by momentarily placing a jumper

between the 8DP pin in the fuel solenoid connector and
the 2 terminal at the fuse link. The fuel solenoid should
make a definite click when the pull-in coil is energized
and should click again when the pull-in coil is de-energized.

Fuel Solenoid Replacement

NOTE: The pull-in coil will draw 35-45 amps so do

not leave the jumper connected to the 8DP pin for
more than a few seconds.
a.

If the pull-in coil does energize, go to step 3.

If the pull-in coil does not energize, check the

resistance of the pull-in coil by placing an ohmmeter between the 8DP and the CH pin in the fuel
solenoid connector. The resistance of the pull-in
coil should be 0.2 to 0.3 ohms. If the resistance of
the pull-in coil is not in this range, replace the fuel
solenoid.

Disconnect the 20 wire from the reset switch to prevent

the reset from tripping.

Disconnect the fuel solenoid wire connector and

remove the old fuel solenoid.

Connect the fuel solenoid wire connector to the new

fuel solenoid.

Turn the unit on to energize the fuel solenoid.

NOTE: The fuel solenoid must be energized when it is
being installed. If not, the plunger and the linkage
may not line up correctly and the fuel solenoid will
not function properly.

110

Electrical (Rev 1/97)

Place the O-ring in the groove in the end of the fuel

injection pump. Make sure the O-ring is positioned correctly during installation to avoid damage and leaks.

Install the new fuel solenoid.

Turn the unit off and make sure to connect the 20 wire
to the reset switch.

sdz109

Fuel Solenoid Components

111

Run In Procedure
Table of Contents . . . . . . . . . . . . . .
Run In . . . . . . . . . . . . . . . . . . . .
Compression Test . . . . . . . . . . . . .
Dynamometer Run In Procedure . . . . .
Run In Procedure Without Dynamometer .
Valve Clearance Adjustment . . . . . . .
Three Cylinder Procedure . . . . . . .
Two Cylinder Procedure . . . . . . . .

113

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Run In

The run in of a rebuilt engine will often determine the oil

consumption, power output, and other variables during the
service life of the engine. It is important to run in a rebuilt
engine properly. How an engine will be run in is determined
by the type of equipment and the time that is available.
Thermo King recommends an engine be run in on a dynamometer if possible.

Mount the engine in a unit and run the unit on high

speed heat for 2 hours. Occasionally place the unit in
low speed heat to vary the compression pressures and
engine temperatures.

Mount the unit on a truck and run the unit in high speed
heat with truck doors open for 2-10 hours.

Valve Clearance Adjustment

Dynamometer Run In Procedure

The valve clearance should be checked after the first 500

hours of engine operation and every 2000 hours after that. It
is very important to have the valves adjusted properly. If the
valve clearance is too small, that cylinder may lose compression, misfire, and burn the valve and valve seat. If the
valve clearance is too large, the valve will be noisy and the
valve and rocker arm may wear abnormally. Adjust the
valves at room temperature with the valves closed.

Pressurize the lubrication system of the engine with an

oil pressure tank if the engine has been stored for any
length of time. This prevents a dry start.

Start the engine and run it at 1400 rpm with a load that
is 6 to 8% of the engines rated output for a short time.

Run the engine at 1400 rpm with a load that is 15% of

the engines rated output for 15 minutes.

Run the engine at 2400 rpm with a load that is 22 to

25% of the engines rated output for 30 minutes.

Two Cylinder Procedure

Remove the valve cover.

Run the engine at 1400 rpm with a load that is 15% of

the engines rated output for 30 minutes.

Torque the cylinder head bolts to the proper torque.

Run the engine at 2400 rpm with a load that is 30 to

35% of the engines rated output for 10 minutes.

If time permits, additional run in time is desirable. Vary

the speed and load in ranges between 1400 to 2400 rpm
and 10 to 25% of the engines rated output.

NOTE: The cylinders on these engines are numbered

from the flywheel end to the water pump end. The
number 1 cylinder is next to the flywheel. The number
2 cylinder is next to the water pump. The timing
marks on the flywheel are also numbered this way.
The timing marks on the flywheel of the two cylinder
engines are stamped 180 degrees apart. The top dead
center marks have the cylinder number stamped next
to them. The injection timing marks have no identification marks.

Run In Procedure Without Dynamometer

Run the engine on a test stand with no load for approximately 15 minutes in both low speed (1400 rpm) and
high speed (2400 rpm). Check the engine for abnormal
noises, coolant, fuel, or oil leaks.

The index timing mark is stamped on the side of the

starter mounting plate that faces the flywheel. This
timing mark is on the intake side of the engine.

CAUTION: DO NOT run a newly rebuilt engine without a load for a long period of time. This can cause
the engines oil consumption to be higher than
normal.

115

Run In (Rev 1/97)

Adjust the valves if necessary by loosening the lock nut

and turning the adjustment screw until the valve clearance is correct.

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Timing Marks
CAUTION: Before turning the engine by hand,
loosen all the injection lines at the injection nozzles to
prevent the any possibility that the engine might fire.
3.

Adjusting Valve Clearance

Rotate the engine in the normal direction of rotation

(counterclockwise from the flywheel end) until the
number 1 cylinder is at top dead center of the compression stroke.
a.

Check the rocker arms and push rods on the number 1 cylinder.

If the rocker arms and push rods are loose, the

number 1 cylinder is at top dead center of the compression stroke.

aea317

Hold the adjustment screw in place and tighten the lock

nut.

Recheck the valve clearance.

Rotate the engine in the normal direction of rotation

(counterclockwise from the flywheel end) until the
number 2 cylinder is at top dead center of the compression stroke.

Check the valve clearance of both valves for the number 1 cylinder with a feeler gauge. Refer to Specifications for the recommended valve clearance.

Check the rocker arms and push rods on the number 2 cylinder.

If the rocker arms and push rods are loose, the

number 2 cylinder is at top dead center of the compression stroke.

If the rocker arms and push rods are tight, the number 2 cylinder is at top dead center of the exhaust
stroke. Rotate the engine 360 degrees to place the
number 2 cylinder at top dead center of the compression stroke.

Check and adjust both valves for the number 2 cylinder.

10. Install the valve cover.

116

Run In (Rev 1/97)

Three Cylinder Procedure

Remove the valve cover.

Torque the cylinder head bolts to the proper torque.

first. Then rotate the engine past the number 2 cylinder timing marks to the number 3 cylinder timing
marks and check the number 3 cylinder. Finally,
rotate the engine past the number 1 cylinder timing
marks to the number 2 cylinder timing marks and
check the number 2 cylinder.

NOTE: The cylinders on these engines are numbered

from the flywheel end to the water pump end. The
number 1 cylinder is next to the flywheel. The number
2 cylinder is in the middle and the number 3 cylinder
is next to the water pump. The timing marks on the
flywheel are also numbered this way.
The timing marks on the flywheel of the three cylinder
engines are stamped 120 degrees apart. The top dead
center marks have the cylinder number stamped next
to them. The injection timing marks have no identification marks.
The index timing mark is stamped on the side of the
starter mounting plate that faces the flywheel. This
timing mark is on the intake side of the engine.

aea357

Valve Adjustment and Firing Order

CAUTION: Before turning the engine by hand,
loosen all the injection lines at the injection nozzles to
prevent the any possibility that the engine might fire.
aea381

Timing Marks
On the three cylinder engines the order for the flywheel timing marks is 1, 2, 3, but the firing order is
1,3,2. The reason for this is that the engine fires every
240 degrees of crankshaft rotation. Therefore, when
adjusting the valves, check the number 1 cylinder

117

Rotate the engine in the normal direction of rotation

(counterclockwise from the flywheel end) until the
number 1 cylinder is at top dead center of the compression stroke.
a.

Check the rocker arms and push rods on the

number 1 cylinder.

If the rocker arms and push rods are loose, the

number 1 cylinder is at top dead center of the compression stroke.

Run In (Rev 1/97)

Check the valve clearance of both valves for the number 1 cylinder with a feeler gauge. Refer to Specifications for the recommended valve clearance.

If the rocker arms and push rods are tight, the number 3 cylinder is at top dead center of the exhaust
stroke. Rotate the engine 360 degrees to place the
number 3 cylinder at top dead center of the compression stroke.

Check and adjust both valves for the number 3 cylinder.

10. Rotate the engine in the normal direction of rotation

(counterclockwise from the flywheel end) until the
number 2 cylinder is at top dead center of the compression stroke.

Adjust the valves if necessary by loosening the lock nut

and turning the adjustment screw until the valve clearance is correct.

Check the rocker arms and push rods on the number 2 cylinder.

If the rocker arms and push rods are loose, the

number 2 cylinder is at top dead center of the compression stroke.

11. Check and adjust both valves for the number 2 cylinder.
12. Install the valve cover.

aea317

Compression Test

Adjusting Valve Clearance

Hold the adjustment screw in place and tighten the lock

nut.

Recheck the valve clearance.

Rotate the engine in the normal direction of rotation

(counterclockwise from the flywheel end) until the
number 3 cylinder is at top dead center of the compression stroke.
a.

Check the rocker arms and push rods on the number 3 cylinder.

If the rocker arms and push rods are loose, the

number 3 cylinder is at top dead center of the compression stroke.

Compression tester adapters are available for these engines.

Use Adapter P/N 204-672 and Glow Plug Adapter P/N 204675, if possible. Combustion chambers in diesel engines are
relatively small, and the compression ratios are relatively
high. Therefore, to obtain accurate and consistent compression readings:

118

The adapter used to connect a compression tester to an

engine must closely approximate the size and shape of
the part being replaced.

Run In (Rev 1/97)

A Schrader valve must be installed in the end of the

adapter that is facing the combustion chamber.

The compression tester and connecting hose must have

a small internal volume.

Remove the wire from the fuel solenoid and loosen the
injection lines at the injection nozzles.
CAUTION: The fuel solenoid must be disconnected
and the injection lines must be loosened to prevent the
injection of fuel into the cylinders during the test. If a
cylinder fires during the test, the resulting pressure
will destroy the test equipment. The manufacturer of
the test equipment disclaims all responsibility for
damage or injury resulting from a cylinder firing during the test.

Remove all of the glow plugs.

Disconnect the air cleaner.

Connect the compression tester (P/N 204-542) to a cylinder with an acceptable adapter.

Turn the engine over with the starter and observe the
pressure gauge. Stop cranking the engine when the
pressure stabilizes.

Note the final reading, release the pressure, and disconnect the tester.

Compare the final readings of all the cylinders.

11. Because the compression pressures will vary depending

on what kind of equipment is used, the most important
factor is the variation between cylinders. The variation
between cylinders should not exceed 10%.

Run the engine until it reaches the normal operating

temperature and then stop the engine.
NOTE: The compression should be tested when the
engine is near the normal operating temperature. If it
is not possible to run the engine, follow the rest of this
procedure. The compression pressures will be approximately 10% lower than those on a warm engine.

Repeat this procedure on each cylinder.

10. An engine in good condition will have a minimum

compression pressure of approximately 400 psi (2758
kPa) at cranking speed (250 rpm) using the Thermo
King compression tester (Part No. 204-542) and an
acceptable adapter.

An adapter can be fabricated, but it must meet those guidelines. If not, the compression readings will not be accurate.
Refer to Service Bulletin No. T&T 068 for more information.
1.

119

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